Mission-Adaptable Aircraft and Method for On-Site Assembly and Use

Abstract

Disclosed are devices, systems, and methods for a mission adaptable aircraft. In some aspects, the mission adaptable aircraft includes a configuration having interchangeable, operable, and replaceable sections and components connectable by a connection and fastening system that can be modified in the field by an end user. In some embodiments, the mission adaptable aircraft can be configured to include a main central body extending along a longitudinal direction, wings with a lateral cross-sectional airfoil shape, and / or stabilizers and control surface structures with corresponding cross-sectional airfoil shapes.

Description

Technical Field

[0001] (Cross - Reference to Related Applications) This patent document claims the priority and benefit of U.S. Provisional Patent Application No. 63 / 341,647, filed on May 13, 2022, entitled "MISSION - ADAPTABLE AERIAL VEHICLE", and U.S. Provisional Patent Application No. 63 / 366,119, filed on Jun. 9, 2022, entitled "MISSION - ADAPTABLE AERIAL VEHICLE AND METHODS OF IN - FIELD ASSEMBLY AND USE THEREOF". The entire content of the aforementioned patent applications is hereby incorporated by reference in its entirety into this specification.

[0002] This patent document relates to aircraft, and more particularly to unmanned aerial vehicles with field - configurable components for mission - adaptable applications.

Background Art

[0003] An aircraft is a system of multiple subsystems that are launched into the air using its own power or interaction with a launch device. Aircraft are generally made to carry a specific payload or multiple payloads, including inanimate or biological cargo or human passengers, over a given range or for a given amount of time. They can be controlled directly by a pilot, remotely operated, or autonomously operated. Thrust for the launch of an aircraft and during flight can be provided from a range of power sources (power plants) including, but not limited to, rockets, electrically - driven propellers, and turbojet or turbofan engines. The type of power source of an aircraft determines the type of fuel or energy storage mechanism that is required to be carried on - board to power the power source and thereby provide thrust for the aircraft.

[0004] Aircraft can take on a wide range of shapes, sizes, and form factors depending on their mission requirements. Typically, aircraft designers consider the available components and materials, mission requirements, environmental factors, and other constraints, and then machine the final product based on all of these variables. As a result, many different designs can potentially satisfy the same set of mission requirements, whether slightly or substantially, but in many cases, there is a "best" design.

[0005] Currently, typically, there are several problems associated with existing aircraft due to their designs. For example, one problem with past and current aircraft designs is that mission-related and payload-related requirements often change rapidly. For instance, the requirements regarding the endurance or loiter time of information collection, surveillance, and reconnaissance (ISR) aircraft can change dramatically when the theater of war changes from a land area with mainly nearby targets to an ocean-centered theater of war with distant targets. Additionally, the aircraft design process can be very time-consuming, and in some cases, the design process can take years or even decades to reach the "best" design due to the stringent design constraints regarding a single aircraft. Still further, technological advancements in areas such as aircraft components, subsystems, software, energy storage devices, and the like can also potentially outpace the development of the aircraft. An example of this is an electrically powered aircraft designed based on a particular type of battery with a given energy density, which can later be seen as battery technology progresses to the point where the new battery's energy density no longer makes the aircraft design performant or competitive against other designs. Considering the expensive development process, the large investment of human resources to succeed with the product, the long development and test timelines, the rapidly changing mission requirements, and the progress of technological innovation (which sometimes disrupts the development and production processes), it is easily understood that the current state of aircraft development is troubled. Past and current design, development, and production methods had their times and places, but there is a real need for more flexible and lower-cost solutions for end-users and customers. Summary of the Invention Means for Solving the Problems

[0006] To address the foregoing and other problems related to aircraft, a rapidly adaptable end-user modifiable aircraft that can evolve beyond the current state is described.

[0007] Disclosed herein are devices, systems, and methods for a mission adaptable aircraft.

[0008] In some illustrative aspects, a mission adaptable aircraft includes a fuselage assembly having one or more fuselage sections, a wing assembly reversibly attachable to the fuselage assembly and including at least one wing section, a nose cone assembly reversibly attachable to the fuselage assembly, a tail assembly reversibly attachable to the fuselage assembly, a propulsion unit at least partially included within at least one of the tail assembly or the fuselage assembly and configured to drive the flight of the aircraft, and an electronics unit including a wireless transceiver device.

[0009] In some aspects, a mission adaptable aircraft system includes a mission adaptable aircraft and a data processing system including one or more server computer devices, one or more databases, and / or one or more client computer devices that communicate data with each other, the data processing system configured to store and / or process data files associated with a library of specifications and data corresponding to one or more airframe sections and / or subsystems of the mission adaptable aircraft.

[0010] In some aspects, an airframe device for a mission adaptable aircraft includes a body of a fuselage section or a tail section and a quadruple inlet duct having four air intake passage structures, each air intake passage structure being equally spaced from another of the air intake passage structures along a frame or wall of the body.

[0011] In some aspects, a method for facilitating on-site assembly of a mission-adaptable aircraft is to provide a user interface via a software application on a mobile device associated with the user, the user interface including a display screen presenting details of the aircraft type and a list of available sections and / or components associated with the aircraft type of the mission-adaptable aircraft, receiving an input associated with a selection of at least some of the available sections and / or components to include within the assembly of the mission-adaptable aircraft from the user interface, generating one or more assembly protocols including instructions for assembling the mission-adaptable aircraft for the on-site assembly procedure, and generating a modification scheme for causing a change to the instructions based on a determined change in one or more of the flight dynamics, flight stability, or flight control of the mission-adaptable aircraft in real time during the on-site assembly procedure.

[0012] In some aspects, a method for customizing a mission adaptable aircraft includes receiving, in a data processing system, an input for obtaining or accessing a library of data files associated with one or more mission adaptable aircraft, identifying, in the data processing system, a library of data files associated with one or more aircraft by processing the input, providing, by the data processing system, the identified library of data files associated with one or more aircraft to an entity associated with the received input, facilitating, in the data processing system, modification and / or addition to the library of data files based on data provided by the entity that provided the input, wherein facilitating modification and / or addition to one or more data files of the library includes verifying the technical feasibility of a proposed change to an airframe component of the mission adaptable aircraft, simulating, in the data processing system, the performance of a mission adaptable aircraft having an airframe component in which the proposed change is incorporated to evaluate a proposed change to the flight performance of the mission adaptable aircraft, and generating, in the data processing system, a new or updated library of data files based on modification and / or addition to one or more data files of the library of data files associated with one or more aircraft.

[0013] Details of one or more embodiments are set forth in the description below. Features illustrated or described in connection with one exemplary embodiment may be combined with features of other embodiments. Accordingly, any of the various embodiments described herein may be combined to provide further embodiments. Other features, objects, and advantages will be apparent from the description, drawings, and claims.

[0014] The subject matter described in this patent document can be implemented in a particular method that provides one or more of the following features.

Brief Description of the Drawings

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[0030] Detailed Description Cost and time - to - market are major factors that determine the ultimate success or failure of any product, and aircraft are no exception. Development costs are also generally passed on to the customer. Thus, a long and costly development cycle is a problem not only for the product manufacturer but also for the customer.

[0031] For example, conventional aircraft such as ISR aircraft are generally developed for a single mission or a limited range of missions and / or are assumed to correspond thereto, and an end user or customer may need to acquire multiple aircraft to accomplish their goals. Also, a single aircraft can not only be expensive, but the end user may need to purchase several expensive systems to meet their actual needs.

[0032] The disclosed mission-adaptable aircraft articles, devices, systems, and methods are envisioned to mitigate such problems, for example, by proposing an end user's ability to easily customize an aircraft to a particular mission or multiple particular missions at the time of deployment. Further, by using the disclosed mission-adaptable aircraft technologies, the location of development can be placed at or near the site of deployment and use where the aircraft mission will occur. In contrast to conventional aircraft and their current designs, the disclosed aircraft and the techniques for fabricating and using them provide significant flexibility and versatility in aircraft design, cost, and performance, and are adaptable to the integration and use of add-on components such as various power sources, wing assembly types, tail assembly types, cameras, trackers, etc., and / or virtually any type of equipment such as a payload into the aircraft.

[0033] Exemplary embodiments of the disclosed mission-adaptable aircraft articles, devices, systems, and methods for fabrication, transportation, assembly, and / or use are described in further detail below.

[0034] In some embodiments according to the present technology, a mission adaptable aircraft includes a main central body for the aircraft that extends along a longitudinal direction, and in any one of a plurality of configurations, a wing assembly with a lateral cross-sectional airfoil shape that is connectable to the main central body of the aircraft, and in any one of a plurality of configurations, one or more stabilizers and / or control surface structures with corresponding cross-sectional airfoil shapes that are connectable to the main central body of the aircraft. The customizable or modular components or assemblies of the mission adaptable aircraft may also be referred to as sections or segments.

[0035] In some embodiments, for example, a mission adaptable aircraft according to the present technology includes a plurality of design adaptable airframe components that are made via additive manufacturing (e.g., 3D printing) and may be assembled at any location, such as at the desired site of deployment of the aircraft. The disclosed method of manufacturing such a mission adaptable aircraft can be implemented to create a core architecture (i.e., the core components of the aircraft design), and the design can be extended or modified to render the mission adaptable aircraft suitable for various different missions as required. In various embodiments, the airframe components can include one or more nose cone sections, one or more fuselage sections, one or more wing sections, one or more power source or nacelle sections, and / or one or more tail or empennage section segments. Essential subsystems, such as flight computers, control systems, electronics, avionics, electrical systems, energy storage facilities, fuel systems, navigation systems, communication systems, targeting systems, and others, can be included within the design adaptable airframe structure. The airframe components can be designed to adapt to a certain set of missions. For example, alternative libraries or fully customized sections, including sections designed and developed by the end user themselves or by a third party, can be substituted or added into the system (mission adaptable aircraft).

[0036] For example, in some implementations according to the present technology, a mission-adaptable aircraft can consist of airframe sections including different subsystems powered by a common or shared control system. In some implementations and applications of the present technology, for example, multiple base models (e.g., default design, core architecture, and / or standard configuration) for one or more specific aircraft designs can be created by developers (e.g., aerospace designers and / or additive manufacturers), which can be extended and customized by end users. For example, the base model of an aircraft can then be easily modified by the end user to meet different requirements. For example, each section of the aircraft can be selected by the end user from a library of sections created by the developer to provide the mission requirements of the end user's aircraft. Custom sections can also be quickly developed and fielded using design, testing, simulation, and production techniques to provide flexibility as technology rapidly evolves and customer requirements change. For example, if a customer requests that a special payload be carried by the aircraft, the developer can quickly digitally design and additively manufacture (e.g., using 3D printing) a customized fuselage or wing section, attach the payload at a relatively low cost, and enable the customer to engage in new missions without having to procure an entirely new aircraft.

[0037] In some embodiments of the aircraft according to the present technology, the aircraft can be configured with a tube and wing design that underlies the basic design of the aircraft system. Examples of tube and wing designs include designs similar to current airliners, and the fuselage section can generally be described as a tube to which the wings are attached. This type of tube and wing design has been the primary design in airliners for nearly a century due to a number of factors, including but not limited to ease of production and cabin pressurization. In embodiments that employ a tube and wing design, some embodiments of the mission adaptable aircraft can have a wingspan (i.e., the distance from wingtip to wingtip) that varies from less than 1 foot to potentially over 100 feet, and the total weight of the aircraft can vary from less than 1 pound to over 20,000 pounds.

[0038] In some embodiments, a certain fuselage section of the aircraft surrounds the core systems, meaning that they are integral with the fuselage and cannot be removed or replaced. On the other hand, in other embodiments, these core systems can be moved between fuselage sections and still allow for further customization.

[0039] A mission-adaptable aircraft can include a flight control computer that controls some or all of the subsystems for the flight of the aircraft. The flight computer can be configured to process sensor inputs, transmit signals to the control systems and other systems of the aircraft, and control the flight dynamics of the aircraft in real time. The flight control computer can be configured to seamlessly adapt, for example, for connection, fixing, and fastening systems that enable different airframe sections to connect to each other in a manner that is easy and structurally stable as the airframe sections and payload change for a particular design of the aircraft. A flight control system that data communicates with a user interface of a software application (an "application" or "app") operable on a remote computing device (such as a desktop or laptop computer, smartphone, smart wearable (such as a smartwatch, smart glasses, etc.), or other fixed or mobile computer, etc.) can be used to guide the user regarding the method for operating the airframe elements of the aircraft (for example, during design and / or assembly or during flight) to create a controllable aircraft with excellent performance. For example, the app can be implemented to guide the user through reconfiguration and assembly. For example, the user interface of the app can display that, because the user selected section X, the user should move wing section Y to position M in order to have the static margin required for the desired excellent flight / stability performance according to the input or stored performance parameters associated with the mission.

[0040] In some embodiments, large amounts of simulation and real-world test data can be input into the system with confidence to allow the end user to modify the airframe without creating an uncontrollable aircraft. For example, assuming there is a library of aircraft airframe sections and subsystems with a vast amount of simulation and test data stored, when a user selects and incorporates different elements from the library using a digital user interface, the application responds by providing the user with feedback regarding the extent to which airframe modifications are necessitated by offsets in weight and balance. For example, if an end user desires to add loiter time or range to an aircraft mission capability, they may be instructed to add additional wings, fuselage, in-wing pods / external tanks, or other fuel sections, while also potentially replacing entire wings / wing sections or adding wing sections on top of what was previously the wingtip chord area of the previous wing, or even changing the power source section. The user interface, application, and on-board flight control computer communicate with each other, and the instructions are shared to enable the aircraft to fly in the newly created state safely and with high performance. For the end user, this process is made simple, relatively quick, and unburdensome. However, without such a system, traditional developers would need to perform a vast number of calculations, simulations, and tests. Thus, an exemplary flight control system can facilitate and enable this simplified flight design and / or flight control process for the end user.

[0041] In some embodiments, by using a customized airframe section or payload, the end user is thereby guided through a process by which they inform the application, for example, through digital text input fields, sliders, drop-downs, wheels, knobs, or other weights, sizes, centers of gravity, positions, etc. of the customized section. The application can then guide the user regarding how to manipulate the layout and positioning of the airframe section to provide optimal performance and controllability.

[0042] The flight control computer can be configured to make corrections to its software, firmware, and / or control mechanisms. For example, using measurement data and feedback loops, if during flight an input or calculation error is found, for example, regarding stability derivatives or gains, either by the user or the computer, the flight computer can implement a method for changing these settings on the fly, adapt, correct the error, and can include code to ensure flight success.

[0043] Disclosed herein are devices, systems, and methods for a mission adaptable aircraft.

[0044] I. Mission-Adaptable Aircraft Architecture

[0045] Unmanned aerial vehicles (UAVs), also known as drones, and all types of manned aircraft are built for single missions or several closely related missions. This presents the problem that requirements change regularly on the ground, on-site, and / or under duress, which can mean that equipment that has been laboriously packed in place by a human operator or delivered via expensive means (such as air drops) becomes relatively useless given the changes in the needs of the current mission.

[0046] By using a mission-adaptable airframe system with interconnected sections and a special fastening system, the end user can add, remove, or move entire sections of the airframe on-site, thereby adjusting the aircraft to the mission on-site and on-the-fly, for example, in response to requirements and in real time. For example, in a conventional ISR mission, operators often find that the range to their targets has increased significantly or that they need to loiter over the target much longer than previously planned, i.e., they experience changes where mission constraints suddenly affect the suitability of the intended unmanned aircraft. Exemplary embodiments of the mission-adaptable systems described herein are aimed at solving these and other problems.

[0047] As an exemplary solution to a previous scenario, the end user (operator) can add a fuselage section with an additional fuel tank immediately prior to launch to fly the aircraft further or loiter longer as required for an ISR mission. The end user can move a wing section or assembly to improve flight performance as they modify other parts of the airframe and thus change the center of gravity (CG) of the aircraft. The operator may find that they need to increase the size or width of the wing to improve the aspect ratio, wing loading, or other performance factors. The operator may find that they need to change from a tail section with a microturbine power source to an electrically driven propeller power source. These changes are accommodatable on demand due to the mission-adaptable aircraft architecture.

[0048] As another example, if the mission of the mission adaptable aircraft is a one-way, expendable, or consumable mission, inexpensive components can be swapped out within the system to reduce the cost burden on the user or customer. If the mission changes from day to night, or if inclement weather is an issue, the ISR payload of the nose cone or fuselage section can be swapped out, replaced, and / or reconfigured to adapt to different sensors or processor arrays.

[0049] The ability to adapt the airframe based on desired commands and control of the airframe is an important differentiator across all conventional aircraft designs and systems. When designing a conventional aircraft, developers are required to perform intensive data collection for every possible permutation in order to build a system control for flight and mission automation while ensuring that the operation of the aircraft is simple for the user. This can require substantial upfront engineering resources to effectively program every possible flight configuration. However, the knowledge gathered from simulations and tests and built into the flight computer ensures that the aircraft is very useful to the operator. The mission adaptable airframe and complementary component library described herein can provide the end user with great flexibility in the available mission set, which in turn improves their ability to conduct their operations.

[0050] FIG. 1A shows a schematic diagram of a mission adaptable aircraft system labeled as 100 according to the present technology. The mission adaptable aircraft system 100 (also referred to as system 100) includes a data processing system 150 and one or more mission adaptable aircraft 110. In some embodiments, the mission adaptable aircraft system 100 can include an additive manufacturing system 130. In some embodiments, the mission adaptable aircraft system 100 can include an on-site communication and / or computing system 140. In some embodiments, the computing devices of the mission adaptable aircraft system 100 communicate via a communication network 160.

[0051] In some embodiments, for example, data processing system 150 can include one or more server computer devices 152, one or more databases 154, and / or one or more client computer devices 158 (collectively referred to as "computing devices 152, 154, and / or 158") that communicate data with each other. In some implementations, for example, computing devices 152, 154, and / or 158 can be configured to communicate with each other through a closed or restricted network. On the other hand, in some implementations, for example, at least some of the devices of computing devices 152, 154, and / or 158 can be configured to communicate with each other through a public network such as the Internet. In some implementations, for example, computing devices 152, 154, and / or 158 can be configured to communicate with other computing devices of system 100 that are external to data processing system 150, such as computing devices of the additive manufacturing system 130, in-field communication and / or computing devices of the computing system 140, and / or mission-adaptable aircraft 110, etc., via network 160. In some implementations, for example, computing devices 152, 154, and / or 158 can be configured to communicate with other external devices (i.e., devices that are not part of the mission-adaptable aircraft system 100) via network 160 or other external networks.

[0052] In some embodiments, for example, the additive manufacturing system 130 can include a 3D printer 130A and a client computer device 130B that communicates with the 3D printer 130A via data. The 3D printer 130A can be operable to render a printed article based on instructions from one or more computer files, such as a computer-aided design (CAD) file or package, and include one or more of polymer materials, composite materials, metals, and / or ceramics. The 3D printer 130A of the additive manufacturing system 130 can be embodied as a 3D rendering device for 3D printing or additive manufacturing methods, including, but not limited to, laser powder bed fusion, selective laser sintering, selective laser melting, digital light processing, binder jetting, jetting, volumetric methods, direct laser metal sintering, and / or automated continuous fiber placement. In some embodiments, the materials within the 3D-rendered components of the mission-adaptable aircraft 110 by the additive manufacturing system 130 include, but are not limited to, PA-12 (polyamide-12, nylon-like material), acrylonitrile butadiene styrene (ABS), polylactic acid (PLA), acrylonitrile styrene acrylate (ASA), polyethylene terephthalate (PET), polyethylene terephthalate glycol (PETG), polycarbonate (PC), polypropylene (PP), polyetheretherketone (PEEK), polyetheretherketoneketone (PEKK), ULTEM TM、It can include other nylons, thermoplastic polyurethanes (TPU), and / or thermoplastic elastomers (TPE), or combinations of any of the foregoing or subsequent items described herein, which can be in the form of powders, resins, and / or filaments, or other forms, and / or powders, resin, or filament materials, and / or added to similarly sheared fibers introduced into the same feedstock, and can be in the form of glass or other material beads, and can be synthetic materials. The client computer device 130B can be embodied as a personal computer (e.g., a desktop computer or a laptop computer), and / or, without limitation, a mobile communication device including, but not limited to, a smartphone, smart wearable (smartwatch, smart glasses, etc.), tablet, personal digital assistant (PDA), etc., or other computer devices.

[0053] In some embodiments of system 100, for example, at least some of client computer devices 130B can include a software application (an "app") that resides on an individual device and controls various data processing, storage, and communication functionality for additive manufacturing system 130. In some implementations, for example, an end user can utilize the app to communicate with data processing system 150 and access a library of specifications and data associated with airframe sections and subsystems for mission adaptable aircraft 110, which can be stored, for example, in one or more databases 154 of data processing system 150. For example, the library can include part files in CAD or mesh file format, enabling a user to print specific airframe elements, spare parts, or replacement parts for initial vehicle creation. The user may also be able to receive new part files (e.g., without library items, custom items) from its clients such as data processing system 150 and / or a non-uniform computer network (e.g., via network 140). The library of the disclosed technology can be a constantly changing and constantly expanding resource of airframe and aircraft components that are printable on various printing processes according to additive manufacturing system 130.

[0054] In some embodiments, for example, the field communication and / or computing system 140 can include a computer device 140 that is operable by a field user, and the computer device 140 can be embodied as a portable personal computer 140A (e.g., a laptop computer) and / or, without limitation, a mobile communication device 140B including a smartphone, smart wearable (smartwatch, smart glasses, etc.), tablet, PDA, etc., or other computer device. In some embodiments of the system 100, for example, the computer device 140 can include a software application (the "field app") that resides on the computer device 140 and controls various data processing, storage, and communication functionalities for on-site assembly and / or use by a field user (e.g., launch, flight programming and / or flight control, landing, recharging and / or refueling, payload loading, or other task procedures). For example, the field app can be used to provide on-site instructions for assembling at least some individual components of the mission-adaptable aircraft 110 that can be stored and / or transported by a field user on foot in the field (e.g., via a backpack, case, etc.) or by a land or sea vehicle (e.g., via a case, trunk, storage unit, etc.). In some implementations, for example, the field user can use the field app to communicate with the data processing system 150 and access data associated with the mission of the aircraft. In some implementations, the computer device 140 can be used to interface with the electronics unit of the mission-adaptable aircraft 110 via a wired or wireless communication interface.

[0055] The mission adaptable aircraft 110 can include any of the unmanned aerial drones that are operable to proceed by its designed drive or propulsion system based on navigation technologies that can be programmable and fully autonomous or semi-autonomous. The mission adaptable aircraft 110 includes a plurality of modular mission adaptable airframe components 111. For example, in some implementations, the airframe components 111 can be packed (e.g., within backpacks and hard cases) for transportation to various locations in various ways by an end user, such as on foot or by vehicle, and can be dispersed among a plurality of (relatively) lightweight sections of the overall aircraft 110 (e.g., 25 pounds to 250 pounds). In some embodiments, for example, the mission adaptable aircraft 110 may include a power and / or propulsion unit 112. For example, in such embodiments, the power and / or propulsion unit 112 can include one or more batteries, one or more fuel cells, one or more engines, or other embodiments of a power source for the aircraft 110. In some embodiments, for example, the mission adaptable aircraft 110 may include an electronics unit 113. For example, in such embodiments, the electronics unit 113 includes a wireless communication unit (e.g., a wireless transceiver, etc.) and / or a location tracking unit, and can include, for example, a global positioning system (GPS), a cellular communication device for cellular triangulation tracking, or others. Additionally, or alternatively, in such embodiments, the electronics unit 113 may include a data processing unit (comprising a processor, memory, and input / output interface) that communicates data with the location tracking unit and the wireless communication unit.

[0056] In some embodiments of system 100, the mission adaptable aircraft 110 communicates with the client computer device 130B and / or the on-site computer device 140 via network 160 and / or directly communicates with the client computer device 130B and / or the on-site computer device 140 through a wireless interface or a wired interface or the like. In some embodiments, for example, network 160 is a public network such as the Internet (e.g., a network of computers that communicate with each other, also referred to as the "cloud"). In some embodiments, for example, network 160 is a private network, and the computers that communicate with each other are highly secure and restricted from use by unauthorized users and devices, such as the Advanced Research Projects Agency Network (ARPANET) or a part thereof, MILNET, or SIPRnet, or NIPRnet, or others, such as a military network.

[0057] Figure 1B shows a block diagram of an exemplary embodiment of a data processing device labeled as 120 for a computing unit, module, or device described in the present disclosure. The data processing device 120 may be embodied by a computer or computing device of a data processing system 150, a client computer device 130B of an additive manufacturing system 130, a field computer device 140 of a field communication and / or computer system 140, and / or a wireless communication unit and / or an electronic device unit of an optionally mission adaptable aircraft 110. The data processing device 120 can include a data processing unit 121, which includes one or more processors for processing data, one or more memory units in communication with the processors for storing data, and an input / output unit (I / O) for interfacing the processors and / or memory units with other modules, units, or devices of the data processing device 120 or external devices. For example, the processor can include a central processing unit (CPU), a microcontroller unit (MCU), a graphics processing unit (GPU), or others. For example, the memory unit can include and store processor-executable code that, when executed by the processor, configures the data processing unit 121 to perform various operations such as receiving information, commands, and / or data, processing information and data, and transmitting or providing information / data to another device. In some implementations, the data processing unit 121 can transmit raw or processed data to a computer system or communication network accessible via the Internet (the "cloud") that includes one or more remote computing processing devices (e.g., servers in the cloud). To support the various functions of the data processing unit 121, the memory unit can store information and data such as instructions, software, values, images, and other data that are processed or referenced by the processor.For example, various types of random access memory (RAM) devices, read-only memory (ROM) devices, flash memory devices, and other suitable storage media can be used to implement the storage function of the memory unit.

[0058] In some embodiments, the data processing device 120 can include a wireless communication unit 125. For example, in some implementations, the I / O of the data processing unit 121 can interface the data processing unit 121 with the wireless communication unit 125 and utilize various types of wired or wireless interfaces that are compatible with typical data communication standards. For example, this can be used in the communication of the data processing unit 121 with other devices via a wireless transmitter / receiver (Tx / Rx) unit and includes, for example, but not limited to, Bluetooth®, Bluetooth® Low Energy (BLE), Zigbee®, IEEE 802.11, Wireless Local Area Network (WLAN), Wireless Personal Area Network (WPAN), Wireless Wide Area Network (WWAN), WiMAX, IEEE 802.16 (Worldwide Interoperability for Microwave Access (WiMAX)), 3G / 4G / LTE cellular communication methods, NFC (Near Field Communication), and a parallel interface.

[0059] The I / O of data processing unit 121 can also interface with other external interfaces, sources of data storage devices, and / or visual or audio display devices, etc., and read and transfer data and information that can be processed by the processor, stored in the memory unit, or presented on the output unit of the data processing device 120 or an external device. For example, in some embodiments, the data processing device 120 can optionally communicate data with the data processing unit 121, e.g., via the I / O, and is configured to provide a visual display, an audio display, and / or other sensory displays that create a user interface for software applications according to the mission adaptable aircraft system 100. In some examples, the display unit 127 can include various types of screen displays, speakers, or printing interfaces, such as, but not limited to, a light emitting diode (LED) as a visual display, or a liquid crystal display (LCD) monitor or screen, a cathode ray tube (CRT), an audio signal converter device as an audio display, and / or a toner, liquid inkjet, solid ink, dye sublimation, inkless (e.g., thermal or UV, etc.) printing device, etc.

[0060] FIG. 1C shows a schematic isometric view of an exemplary embodiment of a mission adaptable aircraft 110 labeled as 110C. The overall system hardware architecture of the mission adaptable aircraft 110C enables end-user modification and enables a broader range of mission capabilities. To facilitate this, the hardware is designed in a manner that simplifies modification. To achieve this purpose, the airframe of the aircraft 110C is decomposed into sections based on function, the ability to be manufactured most simply, and size. These sections can then be assembled to form the aircraft 110C, which can include on-site assembly of portable components between different locations for assembly of the aircraft 110C for launch. Assembling and interconnecting these sections must be done, for example, in a manner that achieves structural integrity within all fields of the flight envelope, among maximum thrust, maximum speed, minimum turning radius maneuvering, and others.

[0061] The mission adaptable aircraft 110C includes at least one fuselage assembly 101 comprising at least one fuselage section, at least one wing assembly 103, a nose cone assembly 107, and a tail assembly 104. The nose cone assembly 107 can be configured in various geometries and can include an imaging module (comprising one or more cameras that communicate with the electronics unit 113), a sensor module (comprising one or more sensors including, but not limited to, motion sensors, pressure sensors, temperature sensors, or other sensors that communicate with the electronics unit 113), and / or various other modules such as other modules or payloads to be carried by the aircraft 110C. At least one fuselage section of the fuselage assembly 101 can be configured in various geometries and can include an interior that is at least partially hollow and can be used for various purposes, such as containing the payload and energy source of the aircraft 110C and storing components, consumables, or other articles of the electronics unit 113 and / or the power / propulsion unit 112. The wing assembly 103 is designed within a plurality of extension modules and can adjust the aspect ratio, wing loading, endurance, and range for the flight of the aircraft 110C and / or can carry various ranges of weights and / or volumes for various mission parameters.

[0062] As shown in the schematic of FIG. 1C, the fuselage assembly 101 includes three fuselage sections, namely, a front fuselage section 101A, a central fuselage section 101B coupled to the front fuselage section 101A, and a rear fuselage section 101C coupled to the central fuselage section 101B. The nose cone assembly 107 is coupled to the front fuselage section 101A, and the tail assembly is coupled to the rear fuselage section 101C. The wing assembly 103 is coupled to the central fuselage section 101B.

[0063] The tail assembly 104 includes a tail segment housing 104A and a tail end component 104B coupled to the tail segment housing 104A and coupled to the rear fuselage section 101C. The tail assembly 104 is configured as a tube (or tubes) attachable to an opening on the outer wall of the tail segment housing 104A and includes an inlet assembly 105 that guides air intake into the tail segment housing 104A. For example, in some embodiments, the mission adaptable aircraft 110C is configured to have a power source (e.g., an engine) disposed within the tail segment housing 104A, and the tail end component 104B includes an outlet (or outlets) that allows exhaust to flow outward and provides thrust for the flight of the mission adaptable aircraft 110C. In some embodiments, for example, the tail assembly 104 includes one or more tail fins 106 coupled to the tail segment housing 104A.

[0064] As shown in the schematic of FIG. 1C, the wing assembly 103 includes three wing sections, namely, a right wing section 103B, a center wing section 103A coupled to the right wing section 103B, and a left wing section 103C coupled to the center wing section 103A. The center wing section 103A is coupled to the center fuselage section 101B.

[0065] In some embodiments of the aircraft 110C, the aircraft design can use one or more protruding male members from the fuselage section configured to slide into a corresponding female slot or cavity, or reverse thereof, to provide full-axis structural stability between the bodies. In some embodiments, for example, the fuselage sections can be fastened together using bolts and nuts, screws and nuts / press-in inserts, cam locking systems, clamps, spring locking systems, electromechanical locking systems, or other fastening systems. In the fuselage section 101, an array of through-holes 102 can be present along the top and / or bottom of the fuselage section 101, or along the top, bottom, starboard, and port for a high-wing and / or low-wing configuration for the wing assembly 103, or for an intermediate-wing configuration.

[0066] Figure 2 shows a schematic depicting an exploded isometric view of the mission adaptable aircraft 100C shown in FIG. 1C, depicting an exemplary embodiment of an aircraft section and component fastening system. As shown in the schematic of FIG. 2, the nose cone assembly 107, the fuselage section 101, the section of the wing assembly 103, and the tail segment housing 104A of the tail assembly 104 include at least one protrusion 203 that is insertable and securable into a slot or cavity structure 204 on an adjacent segment of the aircraft 110C. In some embodiments, the protrusion 203 is reversibly insertable and securable within the slot or cavity 204 and is configured to enable an end user to disassemble the aircraft 100C upon request.

[0067] As shown in the insertion view 299 of FIG. 2, in some embodiments, for example, the protrusion 203 includes a geometric rod, bar, screw, hook, or other protruding structure that extends outwardly from a fuselage segment and is permanently fixed thereto, labeled as 211. For example, the protrusion 203 is permanently attached to the inner surface (such as that shown in FIG. 2) or the outer surface of the fuselage segment and can be located in the upper region, bottom region, side region, and / or any combination of the upper, bottom, side, or other regions of the fuselage segment. In some embodiments, for example, the slot or cavity 204 includes a wall structure 212 that at least partially wraps around and forms an opening 214 that leads into the slot or cavity 204. In some embodiments, for example, the protrusion 203 includes one or more holes and / or one or more protrusions 213 that align with corresponding one or more holes and / or one or more protrusions 216 within a corresponding slot or cavity structure 204 into which the protrusion 203 is inserted and secured. The insertion view 299 shows the protrusion 203 including a plurality of holes (labeled as 213) that can align with the plurality of holes of the slot or cavity 204.

[0068] FIG. 3 shows a schematic view depicting a partial exploded front view of an exemplary embodiment of a fuselage section 101 and a wing assembly 103 that illustrate an exemplary embodiment of a section and component fastening system for attachment to a wing according to the present technology. The exemplary section and component fastening system includes at least one protrusion 301 that extends from the lower surface of the center wing section 103A and is inserted and secured within at least one through-hole 102 of the center fuselage section 101B. In some embodiments, the at least one through-hole 102 can include structural features of an exemplary embodiment of a slot or cavity 204, such as, for example, a wall structure 212.

[0069] Figure 4 shows a schematic view depicting a partial exploded isometric view of an exemplary embodiment of a fuselage section 101 and a wing assembly 103, illustrating an exemplary embodiment of a section and a component fastening system for attachment to a wing. In this example, the central wing section 103A includes a fixing base 401 that has a curvature matching the outer surface curvature of the central fuselage section 101B and contacts and joins with the central fuselage section 101B (e.g., to support the fixation of the central wing section 103A and the central fuselage section 101B). For example, the fixing base 401 can be such that a plurality of protrusions 301 project from the central wing section 103A and can be inserted into corresponding through holes 102 that can include a plurality of angles along the curved surface of the fixing base 401 and the corresponding surface of the central wing section 103A. The schematic view of Figure 4 shows the protrusions 301 coupled to the central wing section 103A and the through holes 102 on the central fuselage section 101B, but it should be understood that these features can also be arranged on corresponding opposing structures.

[0070] The exemplary through holes 102 can thereby serve as an area that both secures the sections together and provides mounting holes for sections such as wing sections or assemblies. In some embodiments with high or low wing configurations, when consisting of multiple wing sections, also called assemblies, the wing sections have protrusions 301 that extend out therefrom and slide through the through holes 302 of the fuselage section to enable fixation between the bodies. This fixation can be accommodated through bolts and nuts, screws and nuts / press-in inserts, cam locking systems, clamps, spring locking systems, electromechanical locking systems, or other fastening systems. This type of section / section fixation can also be used for other sections, such as a nose cone assembly section 107, a tail assembly section 104, a stabilizer, a fin section, a drop-in / auxiliary fuel tank, a power source nacelle, etc.

[0071] II. Fuselage Section and Component Fastening System

[0072] The aircraft section and component fastening system ensures the overall structural integrity of the system. In some embodiments, the section and component fastening system can be accomplished using one or more protrusions 203 that are insertable and securable within slots or cavities 204 such as those shown in FIG. 2. For example, in some implementations, this may include the use of fastening devices and systems.

[0073] Various embodiments of the aircraft section and component fastening system may be implemented depending on the exact geometry being integrated. For example, in some embodiments where circular cross-section sections are used, protrusions and reversely designed slots may be incorporated at the top and bottom of the section, or on the starboard and port sides, or on the top, bottom, starboard, and port sides. These sections may also use overlapping, double flanges that extend around the circumference of the ends of the section, with one section having a flange that forms the lower half of the flange and the opposing section having a flange that forms the upper half of the flange. In some embodiments, rubber, polymer, synthetic, and / or other materials can be used as seals, which can also be implemented between the fuselage sections and / or components to improve the seal and protect internal components from the outside environment. This configuration provides an improved seal between the fuselage sections and / or components for abutting joints at the opposing ends of the section.

[0074] The disclosed method of locking both the protrusion and slot / cavity of the fastening system can also vary depending on the airframe section and / or component geometry. In some embodiments, for example, mating through-holes can be used. Here, the protrusion 203 slides into the slot or cavity 204, and in some implementations, the fasteners are then installed through the through-holes to lock them in place. In some embodiments of aircraft section and component fastening systems, the fasteners can include bolts and nuts, screws and nuts, press-in inserts, cam locking systems, bayonet mounting systems, clamps, spring locking systems, such as spring-loaded detent pins, electromechanical locking systems, or other fastening systems (and come in many shapes and sizes). Importantly, the aircraft section and component fastening system ensures that the sections fit well without creating features that structurally destabilize the airframe for flight about all axes of motion and unduly increase drag on the aircraft. Further, the aircraft section and component fastening system can be configured to ensure that the joint between sections provides the correct amount of seal against outside elements and conditions.

[0075] III. Telescoping Wing Assembly

[0076] In some embodiments, an aircraft wing section or assembly can have a telescoping wing assembly. The telescoping wing assembly can be operative to increase the wing area and aspect ratio and decrease the wing loading. For example, the telescoping wing assembly can include successively smaller sections of the wing that are stored within the main maximum section of the wing and can be effectively made extensible outwardly on both the starboard and port sides of the aircraft, e.g., in a direction from the root chord to the tip chord of the wing. The telescoping wing arrangement allows the aircraft to vary on-the-fly its characteristics that affect the overall flight performance of the aircraft, such as wing loading, wingspan, wing area, aspect ratio, and others. The telescoping movement can be accomplished using a linear drive, a rack and pinion (or a motor-driven circular gear with a fixed linear gear), a pulley system, an actuator, a gas actuator, a pneumatic system, and other methods.

[0077] IV. Processing Method for Molding Polymer Fuel Tanks

[0078] In some aspects, the disclosed technology includes a processing method for molding a polymeric fuel tank into a cavity within an airframe section to maximize the fuel capacity per given volume. In some embodiments, the processing method can include blow molding or rotational molding of a polymer (e.g., high density polyethylene (HDPE), polypropylene (PP), shredded recycled plastic (recycled polyethylene), plastic adhesives, ethyl vinyl alcohol (EVOH), or other chemically-resistant polymers, etc.) onto a component of the airframe, e.g., a portion of the fuselage or wing section. The process can enable the maximum fuel tank capacity within a given space or volume. Similar to blowing up a balloon inside a three-dimensional shape as the pressure increases, blow molding in an exemplary implementation of the technology can use a heated polymer and expand it through a blowing process to the outermost portion of the inner surface of the cavity. Rotational molding uses a heated polymer to effectively rotate a mold within a heated chamber and coat the mold (or in this case, the airframe section) with a thin film of plastic.

[0079] In aircraft design, fuel tanks are incorporated in many locations around the airframe where fuel can be safely stored. Injection and / or rotational molding proposes a process by which fuel tanks can be made inexpensively and efficiently, maximizing the fuel capacity within cavities molded into standard or non-standard shapes where other fuel tank production methods would not be able to utilize a given portion of the internal space or volume.

[0080] V. Flight Computer

[0081] In some embodiments of the mission adaptable aircraft 110, for example, the aircraft can include, for example, an on-board flight computer, which can include one or more features of the data processing device 120. In some implementations of the mission adaptable aircraft 110, for example, the on-board flight computer is the brain of the aircraft. The flight computer ensures that, regardless of whether it flies in a manned mode, which can be either remotely or with a pilot on board, or in an autonomous mode, which can be either fully autonomous or semi-autonomous, (i) control inputs are delivered to the control surfaces to perform correct maneuvers, (ii) subsystems function correctly, (iii) flight data is correctly recorded, and (iv) many other operations and routines are performed normally. In various embodiments, the mission adaptable aircraft architecture can include a robust and flexible flight computer. For example, based on simulation and test data obtained in a large number of rigorous and difficult situations, the flight computer is programmed to adjust settings according to the configuration of the aircraft airframe and subsystems. As developers, end-users, or customers make modifications, these changes are analyzed and considered by the flight computer. The flight computer then calculates new settings or has them provided by a ground system to enable controlled flight under the new configuration. In some cases, these settings may be determined by on-board calculations by the flight computer, while in other cases, the flight computer may be reprogrammed or receive commands from a separate computer, also called a ground system.

[0082] VI. Aircraft Section Library

[0083] In various implementations of the present technology, a user (e.g., a developer) of the mission adaptable aircraft system 100 can build and / or maintain a library of aircraft sections and / or components and their associated data, which can be input into a backend database, a user application, and other tools to enable an end user or customer to select them and incorporate them into their aircraft system both digitally and physically. The aircraft section library can also record and store user input data regarding overall custom sections for use in any current and future operations.

[0084] VII. Design, Simulation, and Manufacturing Advantages

[0085] An important advantage of the disclosed task-adaptable designs and architectures is that their sections can be developed quickly in order to keep up with the ever-changing end-user, customer, and task requirements. For example, the disclosed technology enables a user (e.g., an aircraft designer, developer) to use the latest in design, simulation, and manufacturing techniques while leveraging the flexibility of the task-adaptable modular benefits of the disclosed aircraft and manufacturing platform. Design and simulation tools and methods such as computer-aided design (CAD), visual programming environments, parametric design, generative design, finite element analysis (FEA), and computational fluid dynamics (CFD) are employed to ensure that new or customized airframe sections can be quickly incorporated into the aircraft section library and evaluated with respect to their impact on flight dynamics and behavior. Physical testing, i.e., mechanical, wind tunnel, flight, and others may also be required to occur in order to obtain the most realistic data. The use of additive manufacturing, including 3D printing and other manufacturing technologies such as fused filament fabrication (FFF), continuous fiber (e.g., for 6 degrees of freedom (DOF) freeform robotic synthesis applications), fused deposition modeling (FDM), binder jetting, multi-jet fusion (MJF), powder bed fusion, digital light processing (DLP), material jetting, selective laser sintering (SLS), selective laser melting (SLM), direct metal laser sintering (DMLS), and others, can be used directly to create production parts or can be used in the development of molds, tools, jigs, fixtures, and other tools, which can significantly accelerate the overall manufacturing process, e.g., reducing the manufacturing period from one month to one week, or from one week to one day. Additive manufacturing enables parts to be made with a very high level of complexity with little additional production cost, sometimes referred to as "free complexity." Additive manufacturing enables developers to create aircraft at a much lower cost than that which has conventionally been achievable by competing companies using it.The workflows disclosed herein, from initial digital design to final product, constitute a competitive advantage over slower and more traditional development techniques. These digital manufacturing techniques, which can be combined with advanced computer numerical control (CNC) and other more traditional manufacturing techniques, also help to facilitate the sharing of digital design and manufacturing files, which can be easily shared with distributed manufacturing facilities and enable production anywhere in the world. This encourages developers and their partners and customers to quickly manufacture components closer to where they are actually needed, shortening lead times, reducing costs, improving confidence intervals within the supply chain, and enabling a more rapid response to local activities.

[0086] VIII. Distributed Manufacturing of Sections

[0087] The disclosed method for manufacturing modular mission adaptable sections of an aircraft 110 can provide, upon request, a low-cost and portable capability to machine the aircraft at virtually any single location that can be moved from location to location as needed. Still further, the disclosed methods of design and manufacture disclosed herein enable developers to manufacture aircraft sections and / or entire aircraft in a distributed fashion, e.g., sections may be manufactured at different locations around the world. By implementing a distributed manufacturing strategy, it is possible, for example, to guarantee against supply chain disruptions, bring manufacturing closer to the end user, accelerate the manufacturing time of parts, and help teams develop new products more quickly. Through a network of manufacturing centers, specialty parts can be quickly manufactured and shipped anywhere in the world. Other adapters that are frequently replaced, damaged, and / or known to be useful can also be packaged as part of a kit or assembly, along with major airframe elements.

[0088] In some embodiments, the distributed manufacturing process includes a remote manufacturing system integrated into a portable container such as a shipping container box (sometimes also referred to as a conex, a large metal cargo container). For example, the remote manufacturing system is an embodiment of the additive manufacturing system 130. In some embodiments, the remote manufacturing system includes one or more 3D printer devices, one or more storage units for raw materials, processing materials, and components, and one or more computing devices for controlling the 3D printer devices. In various implementations, for example, the remote manufacturing system can provide for the distributed and concealed automated manufacturing of mission adaptable aircraft 110. For example, in some implementations, the remote manufacturing system includes a single 40-foot long manufacturing cell (e.g., which can be divided into two 20-foot long cells) and can build dozens of small or medium-sized aircraft (e.g., 25-pound mass) on a weekly or multi-week basis, and the equipment of the remote manufacturing system can be powered by a generator and placed in harsh locations. Thus, the remote manufacturing system enables aircraft production with limited human intervention and can still be strategically deployed to quickly respond to demand needs.

[0089] Figure 5 shows a schematic diagram of an exemplary embodiment of a remote and portable mission adaptable aircraft manufacturing system 530 according to the present technology. The system 530 includes a container housing 539, such as a conex, that can enclose the equipment, materials, and products of the system 530. The system 530 includes one or more additive manufacturing stations that include a 3D printer 531 for creating airframe components and / or sections of the mission adaptable aircraft 110, a material feeding system 532 for providing input materials and / or chemicals to the one or more 3D printers 531, and a processing station 533 for holding, securing, and / or interfacing with the 3D printer 531 and the material feed system 532. The system 530 includes a control computer device 534 (e.g., a personal computer such as a desktop computer or a laptop computer and / or a mobile communication device such as a smartphone, a smart wearable, etc., which can be embodied) that is operable to execute a software application ("app") to control the functionality of the additive manufacturing stations, including the 3D printer 531 and / or the material feeding system 532, and the data processing, storage, and input / output functionality for the design of the airframe components to be created by the additive manufacturing system. For example, an end user can use the app to operate the computer device 534, communicate with the data processing system 150, access one or more libraries, and obtain and / or modify specifications and data associated with airframe sections and subsystems to be created for the mission adaptable aircraft 110 to be manufactured within the remote and portable mission adaptable aircraft manufacturing system 530.

[0090] In some embodiments, for example, the remotely and portably mission adaptable aircraft manufacturing system 530 can include a material processing system 535, which can include a chemical hood, a chemical storage unit, and, without limitation, one or more of chemical processing equipment including a vacuum pump, a compressor, a heat exchanger, a centrifuge, a mixer, a mixture, a stirrer, etc. In some implementations of the material processing system 535, the chemical storage unit can include a drying chamber, a refrigeration unit (e.g., a refrigerator and / or a freezer), a cryopreservation station, etc. In some embodiments, for example, the material processing system 535 can be configured to include an automated unpacking system and / or an automated cleaning and finishing system.

[0091] IX. End-User Customizable Sections

[0092] In some embodiments, the data processing system 150 can be configured to allow an end user or customer to pay for access rights such that the end user or customer can directly modify the library airframe sections or develop their own custom sections entirely on their own. For example, the base digital design and manufacturing files can be shared with the end user or customer along with the design guidelines and procedures, and the end user or customer can then potentially customize the aircraft sections. For example, after the end user or customer has completed the design work, digital files and data, including airframe section weights, balance, and measurements, can be shared with the developer to simulate changes to the aircraft's flight performance or to proceed through the guide on their own using the set of this application. Once the simulation is performed, the flight computer is delivered new instructions regarding how to control the aircraft based on the data made from the calculations using the user input data and the outputs of the various simulations. If for some reason the simulation is unable to make corrections to the flight control with a high confidence interval of flight success, the user and / or developer can be notified and then take further steps to make a safety update to the aircraft's flight computer.

[0093] FIG. 6 shows a schematic of an exemplary embodiment of an aircraft customization method according to the present technique 600 according to the present technique. The method 600 can include a process 610 for receiving an input (e.g., a request) in the data processing system 150 to obtain or access a library of data files associated with one or more aircraft. In some implementations of the process 610, the request is transmitted by the client computer device 130B of the additive manufacturing system 103, whereas in some implementations of the process 610, the request is transmitted by another computer device of the mission adaptable aircraft system 100 or a computer device external to the system 100.

[0094] Method 600 can include, in data processing system 150, a process 620 for processing a request and identifying a library of data files associated with one or more aircraft. In some implementations, process 620 includes searching a database of multiple libraries and / or data files to identify the requested library of data files. In some implementations of process 620, for example, the database being searched includes one or more databases 154. For example, data processing system 150 can search for and determine the requested library of data files based on keywords, indexes or reference values, and / or parameters associated with an aircraft, an airframe segment or component, and / or aircraft mission constraints.

[0095] Method 600 can include, by data processing system 150, a process 630 for providing a library of identified data files associated with one or more aircraft, such as a requesting computer. In some implementations of process 630, data processing system 150 can evaluate the data files and determine whether at least some of the identified library's data files are accessible to an entity that provides an input (e.g., a request) to obtain or access them, which can be based on entity authorization (security verification) and / or data file compatibility. When such accessibility (e.g., authorization and / or compatibility) requirements are met, data processing system 150 can transmit the library's accessible data files to the entity that provided the input to obtain or access them.

[0096] Method 600 can include, in data processing system 150, a process 640 for facilitating modification and / or addition to a library of data files by an entity that provided the input, i.e., an intermediate process for modifying and / or adding to the library, and the modification and / or addition of one or more data files of the library made by the entity creates a provisional or indeterminate library to be verified by data processing system 150 for technical feasibility. For example, the modification and / or addition of data of the library of data files or the data files can be implemented by a computer device of the entity (e.g., client computer device 130B or other system or non-system computer device), and data processing system 150 receives the data to be modified / added and creates a provisional or indeterminate library as appropriate. In various implementations, for example, the changes can include modified data associated with the weight, balance, performance, and / or dimensional measurements, materials, material properties, and / or other parameters of the airframe components.

[0097] Method 600 can include, in data processing system 150, a process 650 for simulating the performance of an aircraft and evaluating changes to the flight performance of the aircraft, associated with a provisional or indeterminate library. In some implementations of process 650, for example, process 650 can include receiving performance constraints for the simulation. In some implementations of method 600, processes 640 and 650 can be repeated based on the results of the simulated performance of the aircraft.

[0098] Method 600 can include, in data processing system 150, a process 660 for generating a library of data files based on the modification and / or addition of one or more data files in the library. In some embodiments, for example, the generated library of data files can include manufacturing protocols for considering design changes of one or more aircraft airframe components associated with the library. In some implementations, for example, process 660 can include transmitting the generated library of data files to an entity such as client computer device 130B of additive manufacturing system 103, which can be used to manufacture an aircraft associated with the generated library.

[0099] In some embodiments of method 600, for example, method 600 can include a process 670 for additive manufacturing (e.g., 3D printing) aircraft components, such as one or more airframes and / or sections and component fastening systems, based on the generated library of data files, such as part files obtained from the library and / or modifications / additions from process 660.

[0100] For example, in some implementations of the disclosed technology, method 600 can be used to create an exemplary embodiment of mission adaptable aircraft 110 that includes the following specifications described in Table 1. [Table 1]

[0101] X. Ease of Assembly / Disassembly / Reassembly

[0102] Task-adaptable aircraft assembly, disassembly, and reassembly protocols for different task sets are configured such that instructions are simple for non-technical users and are delivered to end users by a user software application (e.g., a field app on computer device 140), thereby enabling a number of potential end users and being intuitive based on the structural design of the airframe segments and sections and / or component fastening systems. When adding additional fuel tanks to the fuselage section, for example, the end user can be instructed to connect or “pipe” the fuel tanks together, thus forming a larger overall fuel capacity for the aircraft. When changing the location where systems of different weights are located, for example, the end user can be instructed to change the position of the wings, and, for example, the software application can instruct the user to move the wings to two forward positions for optimal performance.

[0103] In some implementations, for example, the mission adaptable aircraft system 100 enables an in-field software application on a computer device 140 to be updated, modified, and / or added and / or to initiate a simulation, such as by implementing an exemplary embodiment of method 600, by an end user using a library of data files associated with one or more aircraft 110. For example, when an end user recognizes or is instructed to modify the mission of a mission adaptable aircraft 110 for which the end user has the components therefor, the end user may desire to make the modification to the aircraft 110 (prior to assembly) and utilize the in-field software application to perform a simulation using new parameters associated with the mission, whereby the in-field application outputs a new assembly protocol involving the use of different airframe components and / or aircraft accessories for constructing the aircraft that is redesigned to achieve the objectives of the modified mission. For example, during use of the in-field software application, the end user may move one or more sections from a library of airframe sections regarding aircraft design and / or add different sections or sections into the design (associated data such as center of gravity (CG) (also called balance), weight, and measurements are used and updated against the input constraints of the new mission). Further, the location of the modified and / or added sections is imported into a flight computer (e.g., the electronics unit 113 of the aircraft 110 that is to be / being assembled) to update, for example, any flight programming.

[0104] In some embodiments of the mission adaptable aircraft 110, for example, the connectors of the segment and / or component, and / or section and / or component fastening system (e.g., the protrusion and / or slot / cavity wall) can include one or more sensors that can determine the spatial or relative position of the component to which they are attached (e.g., proximity sensing), which can assist in connecting components during assembly and / or verify the fastening of components during or after assembly. During assembly, for example, the end user can manually enter these positions of the components into a software application or utilize sensors (e.g., that can be configured within an array) that can detect the position of the section. For example, in some embodiments, one or more sensors can include an optical sensor, a radio frequency identification (RFID) chip and reader, which reads an encoded message, or other position sensing sensor devices (e.g., an accelerometer, gyroscope, magnetometer, inertial measurement unit (IMU), or others). When the end user moves a certain section, for example, the software application and / or flight computer may consider it necessary to move the position of other sections, such as wing sections or assemblies, correct the position of the center of pressure (CP), or replace an entire section such as a power source, stabilizer / control surface, tail section, or others. The software application may output instructions to the end user (e.g., on the computer device 140) to direct physical modifications to the assembly of the components of the aircraft 110.

[0105] XI. Applications and User Interfaces

[0106] In various implementations of the mission adaptable aircraft system 100, software applications and associated user interfaces on a user computer device (e.g., computer device 140 and / or client computer device 130B) enable an end user to easily access a digital representation of their aircraft and, for example, assist with assembly and configuration. Software applications on the end user computer and the backend databases and processing services of the data processing system 150 assist the user in modifying the configuration of the aircraft 110, assuming new sections, payloads, weights, balances, geometries, and their associated drag-related matters and other variables. The user interface can be operable from computers, tablets, and smartphones and can have graphical elements that make its use very simple for users lacking technical capabilities. The simple and intuitive user interface of the software applications of the present technology enables an operator to easily move, replace, and / or modify sections of the mission adaptable airframe on-site while being provided on-screen instructions regarding the extent to which those modifications can change flight dynamics and control or stability derivatives. In some implementations, the user interface of the software application is configured to provide beneficial visual instructions for assembly to the end user; for example, the approach detailed herein informs the user of the in-application workflow step by step.

[0107] In some implementations of the user interface, for example, the user opens a software application and clicks or taps on a part of the application that details their aircraft type and the set or library of available sections and components. The user may use a touchscreen interface to tap, drag, and drop components or sections, for example, out of or into an assembly. As the user does so, they are guided as to the extent to which those modifications change flight dynamics and the stability or control of the overall system. The user is then instructed as to the extent to which they need to modify elements such as wing placement, control surface sizing, power source output or thrust, and other variables, and adapt to changes in weight, fuselage length, added or reduced drag, power source type, or other aspects.

[0108] XII. Ability to Integrate Easily with Legacy and Other Technologies

[0109] Older systems can often be found in abundance in the United States or around the world. These older systems are often discarded or sent to other countries as wealthier countries advance their technology, while poorer countries may not necessarily have such authority. However, older components or systems are often still very effective in performing tasks that their successors likely complete in an improved manner. The ability to easily integrate, incorporate, or attach these alternative payloads into an advanced mission adaptable aircraft airframe enables customers to create relatively inexpensive solutions that would otherwise be impossible or too costly.

[0110] The ability to quickly modify sections enables developers to perform integrations with legacy systems in areas such as, for example, defense, military, and intelligence gathering, or commercial aviation (e.g., for cargo shipping or passenger travel). The open and mission-adaptable architecture extends to the ability to connect and integrate with a wide range of peripheral or auxiliary devices or systems. A customer may desire to use legacy inventory devices that other developers do not desire to integrate due to robustness and high development costs, but the mission-adaptable aircraft architecture envisioned here is flexibly adjusted to adapt to the technology. For example, a customer may have a legacy surveillance or camera system that they would not want to discard, or perhaps their other newer systems would be damaged or rendered inoperable. By using the ability to quickly produce and integrate components, a camera system can be integrated within hours and be ready to fly. The developer can work with the customer to quickly summarize the best way to integrate and connect the camera system using it through the printed circuit board assembly (PCBA) of the flight computer and a wide range of digital communication ports or buses such as the Peripheral Component Interconnect Express (PCIe) bus, Universal Serial Bus (USB), High-Definition Multimedia Interface (HDMI®), and many others.

[0111] XIII. Launch Method

[0112] A mission adaptable aircraft may take off or be launched using many different means. The disclosed technology enables the aircraft 110 to be launched or take off in a plurality of ways, under its own power or in the form of assistance by an external source or device. In some implementations, for example, where size and weight permit, the aircraft may be manually released into the air by an end user. In other cases, the aircraft can be launched using, among other types, a pneumatic, wound cable and motor, spring force, or electromagnetically powered catapult. In further cases, the aircraft may be launched using detonated explosives, rocket boosters, rocket boosters and sliding assemblies, or may be spun and released on a tether. The aircraft may also take off under its own power, using only its main propulsion power source or multiple "stages" such as an initial rocket booster stage, which may be detached or remain attached to the aircraft fuselage. The aircraft may be dropped or launched in the air from another fixed-wing, rotary-wing, or light aircraft. This may be launched from the air, sea, or land, allowing the user maximum flexibility in deployment.

[0113] XIV. Landing and / or Recovery Method

[0114] When an aircraft is deployed for a round-trip mission, it may need to be recovered. The disclosed technology enables multiple ways for the aircraft 110 to be recovered or to be instructed to land. In some embodiments, for example, the aircraft 110 includes a landing device to enable a controlled landing. For example, the landing device can be configured on the aircraft 110 and can be either fixed or deployable. For example, landing and / or recovery can be accomplished through means such as a hook located on the aircraft capturing a cord or cable deployed by a user, hook and cord or cable recovery, the aircraft flying into a large net, net recovery, the aircraft with buoyancy features landing in a body of water for recovery, water landing, the aircraft landing on a surface that can withstand the impact force and friction during landing without a landing device, fuselage landing, the aircraft deploying one or more parachutes from one or several of its sections, parachute recovery, and other recovery methods. This flexibility in landing and / or recovery for the mission-adaptable aircraft 110 also provides the end user with an ability that was previously unattainable to quickly respond to changing battlefield conditions.

[0115] XV. Method by Which the Aircraft Can Be Transported or Carried

[0116] In some embodiments, the mission-adaptable aircraft may, for example, in its disassembled form, be small enough to be carried by a human within a backpack or the like. In other cases, the aircraft may be too large and / or too heavy to be carried by a human and may have to be transported via other mechanical means. By being below a weight that is safe for one or several humans to lift, the aircraft can be easily transported and allows the user to move it to a favorable position before assembly, deployment, or launch.

[0117] XVI. Multi-Entry Air Inlet Configuration

[0118] In some aspects, an exemplary embodiment of the mission adaptable aircraft 110 can include a plurality of inlet ducts to direct airflow into various air-blowing power sources, such as engines, disposed within the aircraft. In some embodiments, the mission adaptable aircraft 110 includes at least three inlet ducts that serve as a single air-blowing engine for improved airflow and aerodynamics. In some embodiments, the mission adaptable aircraft 110 includes four inlet ducts that are equidistantly spaced along the fuselage segment and direct air into the engine. These designs are enabled by the implementation of additive manufacturing or 3D printing techniques such as those described herein and are efficiently achievable there through. In addition to directing airflow, the plurality of inlet duct structures can also be used to cool electronics or otherwise transfer fluids for useful purposes.

[0119] For example, an important requirement for an aircraft propulsion system is that the inlet duct conveys the airflow required to generate sufficient thrust for flight. Aircraft platforms operating within the Earth's atmosphere employ the ventilation of airflow to a propulsion means of some form to achieve the desired flight performance. With respect to aircraft with a propulsion system incorporated within the fuselage, a single duct or bifurcated duct configuration is typically the preferred design for efficient engine / fuselage integration, and most of these designs require, for example, that the intake portion of the duct face the incoming airflow perpendicular or substantially perpendicular thereto in order to obtain sufficient airflow.

[0120] However, challenges in inlet designs that can adapt to drag / drag reduction and / or various aircraft subsystems (e.g., installed around / outside thereof) have emerged with respect to smaller sized unmanned aircraft systems such as some of the exemplary mission adaptable aircraft disclosed herein, which has led to new and alternative aircraft intake designs as described below. The new air intake configurations according to the disclosed technology are adaptable to aircraft with a compact form factor and can reduce ram drag typically associated with the airflow entering into the inlet ducts. Multiple inlet duct configurations have only recently become manufacturable in size and scale for aerospace products due to additive manufacturing processes (such as those disclosed herein) for making them, such as binder jetting, digital light processing, laser powder bed fusion, selective laser sintering, selective laser melting, fused deposition modeling, injection, etc. In some implementations, for example, multiple inlet duct structure designs can also be cast / sand cast, multi-axis machined, or molded, but can be far more challenging.

[0121] In some embodiments, the mission adaptable aircraft 110 includes a turbine-powered aircraft with an exemplary embodiment of a plurality of inlet ducts having a plurality of inlets / intakes defined on a fuselage or tail assembly segment within four equally spaced quadrants, also referred to as a "quadruple inlet duct." In some embodiments of the quadruple inlet duct or other configurations of a plurality of inlet ducts, for example, all of the inlet / intake openings are in the same surface as the surface of the airframe segment (e.g., fuselage surface), but lips or scoops can also be (optionally) used to drive airflow into the plurality of inlets / intakes of the duct, and different drag penalties will be imparted depending on the size and extent of the lip / scoop. The plurality of inlets connecting to the plurality of intakes of the plurality of inlet ducts converge into one larger duct prior to reaching an engine (e.g., turbine engine compressor face) installed downstream of the entire duct system.

[0122] The quad inlet duct was determined through a difficult design and simulation process to achieve consistent pressure across the compressor face, thus improving engine performance. Many designs and intended flight envelopes / performance characteristics or variables can be evaluated, and custom lengths, sizes, cross-sectional shapes, lofts, or path curves, etc. can be created to attempt to achieve consistent pressure for optimal performance. For example, the design must consider the flight of the aircraft at various angles of attack, and the lower inlet will capture the airflow differently than the upper inlet, or when dealing with intake duct design constraints around other aircraft subsystems, the duct may need to be of different lengths, shapes, or sizes with different surface friction drag and / or pressure recovery properties. The inlets of the multiple inlet ducts must deliver air uniformly to the compressor inlet with as little turbulence and pressure variation as possible.

[0123] Another exemplary constraint of the quad intake design is that during forward flight, the intake does not capture ram drag, which directly affects the thrust output from the propulsion system. Ram drag is the loss of thrust in a turbofan or turbojet engine that occurs by increasing the speed of the air entering the engine. Ram drag is the difference between gross thrust and net thrust. Ram drag is created when free stream air is captured inside the aircraft. A jet engine takes in air into the aircraft, mixes the air with fuel, burns the fuel, then exhausts the combustion products to create thrust. Considering the basic thrust equation, there is a mass flow rate × inlet velocity term that is subtracted from the gross thrust, and this "negative thrust" term is the ram drag. Cooling inlets on the aircraft are also a source of ram drag.

[0124] The disclosed plurality of inlet / capture duct configurations are achievable (and producible) by advanced manufacturing methods and can further provide more options for aircraft designers. For example, there is a lower ram drag associated with the coplanar capture array, which is one of the key features of the quad-capture design shown here. Notably, the coplanar capture array proposes the required form factor for tube-launched aircraft without the need to articulate the stabilizer.

[0125] FIG. 7 shows a schematic view depicting an exemplary embodiment of a plurality of inlet ducts and an isometric view of an exemplary embodiment of a mission adaptable aircraft 710 labeled as 710. The mission adaptable aircraft 710 includes at least one fuselage section 701, at least one wing assembly 703, a nose cone section 707, and a tail assembly 704. The nose cone 707 can be configured in various geometric shapes and can include an imaging module (comprising one or more cameras that communicate with the electronics unit 113), a sensor module (comprising one or more sensors including, but not limited to, motion sensors, pressure sensors, temperature sensors, or other sensors that communicate with the electronics unit 113), and / or various other modules such as other modules or payloads to be carried by the aircraft 710. As shown in the embodiment of FIG. 7, the nose cone section 707 includes a camera mounting structure 708 (e.g., a gimbal) that mounts one or more cameras and / or one or more sensors in the lower region of the nose cone and enables a full 360° or at least 300° rotation in each of the three Cartesian planes. The at least one fuselage section 701 can be configured in various geometric shapes and can be used for various purposes such as stabilizing the aircraft 710 for flight and storing components of the electronics unit 113 and / or the power / propulsion unit 112, payloads, consumables, or other articles, and can include an at least partially hollow interior. The wing assembly 703 is designed among a plurality of extension modules to adjust the aspect ratio, loiter time, and range for the flight of the aircraft 710 and / or to carry various ranges of weights and / or volumes for various mission parameters.

[0126] As shown in the schematic of FIG. 7, at least one fuselage section 701 includes three fuselage sections, namely, a front fuselage section 701A, a central fuselage section 701B coupled to the front fuselage section 701A, and a rear fuselage section 701C coupled to the central fuselage section 701B. The nose cone section is coupled to the front fuselage section 701A, and the tail assembly is coupled to the rear fuselage section 701C. The wing assembly 703 is coupled to the central fuselage section 701B. The front fuselage section 701A and / or the rear fuselage section 701C includes additional sub-segments (as shown in FIG. 7 for the front fuselage section 701A) and can, for example, extend or shorten the length of the fuselage of the mission adaptable aircraft 710 based on mission parameters. The tail assembly 704 includes a tail segment housing 704A and a tail end component 704B coupled to the tail segment housing 704A, which is coupled to the rear fuselage section 701C. The tail assembly 704 includes a multi-inlet duct 705 configured within the tail segment housing 704A and guiding air intake into the tail segment housing 704A. For example, in some embodiments, the mission adaptable aircraft 710 is configured to have a power source (e.g., an engine) disposed within the tail segment housing 704A, and the tail end component 704B includes one or more outlets to allow exhaust to flow outward and provide thrust for the flight of the mission adaptable aircraft 710. In some embodiments, for example, the tail assembly 704 includes one or more tail fins 706 coupled to the tail segment housing 704A. For example, as depicted in the schematic of FIG. 7, the tail assembly 704 includes a vertical stabilizer for an exemplary vertical tail fin of one or more tail fins 706, which can control yaw, and in some embodiments, the vertical tail fin can include a rudder and / or one or more trim tabs for influencing yaw (left and right).Also, for example, as depicted in the schematic of FIG. 7, the tail assembly 704 includes two horizontal stabilizers for two exemplary horizontal tails of one or more fins 706, which can include elevators for affecting pitch (up and down) and / or one or more trim tabs. As shown in the schematic of FIG. 7, the wing assembly 703 includes three wing sections, namely, a right wing section 703B, a center wing section 703A coupled to the right wing section 703B, and a left wing section 703C coupled to the center wing section 703A. The center wing section 703A is coupled to the center fuselage section 701B. The left wing section 703C and the right wing section 703B each include additional sub-segments for the wing assembly (as shown in the embodiment of FIG. 7), and for example, based on mission parameters, can extend or shorten the wingspan of the mission adaptable aircraft 710. For example, as depicted in the schematic of FIG. 7, the wing assembly 703 can include one or more flaps (e.g., for affecting lift and drag during flight), one or more ailerons (e.g., for affecting roll), one or more spoilers (e.g., for affecting lift and drag), and / or one or more slats (e.g., for affecting lift).

[0127] FIGS. 8A and 8B show schematics illustrating a front view and a rear view, respectively, of an exemplary embodiment of the mission adaptable aircraft 710 shown in FIG. 7. As shown in FIG. 8A, the mission adaptable aircraft 710 includes one or more cameras 708C mounted to an exemplary camera mounting structure 708 (e.g., a gimbal) that can provide a visual view of the mission to the aircraft 710 (and the end user via data communication with the computer device 140) during flight. As shown in FIG. 8B, the mission adaptable aircraft 710 includes an exhaust outlet 704E that can push air from the engine, which is stably taken in through the multi-inlet duct 705, out into the tail segment housing 704A.

[0128] FIG. 9 shows a schematic view illustrating a side view of an exemplary embodiment of the mission adaptable aircraft 710 shown in FIG. 7.

[0129] FIGS. 10 and 11 show schematic views depicting partial exploded isometric views of the mission adaptable aircraft 700 depicting exemplary embodiments of the airframe sections and / or component fastening systems for the fuselage section 701 (FIG. 10) and the wing assembly 703 (FIG. 11), respectively. The various sections of the exemplary mission adaptable aircraft 710, including the nose cone section 707, the fuselage section 701, the section of the wing assembly 703, and the section of the tail assembly 704, can include the exemplary embodiments of the airframe sections and / or component fastening systems shown in FIGS. 10 and 11.

[0130] In the example shown in FIG. 10, the airframe section and / or component fastening system includes at least one protrusion 811 that is insertable and securable within a slot or cavity structure 812 on an adjacent segment of the aircraft 710. In some embodiments, the protrusion 811 is reversibly insertable and securable within the slot or cavity 812 and is configured to allow an end user to disassemble and / or reassemble the aircraft 710 as required. For example, the airframe section and / or component fastening system shown in FIG. 10 can be configured with screws, quarter-turn screws (e.g., also called turn-lock screws), or quick access screw fastening mechanisms, or other fastening mechanisms or components, including, but not limited to, bolts and nuts, screws and nut / press-in inserts, cam locking systems, clamps, spring locking systems, electromechanical locking systems, etc.

[0131] In some embodiments, for example, the protrusion 811 can include a rod, bar, screw, hook, or other protruding structure. As shown in FIG. 10, two exemplary protrusions 811 are configured to extend outwardly from the front body section 701A and / or the central body section 701B, and in contrast, the protrusion 811 is fixed to the inner surface of the airframe structure via a holder 817 that is attached to the body section on the inner surface of the frame of the body section. In some examples, the protrusion 811 can be attached to the outer surface of the frame of the body section, and the protrusion 811 can be located in the upper region, bottom region, side region, and / or any combination of the upper, bottom, side, or other regions of the airframe segment. In some embodiments, for example, the slot or cavity 812 includes a wall structure (not shown in FIG. 10) that at least partially wraps around it and forms an opening 814 that leads into the slot or cavity 812. In some embodiments, for example, the protrusion 811 includes one or more holes and / or one protrusion 813, and in contrast, the protrusion 811 is inserted and fixed into one or more corresponding holes and / or one or more protrusions in the corresponding slot or cavity structure 812 that align with the protrusion 811. In some examples, as shown in FIG. 10, one or more holes in the slot or cavity structure 812 can include through holes 702 that can align with one protrusion 813 of a plurality of holes and / or protrusions 811 when two airframe segments are joined together so as to be assembled.

[0132] In the embodiment shown in FIG. 11, the fuselage section and / or component fastening system includes at least one protrusion 811 extending from the center wing section 703A or the right wing section 703B that is insertable and securable within a slot or cavity structure 812 on a distal segment of a wing section of the wing assembly 703, such as an adjacent wing section of the aircraft 710, such as the right wing section 703B. In some embodiments, the protrusion 811 is reversibly insertable and securable within the slot or cavity 812 and is configured to allow an end user to disassemble and / or reassemble the wing assembly 703 of the aircraft 710 as required. For example, the fuselage section and / or component fastening system shown in FIG. 11 can be configured together using a spar (e.g., any cross-section including, but not limited to, circular, rectangular, trapezoidal, triangular, etc.), which creates a rail system for sliding various amounts of reconfigurable wing sections into position and then securing them with an exemplary fastening system including, but not limited to, bolts and nuts, screws and nuts / press-in inserts, cam locking systems, clamps, spring locking systems, electromechanical locking systems, etc.

[0133] As shown in FIG. 11, the exemplary two protrusions 811 extending from the right or center wing section 703B or 703A are configured with a rod geometry that extends for a majority of the length of the adjacent wing section into which they are inserted. Also, for example, the exemplary two protrusions 811 include at least one hole 813 configured to align with at least one hole 816 of a slot or cavity structure 812 of a distal segment of an adjacent wing section, such as the right wing section 703B. The schematic of FIG. 11 also depicts an opening 814 into which the protrusion 811 of the right or center wing section 703B or 703A can be inserted.

[0134] Figures 12A and 12B respectively illustrate an exemplary embodiment of a section and / or component fastening system for attaching a wing to a fuselage according to the present technology, depict an exemplary embodiment of a central fuselage section 701B and a central wing section 703A, and show a schematic view that illustrates a partially exploded front view and a partially exploded isometric view. The exemplary section and component fastening system includes at least one protrusion 901 that extends from the lower surface of the central wing section 703A and is inserted and fixed into a slot or cavity 902, for example, integrated into the wall structure of the central fuselage section 701B. In some embodiments, for example, the central wing section 703A includes a fixing base 1001 having a curvature that matches the outer surface curvature of the central fuselage section 701B, which can contact and join with the central fuselage section 701B (for example, to further support the fixation of the central wing section 703A and the central fuselage section 701B). The fixing base 1001 can enable at least one or a plurality of protrusions 901 to protrude from the central wing section 703A and be insertable into corresponding slots or cavities 902. In some embodiments, the slot or cavity 902 includes a plurality of holes and / or protrusions 912 and can join with corresponding holes and / or protrusions of the protrusion 901. The schematic views of Figures 12A and 12B show the protrusion 901 coupled to the central wing section 703A and the slot or cavity 902 on the central fuselage section 701B, but it should be understood that these features can also be arranged on corresponding opposing structures. For example, in some implementations, the section and / or component fastening system for attaching a wing to a fuselage can be assembled by quickly attaching a wing section with male engagement features (for example, protrusions 901) into a fuselage section with female engagement slots or grooves (for example, slots / cavities 902) using an exemplary fixing fastening system that includes, for example, but not limited to, bolts and nuts, screws and nuts / press-in inserts, cam locking systems, clamps, spring locking systems, electromechanical locking systems, etc., by sliding and then fixing in place.

[0135] Figures 13A and 13B illustrate an exemplary embodiment of a section and / or component fastening system for attaching a tail to a fuselage according to the present technology, depicting an exemplary embodiment of a rear fuselage section 701C and a tail segment housing 704A, showing a schematic view of a partial exploded isometric view. The exemplary section and component fastening system includes at least one protrusion 811 that extends from the rear fuselage section 701C and is inserted and secured within at least one corresponding slot or cavity 812 disposed on the tail segment housing 704A. For example, in some embodiments, at least one slot or cavity 812 can be integrated into the wall structure of an individual airframe section, such as the tail segment housing 704A, as shown, for example, in FIG. 13A. Also, for example, at least one protrusion 811 (shown as two protrusions 811 in FIGS. 13A-13B) extends outwardly from the rear fuselage section 701C and is configured to be inserted and secured within a corresponding slot or cavity 812 of the tail segment housing 704A. In the exemplary embodiment shown in FIG. 13A, at least one slot or cavity 812 includes a wall structure 818 that at least partially wraps around it and forms an opening 814 that leads into the slot or cavity 812. In some embodiments (as shown in FIG. 13B), for example, the protrusion 811 includes one or more holes and / or one protrusion 813 that aligns with one or more corresponding holes and / or one or more protrusions 816 within the corresponding slot or cavity structure 812 into which the protrusion 811 is inserted and secured. In some examples, as shown in FIG. 13B, one or more holes and / or one or more protrusions 816 of the slot or cavity structure 812 can include through holes 702 (shown in FIG. 7 and labeled as such in FIG. 13A). FIG. 13B also depicts an exemplary embodiment of a section and / or component fastening system with a protrusion 811 / slot cavity 812 configuration for attaching a tail end component 704B to the tail segment housing 704A.

[0136] In some embodiments of the multi-inlet duct 705, for example, there are at least three air intake passage structures that connect into the interior of the tail segment housing 704A and direct the airflow into the engine (or other power source) contained within the interior of the tail segment housing 704A. For example, in some embodiments, the multi-inlet duct 705 includes four equally structured, spaced-apart and aligned air intake passage structures, referred to as a quadruple inlet duct (discussed above and shown in the schematic diagrams of FIGS. 14A-14D).

[0137] FIGS. 14A-14D show schematic diagrams of exemplary embodiments of the multi-inlet duct 705 configured as a quadruple inlet duct according to the present technology. FIG. 14A shows an isometric view of an exemplary embodiment of the multi-inlet duct 705, FIG. 14B shows a top view of an exemplary embodiment of the multi-inlet duct 705 with respect to line 1499, FIG. 14C shows a cross-sectional view of an exemplary embodiment of the multi-inlet duct 705 along cross-section 14C (identified in FIG. 14A), and FIG. 14D shows a rear view of an exemplary embodiment of the multi-inlet duct 705.

[0138] As shown in FIG. 14C, the quadruple inlet duct 705 includes four air intake passage structures 1415, each having the same structural design and dimensions and being equally spaced along the frame of the tail segment housing 704A. Each air inlet of the quadruple inlet duct 705 joins a corresponding opening 1416 sized with respect to the dimensions of the tail segment housing 704A and includes one or both of the curved and / or angled surfaces of the air intake passage structure 1415 that drive air toward a location within the interior of the tail segment housing 704A where the engine is disposed. The quadruple inlet duct 705 is operable to reduce, if not substantially eliminate, the air intake that causes ram drag.

[0139] Examples

[0140] The following examples illustrate exemplary embodiments according to the present technology. The features of the following examples can be included within the exemplary embodiments of the present technology described above.

[0141] In some exemplary embodiments of the present technology (Example A1), a mission-adaptable aircraft in a tube and wing configuration, comprising various replaceable, operable, and interchangeable sections and components that are interconnected using a structurally stable connection and fastening system that can be field-modified by an end user, includes a main central body extending longitudinally, a wing with a lateral cross-sectional airfoil shape, and a stabilizer and control surface structure with a corresponding cross-sectional airfoil shape.

[0142] Example A2 includes the aircraft described in either Example A1 or any of Examples A1 - A19, wherein the main central body, wing, and control surfaces are manufactured as an interconnected assembly and / or the main central body, wing, and control surfaces are 3D printable.

[0143] Example A3 includes the aircraft described in either Example A1 or any of Examples A1 - A19, wherein the main central body comprises one section or consists of one section.

[0144] Example A4 includes the aircraft described in either Example A1 or any of Examples A1 - A19, wherein the main central body consists of a plurality of airframe elements that are fastened together.

[0145] Example A5 includes the aircraft described in either Example A1 or any of Examples A1 - A19, wherein the wing consists of one main section with aileron sections on the port and starboard sides of the centerline.

[0146] Example A6 includes the aircraft described in either Example A1 or any of Examples A1 - A19, wherein the wing consists of one main section with aileron and flap sections on the port and starboard sides of the centerline.

[0147] Example A7 includes an aircraft as described in Example A1 or any one of Examples A1 - A19, and the wing consists of a plurality of sections that are fastened together and include ailerons.

[0148] Example A8 includes an aircraft as described in Example A1 or any one of Examples A1 - A19, and the wing consists of a plurality of sections that are fastened together and include ailerons and flaps.

[0149] Example A9 includes an aircraft as described in Example A1 or any one of Examples A1 - A19, and the wing is attached to the main central body and is positioned on top of the main central body.

[0150] Example A10 includes an aircraft as described in Example A1 or any one of Examples A1 - A19, and the wing is split into halves and is fastened on both sides of the main central body between the top and bottom of the main central body.

[0151] Example A11 includes an aircraft as described in Example A1 or any one of Examples A1 - A19, and the wing is attached to the main central body and is positioned under the bottom of the main central body.

[0152] Example A12 includes an aircraft as described in Example A1, or any one of Examples A5 - A11, or any one of Examples A1 - A19, and the wing is telescopically extensible in the direction from the root chord to the tip chord at the wingtips on the port and starboard sides of each baseline.

[0153] Example A13 includes an aircraft as described in Example A1 or any one of Examples A1 - A19, and the horizontal and vertical stabilizers and their individual control surfaces are at the rear of the wing of the aircraft.

[0154] Example A14 includes an aircraft as described in Example A1 or any one of Examples A1 - A19, and the horizontal stabilizer and its individual control surfaces are split before and after the wing of the aircraft, and the vertical stabilizer and the individual control surfaces accompany the rear of the wing of the aircraft.

[0155] Example A15 includes an aircraft as described in Example A1 or any of Examples A1 - A19, and the vertical stabilizers and their individual control surfaces are found at either extreme of the wingtip chord of the wing.

[0156] Example A16 includes an aircraft as described in Example A1 or any of Examples A1 - A19, and a chemically resistant polymeric fuel tank or tanks are blow - molded into cavities within a section of the airframe.

[0157] Example A17 includes an aircraft as described in Example A1 or any of Examples A1 - A19, and when sub - assembly sections are connected and fastened together, a sensor array detects the position of the section and communicates this information to a computer.

[0158] Example A18 includes an aircraft as described in Example A1 or any of Examples A1 - A19, and data packages are shared with customers, enabling them to customize a base CAD set to their requirements.

[0159] Example A19 includes an aircraft as described in Example A1 or any of Examples A1 - A18, and replaceable, operable, and removable sections and components include signal transmitters with RFID, optical, or other wireless communication signals, and communicate alignment information regarding the assembly connection of the replaceable, operable, and removable sections and components according to a desired mission plan.

[0160] In some exemplary embodiments of the present technology (Example A20), a mission - adaptable aircraft includes a main central body extending along a longitudinal direction, a wing with a lateral cross - sectional airfoil shape connectable to the main central body, and one or more stabilizers and / or one or more control surface structures with corresponding cross - sectional airfoil shapes connectable to the main central body.

[0161] Example 21 includes an aircraft of Example A20, or any of Examples A20 - A22, or any of Examples A1 - A18, and the replaceable, operable, and removable sections and components include a signal transmitter with RFID, optical, or other wireless communication signals, and communicate alignment information regarding the assembly connection of the replaceable, operable, and removable sections and components according to a desired mission plan.

[0162] Example 22 includes an aircraft as described in Example A20, or any of Examples A20 - A21, or any of Examples A1 - A18, and has one or more features listed in any of Examples A2 - A18.

[0163] In some exemplary embodiments of the present technology (Example A23), a method for facilitating on-site assembly of a mission-adaptable aircraft is to provide a user interface via a software application on a mobile device, where the user interface includes a display screen presenting details of the aircraft type and a list of available sections and / or components associated with the aircraft type of the mission-adaptable aircraft, receive an input associated with a selection of at least some of the available sections and / or components to include within the assembly of the mission-adaptable aircraft from the user interface, generate one or more assembly protocols including instructions for assembling the mission-adaptable aircraft for the on-site assembly procedure, and generate a modification scheme in real time to cause a change in the instructions based on a determined change in one or more of the flight dynamics, flight stability, or flight control of the mission-adaptable aircraft for the on-site assembly procedure.

[0164] Example A24 includes the method described in Example A23 or any of Examples A23 - A27, where the user interface includes a touch screen interface and allows the input to include taps, drags, and / or drop-downs.

[0165] Example A25 includes the method described in either Example A23 or any of Examples A23 - A27, and the determined changes include one or more of environmental factors including temperature, pressure, or weather forecasts or measurements, mission factors including target location, launch location, orbital parameters, or altitude parameters, or temporal factors including assembly time window or mission time window.

[0166] Example A26 includes the method described in either Example A23 or any of Examples A23 - A27, and the instructions include information regarding the degree to which the user can modify elements including at least one of wing installation, control surface sizing, power source output or thrust, or other variables for adapting to changes in weight, fuselage length, added or reduced drag, and / or power source type.

[0167] Example A27 includes the method described in either Example A23 or any of Examples A23 - A26, and the mission - adaptable aircraft includes the mission - adaptable aircraft described in any of Examples A1 - A22.

[0168] In some exemplary embodiments of the present technology (Example B1), the mission - adaptable aircraft includes a fuselage assembly having one or more fuselage sections, a wing assembly reversibly attachable to the fuselage assembly and including at least one wing section, a nose cone assembly reversibly attachable to the fuselage assembly, a tail assembly reversibly attachable to the fuselage assembly, a propulsion unit at least partially contained within at least one of the tail assembly or the fuselage assembly and configured to drive the flight of the aircraft, and an electronic equipment unit comprising a wireless transceiver device.

[0169] Example B2 includes the aircraft described in any of Example B1 or Examples B1 - B33, and the mission adaptable aircraft is operable for assembly, disassembly, and / or modification according to the requirements of components, including at least one of a fuselage assembly, a wing assembly, a nose cone assembly, a tail assembly, a propulsion unit, or an electronic equipment unit.

[0170] Example B3 includes the aircraft described in any of Example B2 or Examples B1 - B33, and the assembly, disassembly, and / or modification according to the requirements includes on-site modification to one or more of the components at the location where the mission adaptable aircraft should take off.

[0171] Example B4 includes the aircraft described in any of Example B1 or Examples B1 - B33, and one or more fuselage sections of the fuselage assembly include a front fuselage section, a central fuselage section reversibly attachable to the front fuselage section, and a rear fuselage section reversibly attachable to the central fuselage section. The nose cone section is reversibly attachable to the front fuselage section, the tail assembly is reversibly attachable to the rear fuselage section, and the wing assembly is reversibly attachable to the central fuselage section.

[0172] Example B5 includes the aircraft described in any of Example B4 or Examples B1 - B33, and the tail assembly includes a tail segment housing and a tail end component reversibly attachable to the tail segment housing, and the tail segment housing is reversibly attachable to the rear fuselage section.

[0173] Example B6 includes the aircraft described in any of Example B5 or Examples B1 - B33, and the tail assembly includes an inlet assembly that guides air intake into the tail segment housing that includes at least a part of the propulsion unit.

[0174] Example B7 includes the aircraft described in Example B6 or any of Examples B1 - B33, and the inlet assembly is configured as a single inlet duct with a pipe that can be attached to an opening on the outer wall of the tail segment housing.

[0175] Example B8 includes the aircraft described in Example B6 or any of Examples B1 - B33, and the inlet assembly is configured as a plurality of inlet ducts with three or more air intake passage structures that are coupled to or integrated with the tail segment housing.

[0176] Example B9 includes the aircraft described in Example B8 or any of Examples B1 - B33, and the plurality of inlet ducts includes a quadruple inlet duct with four air intake passage structures, and each air intake passage structure is equally spaced from another one of the air intake passage structures along the frame or wall of the tail segment housing.

[0177] Example B10 includes the aircraft described in Example B9 or any of Examples B1 - B33, and each air intake passage structure of the quadruple inlet duct joins a corresponding opening sized with respect to at least one dimension of the tail segment housing and includes one or both of curved and / or angled surfaces that drive air into the interior of the tail segment housing.

[0178] Example B11 includes the aircraft described in Example B9 or any of Examples B1 - B33, and the quadruple inlet duct is operable to reduce air intake, causing ram drag, when the mission - adaptable aircraft is in flight.

[0179] Example B12 includes the aircraft described in Example B5 or any of Examples B1 - B33, and the tail assembly includes one or more tail fins that are reversibly attachable to the tail segment housing.

[0180] Example B13 includes an aircraft as described in Example B4 or any of Examples B1 - B33. The wing assembly includes at least one right wing section, a center wing section reversibly attachable to at least one right wing section, and at least one left wing section reversibly attachable to the center wing section. The center wing section is reversibly attachable to the center fuselage section.

[0181] Example B14 includes an aircraft as described in Example B1 or any of Examples B1 - B33. At least one of (i) the wing assembly, (ii) the tail assembly, or (iii) the nose cone assembly is reversibly attached to the fuselage assembly by an integrated fastening system, with one or more protruding structures extending from one or more fuselage sections and one or more slots or cavity structures disposed on at least a portion of at least one of (i) the wing assembly, (ii) the tail assembly, or (iii) the nose cone assembly corresponding to the one or more protruding structures. The one or more protruding structures are configured to be inserted and secured within the corresponding one or more slots or cavity structures.

[0182] Example B15 includes an aircraft as described in Example B1 or any of Examples B1 - B33. At least one of (i) the wing assembly, (ii) the tail assembly, or (iii) the nose cone assembly is reversibly attached to the fuselage assembly by an integrated fastening system, with one or more protruding structures extending from at least one of (i) the wing assembly, (ii) the tail assembly, or (iii) the nose cone assembly and one or more slots or cavity structures disposed on a portion of the fuselage assembly corresponding to the one or more protruding structures. The one or more protruding structures are configured to be inserted and secured within the corresponding one or more slots or cavity structures.

[0183] Example B16 includes the aircraft described in any of Examples B14 - B15 or any of Examples B1 - B33, and the protruding structure includes at least one of a rod, bar, screw, hook, or other geometrically protruding structure.

[0184] Example B17 includes the aircraft described in any of Examples B14 - B16 or any of Examples B1 - B33, and the integrated fastening system further includes a locking mechanism for fixing one or more protruding structures into one or more corresponding slots or cavity structures, and the locking mechanism includes at least one of a nut and bolt, press-in insert, cam locking system, bayonet mounting system, clamp, spring locking system, or electromechanical locking system.

[0185] Example B18 includes the aircraft described in any of Examples B14 - B17 or any of Examples B1 - B33, and the integrated fastening system is configured on the fuselage assembly and at least one of (i) the wing assembly, (ii) the tail assembly, or (iii) the nose cone assembly, and is located in the upper region, bottom region, side region, and / or any combination of the fuselage assembly and at least one of (i) the wing assembly, (ii) the tail assembly, or (iii) the nose cone assembly.

[0186] Example B19 includes the aircraft described in any of Examples B14 - B18 or any of Examples B1 - B33, and one or more slot or cavity structures include a wall structure that at least partially wraps around one or more slot or cavity structures and forms an opening that leads into it.

[0187] Example B20 includes an aircraft as described in any of Examples B14 - B19 or any of Examples B1 - B33, wherein one or more protrusion structures and / or one or both of one or more slot or cavity structures include one or more holes for aligning with one or more corresponding holes or one or more protrusions of the other of (i) one or more protrusion structures or (ii) one or more slot or cavity structures.

[0188] Example B21 includes an aircraft as described in any of Examples B14 - B19 or any of Examples B1 - B33, wherein one or more protrusion structures and / or one or both of one or more slot or cavity structures include one or more protrusions for aligning with one or more corresponding holes of the other of (i) one or more protrusion structures or (ii) one or more slot or cavity structures.

[0189] Example B22 includes an aircraft as described in any of Examples B14 - B21 or any of Examples B1 - B33, and the integrated fastening system includes one or more sensors that detect the absolute or relative position of at least one of the fuselage assembly, wing assembly, tail assembly, or nose cone assembly during the assembly and / or disassembly protocol.

[0190] Example B23 includes an aircraft as described in Example B1 or any of Examples B1 - B33, and at least one of the fuselage assembly, wing assembly, nose cone assembly, or tail assembly is 3D printable.

[0191] Example B24 includes the aircraft described in Example B1 or any of Examples B1 - B33, and at least one of the fuselage assembly, wing assembly, nose cone assembly, or tail assembly is a 3D - printed structure comprising one or more materials selected from PA - 12 (polyamide - 12), acrylonitrile - butadiene - styrene (ABS), polylactic acid (PLA), acrylonitrile - styrene - acrylate (ASA), polyethylene terephthalate (PET), polyethylene terephthalate glycol (PETG), polycarbonate (PC), polypropylene (PP), polyetheretherketone (PEEK), polyetheretherketoneketone (PEKK), ULTEM TM , nylon materials, thermoplastic polyurethane (TPU), or thermoplastic elastomer (TPE), synthetic materials, or one or more materials including combinations thereof.

[0192] Example B25 includes the aircraft described in Example B1 or any of Examples B1 - B33, and further comprises one or more imaging modules including one or more cameras that communicate with an electronic device unit, and / or one or more sensor modules including at least one of a motion sensor, a pressure sensor, a temperature sensor, or an optical sensor.

[0193] Example B26 includes the aircraft described in Example B1 or any of Examples B1 - B33, and further comprises one or more stabilizers and / or one or more control surface structures with corresponding cross - sectional airfoil shapes that are reversibly connectable to the fuselage.

[0194] Example B27 includes the aircraft described in Example B1 or any of Examples B1 - B33, and the propulsion unit includes at least one of at least one power source comprising (i) one or more batteries, (ii) one or more fuel cells, or (iii) a rocket, an electrically driven propeller, or a turbojet engine or a turbofan engine.

[0195] Example B28 includes the aircraft described in Example B1 or any of Examples B1 - B33, and the electronic equipment unit includes at least one of a location tracking unit or a data processing unit.

[0196] Example B29 includes the aircraft described in Example B1 or any of Examples B1 - B33, and the wing assembly includes a lateral cross - sectional airfoil shape.

[0197] Example B30 includes the aircraft described in Example B1 or any of Examples B1 - B33, and at least one wing section of the wing assembly includes a main section with aileron sections on the port and starboard sides of the centerline.

[0198] Example B31 includes the aircraft described in Example B1 or any of Examples B1 - B33, and the wing assembly includes a plurality of wing sections operable to expand and contract outwardly from the wing root chord to the wing tip chord in the port and starboard directions of each baseline.

[0199] Example B32 includes the aircraft described in Example B1 or any of Examples B1 - B33, and further includes one or more fuel tanks configured inside the airframe of a mission - adaptable aircraft, including at least one of a fuselage assembly, a wing assembly, a tail assembly, or a nose cone assembly.

[0200] Example B33 includes the aircraft described in Example B31 or any of Examples B1 - B32, and one or more fuel tanks are blown or rotational - molded inside the airframe.

[0201] In some exemplary embodiments of the present technology (Example B34), a mission adaptable aircraft system includes a data processing system that includes a mission adaptable aircraft as described in any of Examples B1 - B33 or any of Examples A1 - A22, one or more server computer devices, one or more databases, and / or one or more client computer devices that communicate data with each other, and is configured to store and / or process data files associated with a library of specifications and data corresponding to one or more airframe sections and / or subsystems of the mission adaptable aircraft.

[0202] In some exemplary embodiments of the present technology (Example B35), an airframe device for a mission adaptable aircraft is a quad - inlet duct that includes a body of a fuselage section or a tail section and four air intake passage structures, where each air intake passage structure is equally spaced from another of the air intake passage structures along a frame or wall of the body.

[0203] Example B36 includes the airframe device as described in Example B35 or any of Examples B35 - B37, and each air intake passage structure of the quad - inlet duct joins a corresponding opening sized with respect to at least one dimension of the body and includes one or both of curved and / or angled surfaces that drive air within the interior of the body of the fuselage section or the tail section.

[0204] Example B37 includes the airframe device as described in Example B36 or any of Examples B35 - B36, and the quad - inlet duct is operable to reduce air intake, which causes ram drag, when the mission adaptable aircraft employing the airframe device is in flight.

[0205] In some exemplary embodiments of the present technology (Example B38), a method for facilitating on-site assembly of a mission-adaptable aircraft is to provide a user interface via a software application on a mobile device associated with the user, the user interface including a display screen presenting details of the aircraft type and a list of available sections and / or components associated with the aircraft type of the mission-adaptable aircraft, receiving an input associated with a selection of at least some of the available sections and / or components to include in the assembly of the mission-adaptable aircraft from the user interface, generating one or more assembly protocols including instructions for assembling the mission-adaptable aircraft for the on-site assembly procedure, and generating a modification scheme for causing a change in the instructions based on a determined change in one or more of the flight dynamics, flight stability, or flight control of the mission-adaptable aircraft in real time during the on-site assembly procedure.

[0206] Example B39 includes the method described in either Example B38 or any of Examples B38 - B42, the user interface including a touch screen interface and enabling the input to include taps, drags, and / or drop-downs.

[0207] Example B40 includes the method described in either Example B38 or any of Examples B38 - B42, the determined change including one or more of environmental factors including temperature, pressure, or weather forecast or measurement, mission factors including target location, launch location, orbital parameters, or altitude parameters, or temporal factors including the time window for assembly or the time window for the mission.

[0208] Example B41 includes the method described in either Example B38 or Example B38 - B42, and the instructions include information regarding a method by which a user can modify an element including at least one of other parameter or parameters for adapting to changes in wing installation, control surface sizing, power source output or thrust, and / or weight, fuselage length, additional or reduced drag, and / or power source type.

[0209] Example B42 includes the method described in either Example B38 or Example B38 - B41, and the mission adaptable aircraft includes the mission adaptable aircraft described in either Example B1 - B33 or Example A1 - A22.

[0210] In some exemplary embodiments of the present technology (Example B43), a method for customizing a mission adaptable aircraft includes, in a data processing system, receiving an input for obtaining or accessing a library of data files associated with one or more mission adaptable aircraft, identifying, in the data processing system, a library of data files associated with one or more aircraft by processing the input, providing, by the data processing system, the identified library of data files associated with one or more aircraft to an entity associated with the received input, and facilitating, in the data processing system, a modification and / or addition to the library of data files based on data provided by the entity that provided the input, wherein facilitating a modification and / or addition to one or more data files of the library includes verifying the technical feasibility of a proposed change to an airframe component of the mission adaptable aircraft, simulating, in the data processing system, the performance of a mission adaptable aircraft having an airframe component in which the proposed change is incorporated to evaluate a proposed change to the flight performance of the mission adaptable aircraft, and generating, in the data processing system, a new or updated library of data files based on a modification and / or addition to one or more data files of the library of data files associated with one or more aircraft.

[0211] Example B44 includes the method described in either Example B43 or Example B43 - B51, and the claim is transmitted by a client computer device associated with an additive manufacturing system, or the claim is transmitted by a computer device that data communicates with an existing mission adaptable aircraft.

[0212] Example B45 includes the method described in either Example B43 or any of Examples B43 - B51, and processing the input includes searching a database of multiple libraries and / or data files and identifying the library of the requested data files.

[0213] Example B46 includes the method described in either Example B45 or any of Examples B43 - B51, and the search is performed based on one or more keywords, indexes or reference values, and / or one or more parameters associated with an aircraft, one or more airframe segments or components, and / or one or more aircraft mission constraints.

[0214] Example B47 includes the method described in either Example B43 or any of Examples B43 - B51, and facilitating includes creating a provisional or undetermined library.

[0215] Example B48 includes the method described in either Example B43 or any of Examples B43 - B51, and the proposed changes include at least one of the revised data associated with the weight, balance, performance, and / or dimensional measurements, materials, material properties, and / or other parameters of the airframe components of the mission adaptable aircraft.

[0216] Example B49 includes the method described in either Example B43 or any of Examples B43 - B51, and includes repeating facilitating and / or simulating based on the results of the simulated performance of a mission adaptable aircraft having airframe components incorporating at least the proposed changes.

[0217] Example B50 includes the method described in either Example B43 or any of Examples B43 - B51, and the generated library of data files includes manufacturing protocols and takes into account design changes to airframe components.

[0218] Example B51 includes the method described in either Example B43 or any of Examples B43 - B50, and further includes creating an additive manufacturing protocol and physically incorporating proposed changes to the airframe components therein.

[0219] Conclusion

[0220] The implementation of the subject matter and the functional operations described in this patent document can be implemented within various systems, within digital electronic circuits, or within computer software, firmware, or hardware, including the structures disclosed in this specification and their structural equivalents, or combinations of one or more of them. The implementation of the subject matter described herein can be implemented as one or more modules of a computer program product, i.e., a computer program encoded on a tangible and non-transitory computer-readable medium for execution by, or to control the operation of, a data processing apparatus. The computer-readable medium can be a machine-readable storage device, a machine-readable storage substrate, a memory device, a composition of matter affecting a machine-readable propagated signal, or a combination of one or more of them. The terms "data processing unit" or "data processing apparatus" include, by way of example, all apparatus, devices, and machines for processing data, including programmable processors, computers, or multiple processors or computers. The apparatus can include, in addition to hardware, code that creates an execution environment for the computer program, e.g., processor firmware, protocol stack, database management system, operating system, or a combination of one or more of them.

[0221] A computer program (also known as a program, software, software application, script, or code) can be written in any form of programming language, including compiled or interpreted languages, and can be deployed in any form, including as a stand-alone program or as a module, component, subroutine, or other unit suitable for use within a computing environment. A computer program does not necessarily correspond to a file in a file system. The program can be stored in part of a file that holds other programs or data (e.g., one or more scripts stored within a markup language document), in a single file dedicated to the program, or in multiple related files (e.g., files that store one or more modules, subprograms, or portions of code). A computer program can be deployed to be executed on one computer or located at one site, or be distributed across multiple sites and interconnected by a communication network and executed on multiple computers.

[0222] The processes and logical flows described herein can be implemented by one or more programmable processors executing one or more computer programs to operate on input data and generate output to perform functions. The processes and logical flows can also be implemented by special purpose logic circuits, such as an FPGA (Field Programmable Gate Array) or an ASIC (Application Specific Integrated Circuit), and the apparatus can also be implemented as such.

[0223] Processors suitable for the execution of a computer program include, by way of example, both general-purpose microprocessors and special-purpose microprocessors, as well as any one or more processors of any kind of digital computer. Generally, a processor will receive instructions and data from a read-only memory or a random access memory or both. Indispensable elements of a computer are a processor for executing instructions, and one or more memory devices for storing the instructions and data. Generally, a computer will also include, or be operatively coupled to, one or more mass storage devices for storing data from which it receives data, or to which it transfers data, or both, such as, magnetic, magneto-optical disks, or optical disks. However, a computer need not have such devices. Computer-readable media suitable for storing computer program instructions and data include, by way of example, all forms of non-volatile memory, media, and memory devices, including semiconductor memory devices, such as, EPROM, EEPROM, and flash memory devices. The processor and the memory can be supplemented by, or incorporated in, special-purpose logic circuitry.

[0224] This patent document contains many details, but these should be construed as descriptions of features that may be specific to particular embodiments of a particular invention rather than as limitations on the scope of any invention or what may be claimed. In this patent document, a feature described in the context of separate embodiments may also be implemented in combination in a single embodiment. Conversely, various features described in the context of a single embodiment may also be implemented separately in multiple embodiments or in any suitable sub-combination. Also, a feature may be described above as acting in a certain combination and may further be claimed as such, but one or more features from the claimed combination may in some cases be deleted from that combination, and the claimed combination may be directed to a sub-combination or a variation of a sub-combination.

[0225] Similarly, operations are depicted in the drawings in a particular order, but this should not be understood as requiring that the operations be performed in the particular order or sequential order shown for achieving the desired result, or that all of the illustrated operations be performed. Also, the separation of various system components in the embodiments described in this patent document should not be understood as requiring such separation in all embodiments.

[0226] Only some implementations and examples are described, and other implementations, extensions, and variations may be made based on what is described and illustrated in this patent document.

Claims

1. A mission-adaptable aircraft, A fuselage assembly comprising one or more fuselage sections, A wing assembly that can be reversibly attached to the fuselage assembly, wherein the wing assembly includes at least one wing section, A nose cone assembly that can be reversibly attached to the fuselage assembly, A tail assembly that can be reversibly attached to the fuselage assembly, A propulsion unit, the propulsion unit being at least partially contained within at least one of the tail assembly or the fuselage assembly and configured to drive the flight of the aircraft, Electronic equipment unit equipped with wireless transceiver device An aircraft equipped with [the following features].

2. The aircraft according to claim 1, wherein the mission-adaptive aircraft is operable for the assembly, disassembly, and / or modification of components including at least one of the fuselage assembly, the wing assembly, the nose cone assembly, the tail assembly, the propulsion unit, or the electronics unit, as required.

3. The aircraft according to claim 2, wherein the assembly, disassembly, and / or modification in response to the aforementioned requirements includes on-site modifications to one or more of the components at the location from which the mission-adaptable aircraft is to take off.

4. The aircraft according to claim 1, wherein the one or more fuselage sections of the fuselage assembly include a forward fuselage section, a central fuselage section reversibly attachable to the forward fuselage section, and a rear fuselage section reversibly attachable to the central fuselage section, the nose cone section being reversibly attachable to the forward fuselage section, the tail assembly being reversibly attachable to the rear fuselage section, and the wing assembly being reversibly attachable to the central fuselage section.

5. The aircraft according to claim 4, wherein the tail assembly includes a tail segment housing and a tail end component that is reversibly attachable to the tail segment housing, the tail segment housing being reversibly attachable to the rear fuselage section.

6. The aircraft according to claim 5, wherein the tail assembly includes an inlet assembly that directs air intake into the tail segment housing which includes at least a portion of the propulsion unit.

7. The aircraft according to claim 6, wherein the inlet assembly is configured as a single inlet duct comprising a pipe that can be attached to an opening on the outer wall of the tail segment housing.

8. The aircraft according to claim 6, wherein the inlet assembly is configured as a plurality of inlet ducts having three or more air intake passage structures coupled to or integrated with the tail segment housing.

9. The aircraft according to claim 8, wherein the plurality of inlet ducts include a quadruple inlet duct comprising four air intake passage structures, each air intake passage structure being equally spaced apart from another of the air intake passage structures along the frame or wall of the tail segment housing.

10. The aircraft according to claim 9, wherein each air intake passage structure of the quadruple inlet duct is joined to a corresponding opening sized to at least one dimension of the tail segment housing and includes one or both of curved and / or angled surfaces that drive air into the interior of the tail segment housing.

11. The aircraft according to claim 9, wherein the quadruple inlet duct is operable to reduce the air intake that causes ram drag when the mission-adaptive aircraft is in flight.

12. The aircraft according to claim 5, wherein the tail assembly includes one or more tail fins that can be reversibly attached to the tail segment housing.

13. The aircraft according to claim 4, wherein the wing assembly comprises at least one right wing section, a central wing section reversibly attachable to the at least one right wing section, and at least one left wing section reversibly attachable to the central wing section, the central wing section being reversibly attachable to the central fuselage section.

14. (i) at least one of the wing assembly, (ii) the tail assembly, or (iii) the nose cone assembly is reversibly attached to the fuselage assembly by an integrated fastening system. One or more protruding structures extending from one or more fuselage sections, (i) one or more slots or cavities located on a portion of the wing assembly, (ii) the tail assembly, or (iii) the nose cone assembly corresponding to one or more protruding structures Equipped with, The aircraft according to claim 1, wherein the one or more protruding structures are configured to be inserted into and secured within the corresponding one or more slots or cavities.

15. (i) at least one of the wing assembly, (ii) the tail assembly, or (iii) the nose cone assembly is reversibly attached to the fuselage assembly by an integrated fastening system. (i) one or more protruding structures extending from at least one of the wing assembly, (ii) the tail assembly, or (iii) the nose cone assembly, One or more slots or cavities are disposed on a part of the fuselage assembly corresponding to one or more of the aforementioned protruding structures. Equipped with, The aircraft according to claim 1, wherein the one or more protruding structures are configured to be inserted into and secured within the corresponding one or more slots or cavities.

16. The aircraft according to claim 14, wherein the protruding structure includes at least one of a rod, bar, screw, hook, or other geometrically protruding structure.

17. The aircraft according to claim 14, wherein the integrated fastening system further includes a locking mechanism for securing one or more protruding structures within one or more corresponding slots or cavities, the locking mechanism comprising at least one of a nut and bolt, a press insert, a cam locking system, a bayonet mounting system, a clamp, a spring locking system, or an electromechanical locking system.

18. The aircraft according to claim 14, wherein the integrated fastening system is configured on the fuselage assembly and at least one of (i) the wing assembly, (ii) the tail assembly, or (iii) the nose cone assembly, and is located in the upper region, in the bottom region, in the side region, and / or in any combination of the fuselage assembly and at least one of (i) the wing assembly, (ii) the tail assembly, or (iii) the nose cone assembly.

19. The aircraft according to claim 14, wherein the one or more slots or cavities include, at least partially, a wall structure that wraps around the one or more slots or cavities and forms an opening that leads into the interior of the one or more slots or cavities.

20. The aircraft according to claim 14, wherein (i) one or more protruding structures and (ii) one or both of the one or more slot or cavity structures include one or more holes for aligning with the corresponding one or more holes or one or more protrusions of the other of the one or more protruding structures or (ii) the one or more slot or cavity structures.

21. The aircraft according to claim 14, wherein (i) one or more of the one or more protruding structures and (ii) one or more of the one or more slot or cavity structures include one or more projections for aligning with one or more corresponding holes of the other of (i) the one or more protruding structures or (ii) the one or more slot or cavity structures.

22. The aircraft according to claim 14, wherein the integrated fastening system includes one or more sensors that detect the absolute or relative position of at least one of the fuselage assembly, the wing assembly, the tail assembly, or the nose cone assembly during an assembly and / or disassembly protocol.

23. The aircraft according to claim 1, wherein at least one of the fuselage assembly, the wing assembly, the nose cone assembly, or the tail assembly is 3D printable.

24. At least one of the fuselage assembly, the wing assembly, the nose cone assembly, or the tail assembly is made of PA-12 (polyamide-12), acrylonitrile butadiene styrene (ABS), polylactic acid (PLA), acrylonitrile styrene acrylate (ASA), polyethylene terephthalate (PET), polyethylene terephthalate glycol (PETG), polycarbonate (PC), polypropylene (PP), polyether ether ketone (PEEK), polyether ether ketone ketone (PEKK), and ULTEM. TM The aircraft according to claim 1, which is a 3D-printed structure comprising a material including one or more of the following: nylon material, thermoplastic polyurethane (TPU), thermoplastic elastomer (TPE), synthetic material, or a combination thereof.

25. An imaging module including one or more cameras that communicate with the aforementioned electronic equipment unit, or A sensor module including one or more sensors, including at least one of the following: motion sensor, pressure sensor, or temperature sensor, or optical sensor. The aircraft according to claim 1, further comprising one or more of the following.

26. The aircraft according to claim 1, further comprising one or more stabilizers and / or one or more control surface structures having corresponding airfoil cross-sectional shapes that are reversibly connectable to the fuselage.

27. The aircraft according to claim 1, wherein the propulsion unit includes (i) one or more batteries, (ii) one or more fuel cells, or (iii) at least one of one or more power sources comprising a rocket, an electrically driven propeller, or a turbojet engine or a turbofan engine.

28. The aircraft according to claim 1, wherein the electronic equipment unit includes at least one of a location tracking unit or a data processing unit.

29. The aircraft according to claim 1, wherein the wing assembly includes a lateral cross-sectional airfoil shape.

30. The aircraft according to claim 1, wherein the at least one wing section of the wing assembly comprises a main section with aileron sections on the port and starboard sides of the centerline.

31. The aircraft according to claim 1, wherein the wing assembly comprises a plurality of wing sections that are operable to extend and retract outward in the direction of the wingtip chord from the port and starboard wingtips of each baseline to the wing root chord.

32. The aircraft according to claim 1, further comprising one or more fuel tanks located inside the airframe of the mission-adaptive aircraft, which includes at least one of the fuselage assembly, the wing assembly, the tail assembly, or the nose cone assembly.

33. The aircraft according to claim 32, wherein one or more fuel tanks are blown or rotationally molded into the interior of the aircraft.

34. A mission-adaptable aircraft system, A mission-adaptable aircraft according to any one of claims 1 to 33, A data processing system comprising one or more server computer devices, one or more databases, and / or one or more client computer devices that communicate with each other, wherein the data processing system is configured to store and / or process data files associated with a library of specifications and data corresponding to one or more airframe sections and / or subsystems of the mission-adaptable aircraft. A mission-adaptable aircraft system equipped with the following features.

35. Aircraft devices for mission-adaptable aircraft, The main body of the fuselage section or tail section, A quadruple inlet duct having four air intake passage structures, each air intake passage structure being equally spaced apart from another air intake passage structure along the frame or wall of the main body and An aircraft device equipped with the following features.

36. The aircraft device according to claim 35, wherein each air intake passage structure of the quadruple inlet duct is joined to a corresponding opening sized to at least one dimension of the body and includes one or both of curved and / or angled surfaces that drive air inside the body of the fuselage section or the tail section.

37. The aircraft device according to claim 36, wherein the quadruple inlet duct is operable to reduce air intake that causes ram drag when the mission-adaptive aircraft employing the aircraft device is in flight.

38. A method for facilitating the field assembly of a mission-adaptable aircraft, the method being: Providing a user interface via a software application on a mobile device associated with a user, wherein the user interface includes a display screen that presents details of the aircraft type and a list of available sections and / or components associated with the aircraft type of the mission-adaptable aircraft, The user interface receives input associated with at least some selections of the available sections and / or components to be included in the assembly of the mission-adaptable aircraft, To generate one or more assembly protocols for on-site assembly procedures, including instructions for assembling the mission-adaptable aircraft, In real time, the field assembly procedure generates a modification scheme to cause a change in the instructions based on a determined change in one or more of the flight dynamics, flight stability, or flight control of the mission-adaptable aircraft. Methods that include...

39. The method according to claim 38, wherein the user interface includes a touchscreen interface, and the input includes tapping, dragging, and / or dropping down.

40. The method according to any one of claims 38 to 39, wherein the determined change includes one or more of the following: environmental factors including temperature, pressure, or weather forecast or measurement; mission factors including target location, launch location, orbital parameters, or altitude parameters; or temporal factors including assembly time window or mission time window.

41. The method according to any one of claims 38 to 39, wherein the instruction includes information on how a user can modify an element that includes at least one of other parameters or a set of parameters to adapt to wing installation, control surface sizing, power source output or thrust, and / or weight changes, fuselage length, added or reduced drag, and / or power source type.

42. The method according to any one of claims 38 to 39, wherein the mission-adaptable aircraft includes the mission-adaptable aircraft described in any one of claims 1 to 33.

43. A method for customizing a mission-adaptable aircraft, In a data processing system, the system retrieves a library of data files associated with one or more mission-adaptable aircraft, or receives input to access the library of said data files. The data processing system processes the input and identifies the library of data files associated with one or more aircraft, The data processing system provides the identified data file library associated with one or more aircraft to the entity associated with the received input, In the data processing system, facilitating the modification and / or addition of the library of data files based on the data provided by the entity that provided the input, wherein facilitating the modification and / or addition of one or more data files in the library includes verifying the technical feasibility of proposed changes to the airframe components of the mission-adaptable aircraft, The data processing system simulates the performance of the mission-adaptive aircraft having the airframe components that are incorporated to evaluate the proposed changes to the flight performance of the mission-adaptive aircraft, In the data processing system, a new or updated library of data files is generated based on the modifications and / or additions to one or more data files in the library of data files associated with one or more aircraft. Methods that include...

44. The method according to claim 43, wherein the request is transmitted by a client computer device associated with an additive manufacturing system, or the request is transmitted by a computer device that communicates data with an existing mission-adaptive aircraft.

45. The method according to claim 43, wherein processing the input includes searching a database of multiple libraries and / or data files and identifying the library of the requested data file.

46. The method according to claim 45, wherein the search is performed based on one or more keywords, indices or criteria values ​​and / or one or more parameters associated with an aircraft, one or more aircraft segments or components and / or one or more aircraft mission constraints.

47. The method according to claim 43, wherein the facilitating includes creating a provisional or undefined library.

48. The method according to claim 43, wherein the proposed modification includes at least one of the modified data associated with the weight, balance, performance, and / or dimensional measurements, material, material properties, and / or other parameters of the airframe components of the mission-adaptable aircraft.

49. The method of claim 43, comprising, at least, repeating the facilitating and / or simulating based on the results of simulated performance of the mission-adaptive aircraft having the airframe components incorporating the proposed modifications.

50. The method according to claim 43, wherein the generated library of the data files includes a manufacturing protocol and takes into account design changes to the aircraft components.

51. The method according to claim 43, further comprising creating an additive manufacturing protocol to physically incorporate the proposed modification into the aircraft component.

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