Switching between enabling and disabling the powered lift.

Abstract

A method for controlling a powered lift aircraft includes receiving an input from a pilot input device indicating either a powered lift enabled mode or a powered lift disabled mode, and controlling at least one powered lift element to operate the aircraft in the selected powered lift enabled mode or powered lift disabled mode based on the received input, wherein in the powered lift enabled mode, at least one powered lift element is controlled based on the aircraft's state, and in the powered lift disabled mode, at least one powered lift element is controlled to disable the powered lift.

Description

Technical Field

[0001] Cross - Reference to Related Applications This disclosure claims the priority and benefit of U.S. Non - Provisional Application No. 18 / 401,450, filed on December 30, 2023, titled "Powered Lift Enable and Disable Switch" (Attorney Docket No. 16163.0060 - 00000), which claims the priority and benefit of U.S. Provisional Application No. 63 / 500,706, filed on May 8, 2023, titled "Powered Lift Enable and Disable Switch" (Attorney Docket No. 16163.6014 - 00000). The entire contents of the above applications are incorporated herein by reference for all purposes.

[0002] This disclosure generally relates to controlling lift elements of a power - driven lift aircraft. More specifically, without limitation, this disclosure relates to switching between an active mode in which a lift element can be controlled to provide lift according to the state of the aircraft (e.g., airspeed, altitude, energy availability) and an inactive mode in which the lift element does not provide lift support.

Summary of the Invention

[0003] This disclosure generally relates to an aircraft flight control system for controlling a power - driven lift element. As used herein, a power - driven lift element can refer to one or more movable structural components of an aircraft that provide lift to the aircraft, such as rotors, prop - rotors, propellers, tilt - rotors, and tilt - wings.

[0004] One aspect of the present disclosure relates to a control system for a power-driven lift aircraft, comprising a pilot input device, at least one power-driven lift element configured to provide power-driven lift support to the aircraft, and a processor. The processor is configured to receive an input from the pilot input device indicating either a power-driven lift enabled mode or a power-driven lift disabled mode, and to control at least one power-driven lift element to operate the aircraft in the selected power-driven lift enabled mode or power-driven lift disabled mode based on the received input. When the aircraft is in the power-driven lift enabled mode, at least one processor is configured to control at least one power-driven lift element based on the state of the aircraft. When the aircraft is in the power-driven lift disabled mode, at least one processor is configured to control at least one power-driven lift element to disable the power-driven lift.

[0005] Another aspect of this disclosure relates to a method for controlling a powered lift aircraft, comprising: receiving an input from a pilot input device indicating one of either a powered lift enabled mode or a powered lift disabled mode; and, based on the received input, controlling at least one powered lift element to operate the aircraft in the selected one of the powered lift enabled mode or the powered lift disabled mode. In the powered lift enabled mode, at least one powered lift element is controlled based on the state of the aircraft. In the powered lift disabled mode, at least one powered lift element is controlled to disable the powered lift. [Brief explanation of the drawing]

[0006] [Figure 1A] An aircraft consistent with the embodiments of this disclosure is illustrated as an example. [Figure 1B] Another aircraft consistent with the embodiments of this disclosure will be illustrated. [Figure 2]An aircraft control system for controlling an aircraft lift element, consistent with embodiments of this disclosure, is illustrated. [Figure 3] A controller consistent with the embodiments of this disclosure is illustrated as an example. [Figure 4a] A flowchart illustrating the switching from enabled mode to disabled mode, consistent with the embodiments of this disclosure, is provided as an example. [Figure 4b] A table illustrating when a disabled mode may be permitted, consistent with the embodiments of this disclosure, is provided as an example. [Figure 5a] A flowchart illustrating a switch from enabled mode to disabled mode, consistent with the embodiments of this disclosure, is provided as an example. [Figure 5b] A table illustrating when a prompt to switch to disabled mode may be provided, consistent with embodiments of this disclosure, is provided. [Figure 6a] A flowchart illustrating the switching from disabled mode to enabled mode, consistent with the embodiments of this disclosure, is provided as an example. [Figure 6b] A table illustrating the possible valid modes, consistent with embodiments of this disclosure, is provided below. [Figure 7] Another aircraft control system for controlling an aircraft lift element, consistent with embodiments of the present disclosure, is illustrated. [Figure 8] Another controller consistent with the embodiments of this disclosure is illustrated. [Figure 9a] A flowchart illustrating a switch from the active mode to the intermediate mode, consistent with the embodiments of this disclosure, is provided as an example. [Figure 9b] A table illustrating when an intermediate mode may be permitted, consistent with embodiments of this disclosure, is provided as an example. [Figure 10a] A flowchart illustrating the switching from intermediate mode to disabled mode, consistent with the embodiments of this disclosure, is provided as an example. [Figure 10b] A table illustrating when a disabled mode may be permitted, consistent with the embodiments of this disclosure, is provided as an example. [Figure 11] A controller consistent with the embodiments of this disclosure is illustrated as an example. [Figure 12]A simulator system consistent with the embodiments of this disclosure is illustrated as an example. [Modes for carrying out the invention]

[0007] This disclosure deals with aircraft components including powered lift supports. In some embodiments, the aircraft may be a conventional take-off and landing (CTOL) aircraft. In some embodiments, the aircraft may be a short take-off and landing (STOL) aircraft. In some embodiments, the aircraft may be a vertical take-off and landing (VTOL) aircraft. In some embodiments, the aircraft may be capable of conventional, short, and vertical take-off and landing. In some embodiments, the aircraft may be an electric aircraft (e.g., eVTOL), while in other embodiments, the aircraft may be a gas-powered aircraft or a hybrid aircraft. In some embodiments, the powered lift element may be partially tiltable between a more horizontally oriented position (e.g., for generating forward thrust) and a more vertically oriented position (e.g., for generating vertical lift), while in other embodiments, the powered lift element may be fully tiltable between these positions. The aircraft may have any number and combination of rotors, prop rotors, propellers, tilt rotors, and tilt wings to provide a powered lift support. The aircraft may be an airplane, a rotorcraft, a drone, or any other flying device including a powered lift element. While this disclosure details an exemplary embodiment of an electric vertical takeoff and landing (eVTOL) aircraft, the disclosed powered lift control system may be included in any aircraft having a powered lift support.

[0008] The eVTOL aircraft of this disclosure may be intended for frequent (e.g., more than 50 flights per working day), short-duration flights (e.g., less than 100 miles per flight) over, into, and outside densely populated areas. The aircraft may be intended to carry 4 to 6 passengers or commuters who expect a low-noise and low-vibration experience. Therefore, their components may be configured and designed to withstand frequent use without wear, generate little heat and vibration, and the aircraft may include mechanisms to effectively control and manage the heat or vibration generated by the components. Furthermore, some of these aircraft may be intended to operate in close proximity to one another over congested metropolitan areas. Therefore, their components may be configured and designed to generate low levels of noise inside and outside the aircraft and to have various safety and backup mechanisms. For example, for safety reasons, it may be desirable that the aircraft be propelled by a distributed propulsion system to avoid the risk of a single point of failure and to be able to perform conventional takeoffs and landings on runways. Furthermore, it may be desirable for aircraft to be able to safely take off and land vertically from relatively limited spaces (e.g., vertiports, parking lots, or driveways) compared to conventional airport runways, while transporting approximately 4-6 passengers or commuters with luggage. These usage requirements may impose design constraints on the size, weight, and operational efficiency (e.g., drag, energy use) of the aircraft, which may affect the design and configuration of aircraft components.

[0009] The disclosed embodiments provide new and improved configurations of aircraft components not observed in conventional aircraft, and / or identified design criteria for components that differ from those of conventional aircraft. Such alternative configurations and design criteria, combined with addressing the shortcomings and challenges of conventional components, have resulted in the embodiments disclosed herein for various configurations and designs of eVTOL aircraft components.

[0010] In some embodiments, the eVTOL aircraft of this disclosure may be designed to be capable of both vertical and conventional takeoffs and landings, with a distributed electric propulsion system that enables vertical flight, forward flight, and transition. Thrust may be generated by supplying high-voltage power to electric engines of the distributed electric propulsion system, each capable of converting the high-voltage power into mechanical shaft power to rotate a propeller. Embodiments disclosed herein may involve optimizing the energy density of the electric propulsion system. Embodiments may include electric engines connected to an onboard power supply, which may include a device capable of storing energy such as a battery or capacitor, or one or more systems for utilizing or generating electricity such as a fuel-driven generator or a solar panel array. Some disclosed embodiments enable weight reduction and space saving of components in the aircraft, thereby improving the efficiency and performance of the aircraft. Focusing on safety in passenger transport, the disclosed embodiments implement new and improved safety protocols and system redundancy in the event of failure to minimize any single point of failure in the aircraft propulsion system. Some disclosed embodiments provide new and improved methods for meeting aviation and transport legislation and regulations.

[0011] In some embodiments, the aircraft may have 4, 6, 8, 10, 14, 18, 20, or any preferred number of electric engines. In some embodiments, the distributed electric propulsion system may include 12 electric engines that can be mounted on forward and aft booms of the aircraft's wings. The forward electric engines may be tiltable during flight between a horizontally oriented position (e.g., for generating forward thrust) and a vertically oriented position (e.g., for generating vertical lift). The forward electric engines may be clockwise or counterclockwise with respect to the direction of propeller rotation. The aft electric engines may be fixed in a vertically oriented position (e.g., for generating vertical lift). They may also be clockwise or counterclockwise with respect to the direction of propeller rotation. In some embodiments, the aircraft may have various combinations of forward and aft electric engines. For example, an aircraft may have any other combination of forward and rear engines, including six forward electric engines and six rear electric engines, four forward electric engines and four rear electric engines, or embodiments in which the number of forward and rear electric engines are not equal. In some embodiments, an aircraft may have four forward propellers and four rear propellers, at least four of which include tiltable propellers.

[0012] In a preferred embodiment, for vertical take-off and landing (VTOL) missions, the forward and rear electric engines may provide vertical thrust during take-off and landing. During the flight phase when the aircraft is in forward flight mode, the forward electric engine may provide horizontal thrust, while the rear electric engine's propeller may be retracted to a fixed position to minimize drag. The rear electric engine may be actively retracted with position monitoring. The transition from vertical to horizontal flight and vice versa may be achieved through a tilt propeller subsystem. The tilt propeller subsystem may change the direction of thrust between a predominantly vertical direction during vertical flight mode and a nearly horizontal direction during forward flight mode. A variable pitch mechanism may change the blade collective angle of the forward electric engine's propeller hub assembly for operation during the hover, transition, and cruising phases.

[0013] In some embodiments, in conventional take-off and landing (CTOL) missions, the forward electric engines may provide horizontal thrust for take-off, cruising, and landing of fixed-wing aircraft. In some embodiments, the rear electric engines may not be used to generate thrust during CTOL missions, and the rear propellers may be retracted into place.

[0014] In some embodiments, the electric engine may be housed in or connected to the boom of the aircraft and may include a motor, an inverter, and a gearbox. In some embodiments, the motor, inverter, and gearbox may be interfaced such that they share a central axis. In some embodiments, torque generated by the motor may be sent away from the propeller of the propulsion system to the gearbox. In some embodiments, the gearbox may provide gear reduction and then send torque back to the propeller through the main shaft and bearings located inside the motor. In some embodiments, the inverter may be mounted at the rear of the gearbox so that the main shaft does not move through the inverter when outputting torque to the propeller.

[0015] In some embodiments, the tilt propeller system may include a linear or rotary actuator for changing the orientation of the propulsion system during operation. In some embodiments, the pitch of the propulsion system may be changed as a function of the orientation of the propulsion system. In some embodiments, the rotary actuator may include a motor, an inverter, and a gearbox. In some embodiments, the gearbox may include various types of gears that interface to provide a gear reduction that enables the propulsion system to be oriented. In some embodiments, the tilt propeller system may include a redundant configuration where multiple motors, inverters, and gearboxes are present and interface using gears. In some embodiments, a configuration that utilizes multiple motors, gearboxes, and inverters may enable a failed portion of the redundant configuration to be driven by motors, inverters, and gearboxes in another portion of the configuration. In some embodiments, the gearbox configuration may also enable the tilt propeller system to maintain the orientation of the propulsion system with the aid of additional power provided by the system or without additional power.

[0016] In some embodiments, the electric propulsion systems described herein may generate thrust by supplying high voltage (HV) power to an electric engine, which converts the HV power into mechanical shaft power used to rotate a propeller. As noted above, the aircraft described herein may possess multiple electric engines with booms mounted in front of and behind the wings. The amount of thrust generated by each electric engine may be governed by torque commands from a flight control system (FCS) via a digital communication interface to each electric engine. Embodiments may include a forward electric engine, and the orientation or tilt of the forward electric engine may be changeable. Additional embodiments may include a forward engine that may be of a clockwise (CW) type or a counterclockwise (CCW) type. The forward electric engine propulsion subsystem may be composed of a multi-blade adjustable pitch propeller and a variable pitch subsystem.

[0017] In some embodiments, the aircraft may include a rear engine or a pusher that can be of a clockwise (CW) type or a counterclockwise (CCW) type. Additional embodiments may include a rear electric engine that utilizes a multi-blade fixed pitch propeller.

[0018] As described herein, the orientation and use of the electric propulsion system can vary throughout the operation of the aircraft. In some embodiments, during vertical takeoff and landing, the forward propulsion system, and the rear propulsion system can provide vertical thrust during takeoff and landing. During a flight phase where the aircraft is in a forward flight mode, the forward propulsion system can provide horizontal thrust, while the propeller of the rear propulsion system can be stowed in a fixed position to minimize drag. The rear electric propulsion system may be actively stowed with position monitoring. Some embodiments may include transitions from vertical flight to horizontal flight and vice versa. In some embodiments, the transition can be achieved through a tilt propeller system (TPS). The TPS changes the direction of thrust between a mainly vertical direction during vertical flight mode and a nearly horizontal direction during forward flight mode. Additional embodiments may include a variable pitch mechanism that can change the collective angle of the blades of the propeller hub assembly of the forward propulsion system for operation during hover phase, cruise phase, and transition phase. Some embodiments may include a conventional takeoff and landing (CTOL) configuration such that the tilter provides horizontal thrust for takeoff, cruise, and landing of fixed wing flight. The rear electric engine is not used to generate thrust during a CTOL mission and the rear propeller is stowed in a predetermined position.

[0019] Embodiments of the electric engine may include an electric motor with a stator housing, a wound stator assembly, a rotor, various bearings, and any additional components to assist in transmitting the speed and torque generated by the motor to the propeller.

[0020] Additional embodiments of the electric engine may include active protection features in the forward and rear electric engine, such as monitoring of internal temperatures throughout engine operation, including oil temperature, stator winding set, inverter bulk capacitor, power module, control panel power module, control panel control processor, control panel monitoring processor, internal hot spots, and various other locations throughout the engine. Embodiments may include over-temperature limits that take into account known fault temperatures and operating limits related to the autoignition temperature of the fluid. Some embodiments may include a high-voltage power system that may have fuses at the high-voltage battery terminals that can irreversibly and quickly disconnect the engine's electrical connections to mitigate overcurrent events. This overcurrent protection may be activated when the electric engine's current consumption is greater than the overcurrent operation. Thus, in some embodiments, fault conditions leading to overcurrent may only lead to transient overheating, arcing, or sparking faults.

[0021] As described above, powered lift aircraft, such as eVTOL aircraft, may include lift elements such as rotors, prop rotors, propellers, tilt rotors, and tilt wings that can provide lift to the aircraft. During vertical takeoff, these lift elements can be activated to provide the lift necessary for the aircraft to take off from the ground. After the aircraft's airspeed exceeds a speed threshold, the lift elements may be automatically switched to a powered lift deactivation state by power off, retraction, storage, and / or switching to a forward thrust position. The aircraft can then receive lift through its wings and other stationary lifting surfaces. When the aircraft's airspeed decreases and falls below a speed threshold, the lift elements may be automatically reactivated to provide lift for low-speed flight and / or enable vertical landing. The amount of lift element activation may be based on the aircraft's state (e.g., aircraft speed, altitude, etc.). Thus, these lift elements provide crucial controllability to powered lift aircraft, enabling low-speed travel and takeoff / landing over limited runway distances. These lift elements also compensate for any lack of lift on the wings and other lifting surfaces.

[0022] However, sometimes a pilot may want to land the aircraft without activating the power-driven lift element (i.e., in "wing flight"). For example, in some embodiments, the pilot may desire a faster landing, or a hoverpad may be unavailable, or they may recognize critical conditions for the lift element. In some embodiments, the pilot may recognize that a wing landing is necessary because the aircraft's total weight exceeds the weight that the power-driven lift element can support in a vertical or short landing. Reactivating the lift element during a wing landing may interfere with the aircraft's safe landing and / or result in unnecessary energy consumption. The disclosed aircraft control system provides the pilot with a switch to deactivate the lift element. As a result, after switching to deactivation mode, if the pilot lands in wing flight and the aircraft's airspeed decreases below a speed threshold (i.e., the threshold for activating the lift element), the lift element may remain inactive. Under deactivation conditions, the lift element may not interfere with a wing flight landing, and the energy required to power the lift element may be conserved.

[0023] Additionally, pilots may not be aware of whether it is safe to switch from powered lift enabled mode to powered lift disabled mode, or vice versa. The disclosed aircraft control system provides information about one or more flight conditions of the aircraft that would prohibit the switch and prompts the pilot to switch modes based on the detected flight conditions.

[0024] Herein, exemplary embodiments are given in detail. Examples of embodiments are illustrated in the accompanying drawings. The following description refers to the accompanying drawings, and unless otherwise noted, the same numbers in different drawings represent identical or similar elements. The implementations described in the following exemplary embodiments are not representative of all implementations consistent with the present disclosure. Rather, they are merely examples of apparatus and methods consistent with aspects relating to the subject matter described in the accompanying claims.

[0025] Figure 1A illustrates an aircraft 100 consistent with an embodiment of the present disclosure. Figure 1B illustrates another aircraft 100 consistent with an embodiment of the present disclosure. The aircraft 100 may include a fuselage 104, wings 102 mounted on the fuselage 104, and one or more rear stabilizers 106 mounted on the rear of the fuselage 104. The fuselage 104 may comprise the main body section of the aircraft and may hold crew, passengers, or cargo. The stabilizers 106 may provide longitudinal (pitch) stability and / or directional (yaw) stability. According to some embodiments, the rear stabilizers 106 may include control surfaces such as one or more rudders, one or more elevators, and / or one or more combined rudder-elevator configurations, the operation of which may help provide longitudinal (pitch) stability and / or directional (yaw) stability.

[0026] The wing 102 may have any preferred design. In some exemplary embodiments, the wing 102 may be an integrated wing that may include both a left wing 102 and a right wing 102. In other exemplary embodiments, the wing 102 may refer to a separate left wing 102 and / or a separate right wing 102. The boom 122 may be mounted below the wing 102, above the wing, and / or integrated into the wing profile. The boom 122 may help connect the rotor 112 and the prop rotor 114 to the wing 102 and / or the fuselage 104.

[0027] Multiple rotors 112 may be mounted on one or more wings 102 and configured to provide lift for vertical takeoff and landing. Multiple prop rotors 114 may be mounted on one or more wings 102 and may be tiltable between a lift configuration, as shown in Figure 1B, and a propulsion configuration, as shown in Figure 1A. In the lift configuration, the prop rotors 114 provide the lift necessary for vertical takeoff, landing, and hovering. In the propulsion configuration, the prop rotors 114 provide forward thrust to the aircraft. In some embodiments, the rotors 112 are configured to provide only lift, and all propulsion is provided by the prop rotors 114. When the rotors 112 are configured to provide only lift, the rotors 112 may be oriented in a fixed orientation relative to the fuselage 104.

[0028] In some exemplary embodiments, each rotor 112 may have two blades 120. In other exemplary embodiments, the rotor 112 may have three or more blades. In some exemplary embodiments, the prop rotor 114 may include more blades than the rotor 112. For example, as shown in Figures 1A and 1B, each rotor 112 may include two blades 120, and each prop rotor 114 may include five blades 116. According to various embodiments, the prop rotor 114 may have two to five blades. However, it is intended that the rotor 112 and / or prop rotor 114 may include any number of blades. The blades (120, 116) may have an airfoil cross-section or any other cross-section corresponding to the lift and thrust requirements of the aircraft 100.

[0029] In some embodiments, the aircraft 100 is an electric aircraft (VTOL or eVTOL), and the rotors 112 and / or prop rotors 114 include electric motors that drive blades (120, 116) and motor controllers for controlling the power supply to the motors. In some embodiments, a battery pack may supply power to the set of rotors 112 and / or prop rotors 114. In some embodiments, the battery pack may supply power to a single rotor 112 or prop rotor 114, or to a portion of a single rotor 112 or prop rotor 114. In some embodiments, each rotor 112 and / or prop rotor 114 may have its own associated battery pack. "Battery pack" can refer to any combination of electrically connected batteries (i.e., battery cells) and may include multiple batteries arranged in series, parallel, or a combination of series and parallel.

[0030] In some embodiments, the rotor 112 and / or prop rotor 114 may be powered by an internal combustion engine (e.g., an intermittent combustion engine or a reciprocating engine). In some embodiments, the rotor 112 and / or prop rotor 114 may be powered by a turbine (e.g., a continuous combustion engine or a continuously rotating engine). These various engines may be mounted on load-bearing pylons on the wing 102. Additionally or alternatively, engines may be mounted elsewhere in the aircraft, and high-voltage electrical wiring may supply power to the rotor 112 and / or prop rotor 114. In various embodiments, power generation in the aircraft 100 may include any combination of power generation units, including batteries, turbine engines, internal combustion engines, and / or any other type of device that generates power.

[0031] Figure 2 illustrates an aircraft control system 200 for controlling an aircraft lift element consistent with embodiments of the present disclosure. In some embodiments, the lift element may include a rotor 112 and / or a prop rotor 114, as shown in Figures 1A–1B. A switch 205 may enable the pilot to switch from a powered lift enabled mode to a powered lift disabled mode, and vice versa. In some embodiments, the switch 205 may be a physical switch, button, and / or lever. In some embodiments, the switch 205 may be a user interface element provided to the pilot on a display screen or control panel. In some embodiments, the switch 205 may be a processor capable of receiving manual selection and / or voice commands from the pilot requesting a mode switch. The switch 205 may include any means that enable the pilot to select a desired operating mode. The switch 205 may transmit a signal to the flight control computer 202 and associated controller 207 indicating the pilot's request to switch modes. In some embodiments, the signal may be transmitted directly from the switch 205 to the flight control computer 202. In other embodiments, one or more processors, microprocessors, and / or computers may receive input from switch 205 and provide a request signal to flight control computer 202.

[0032] The output device 206 may be any suitable device that provides output to the pilot, such as a display, light, touchscreen, haptic device, virtual / augmented reality display, or speaker, or may include such a suitable device. The output device 206 may receive signals from the flight control computer 202. In some embodiments, the output device 206 may directly receive signals from the flight control computer 202 indicating a notification to be presented. In other embodiments, signals may be received indirectly from the flight control computer 202 via one or more processors, microprocessors, and / or computers. In some embodiments, the switch 205 and / or the output device 206 may be located on the dashboard 201 of the pilot cockpit. In other embodiments, the switch 205 and / or the output device 206 may be located near the pilot, but separately from the dashboard.

[0033] Sensor 203 may provide information regarding the aircraft's condition. Sensor 203 may include a processor that can directly detect aircraft characteristics and / or receive information from other detection devices and determine aircraft characteristics based on the received information. Sensor 203 may collect and / or receive information regarding the aircraft's airspeed and / or acceleration, for example, via differential pressure gauges, dynamic pressure sensors, accelerometers, altimeters, and / or GPS devices. The aircraft's airspeed may be a calibrated airspeed, which is the indicated airspeed corrected for instrument and position errors. In the absence of wind, the calibrated airspeed may be the same as the ground speed. Sensor 203 may also collect and / or receive information regarding the aircraft's orientation along the tilt axis, rotation axis, and / or pitch axis, for example, via accelerometers, gyroscopes, and / or magnetometers. Sensor 203 may also receive control feedback from lift elements (e.g., actuators) and / or pilot control devices (e.g., control sticks). Sensor 203 may also collect and / or receive information regarding the aircraft's weight, for example, via strain gauges, load cells, and / or transducers. Sensor 203 may also collect and / or receive information regarding the attitude of the landing gear, for example, via limit switches, magnetic sensors, and / or any other proximity sensors.

[0034] Sensor 203 may also collect and / or receive information regarding the functional state of the lift element. For example, sensor 203 may include a battery level sensor, such as a voltmeter, current sensor, temperature sensor, or other device capable of detecting the battery state (e.g., charge state or energy state). Sensor 203 may also detect the tilt position of the blades and / or prop rotor, such as a pressure sensor that detects the angle of attack, and / or a Hall effect sensor. Sensor 203 may detect the rotational speed of the blades on the rotor, prop rotor, or tilt rotor, for example, via a Hall effect sensor, magnetic sensor, or other rotation sensor. Sensor 203 may detect the state of the electrical circuit to the lift element, for example, via a current sensor, voltage sensor, power meter, or other device capable of measuring one or more electrical characteristics.

[0035] A power-driven lift element actuator 204 may receive signals from a flight control computer 202 and control lift elements 208, such as rotors 112 and prop rotors 114. The power-driven lift element actuator 204 may include a computer, processor, and / or microprocessor that can receive signals and control the lift elements 208. In some embodiments, the power-driven lift element actuator 204 may control the speed of the blades of the lift elements 208, the power to the lift elements, and / or the tilt angle of the lift elements.

[0036] The flight control computer 202 may include one or more processors, input / output devices, and / or memory. The flight control computer 202 may also include a controller 207 which may include one or more processors and / or microprocessors. In some embodiments, the flight control computer 202 may be a single computer, while in other embodiments, the flight control computer 202 may include multiple computers communicating with each other. The flight control computer 202 may receive signals from the sensor 203 and pilot inputs from the dashboard 201 (e.g., signals from the switch 205). Based on this information, the flight control computer 202 and / or the controller 207 may provide signals to the output device 206 and the power-driven lift element actuator 204.

[0037] Figure 3 illustrates a controller 207 consistent with embodiments of the present disclosure. As described above, in some embodiments, the controller 207 may be included as part of the flight control computer 202. However, in other embodiments, the controller 207 may be located separately from the flight control computer 202. The controller 207 may switch between an active mode 301 and an inactive mode 302. In the active mode 301, the controller 207 and / or the flight control computer 202 may automatically switch between a powered lift active state 303 and a powered lift inactive state 304. In the powered lift active state 303, the flight control computer 202 may control the powered lift element actuator 204 by sending signals to the actuator 204 to enable the aircraft to fly in a powered lift configuration. For example, in the active state, the flight control computer 202 may decide to increase the rotational speed on the lift element 208 (for example, based on signals from the sensor 203). Additionally, in the active state, the flight control computer 202 may decide to change the tilt angle of the lift element 208 (for example, based on signals from sensor 203). For example, the flight control computer 202 may change the prop rotor 114 to a lift configuration, as shown in Figure 1B. In the powered lift inactive state 304, the flight control computer 202 may control the powered lift element actuator 208 to allow the aircraft to fly in a wing flight configuration. For example, in the inactive state 304, the flight control computer 202 may decide to slow down and / or stop the rotation of the blades on the lift element 208 (for example, based on signals from sensor 203). Additionally, in the inactive state 304, the flight control computer 202 may decide to change the tilt of the lift element 208 to a forward thrust configuration (for example, Figure 1A) and / or a retracted configuration (for example, based on signals from sensor 203).Additionally, in the inactive state 304, when the powered flight lift element 208 is in a stowed configuration and / or forward thrust configuration, the flight control computer 202 may be prevented from sending further signals to trigger the operation of the powered lift element actuator 204.

[0038] In the enabled mode 301, the controller 207 may automatically switch between an active state 303 and an inactive state 304 based on flight conditions, including the aircraft's airspeed. In the powered lift enabled mode 301, the aircraft may switch from the active state 303 to the inactive state 304 when the aircraft's airspeed exceeds a first speed threshold. In some embodiments, this first speed threshold may be 1.2 times the stall speed. In the powered lift enabled mode 301, the aircraft may automatically switch from the inactive state 304 to the active state 303 when the aircraft's airspeed decreases below a second threshold. In some embodiments, this second speed threshold may be 1.15 times the stall speed, while in other embodiments, the second speed threshold may be as low as the stall speed. In some embodiments, the first and second thresholds may be the same value, while in other embodiments, the first speed threshold (for switching from active to inactive) may be greater than the second speed threshold (for switching from inactive to active). The controller 207 may set stall speed and / or speed thresholds taking into account load multipliers based on measurements from the sensor 203. For example, the controller 207 (using the sensor 203) may detect that the aircraft is operating at a high vertical load multiplier (e.g., because the aircraft is at a high bank angle) and may increase the speed threshold that enables the inactive or disabled mode. Additionally, the controller 207 (using the sensor 203) may detect that the aircraft is operating at a low longitudinal load multiplier (e.g., because the aircraft is decelerating) and may increase the speed threshold that enables the inactive or disabled mode. Additionally, the controller 207 (using the sensor 203) may detect that the aircraft is operating at a high longitudinal load multiplier (e.g., because the aircraft is accelerating) and may decrease the speed threshold that enables the inactive or disabled mode. Therefore, the controller 207 can quickly predict the power-driven lift requirements and control the lift element 208 accordingly.

[0039] In some embodiments, switching to the active mode 301 may involve the controller 207 transmitting instructions in the form of signals, commands, and / or changes to data fields to enable the flight control computer 202 to operate the lift element in a manner that provides lift to the aircraft. In some embodiments, the operation of the lift element may be enabled by the operation of an electrical switching device (e.g., a transistor, relay, or contactor). For example, power may be connected to the motor of the lift element through the operation of an electrical switching device.

[0040] In inactive mode 302, the controller 207 may allow the aircraft to be controlled only in a powered lift inactive state 305. In some embodiments, in the powered lift inactive state 305, the flight control computer 202 may control the powered lift element actuator 204 to allow the aircraft to fly in a wing flight configuration. For example, in the inactive state 305, the flight control computer 202 may decide to slow down and / or stop the rotation of the rotor on the lift element 208 (based on signals from, for example, the sensor 203). Additionally, in the inactive state 305, the flight control computer 202 may decide to change the tilt of the lift element 208 to a forward thrust configuration (based on signals from, for example, the sensor 203), as shown in Figure 1A, in order to provide the aircraft with forward thrust. Additionally, in the inactive state 305, if the powered lift element is in a retracted configuration and / or forward thrust configuration, the flight control computer 202 may be prohibited from sending further signals (e.g., signals that would allow the powered lift element to operate in a lift configuration) to the powered lift element actuator 204. In other embodiments, in the inactive state 305, the powered lift element may already be retracted and / or in a forward thrust configuration, and the flight control computer 202 may be prohibited from sending further signals (e.g., signals that would allow the powered lift element to operate in a lift configuration) to the powered lift element actuator 204.

[0041] In some embodiments, switching to disabled mode 302 may involve the controller 207 sending a command, in the form of a signal, command, and / or a change in a data field, to prevent the flight control computer 202 from operating the lift element in a manner that provides lift to the aircraft. In some embodiments, operation of the lift element may be prevented by the operation of an electrical switching device (e.g., a transistor, relay, or contactor). For example, power to the motor of the lift element may be cut off through the operation of an electrical switching device.

[0042] Figure 4a illustrates a flowchart for switching from enabled mode 301 to disabled mode 302, consistent with embodiments of the present disclosure. In step 401, the controller 207 may receive a pilot request via switch 205 requesting the aircraft to switch from powered lift enabled mode 301 to disabled mode 302. In step 403, the controller 207 may collect flight sensor information from sensor 203. In some embodiments, the controller 207 may collect this information directly from sensor 203, while in other embodiments, the flight sensor information may be stored in memory and / or a database accessible by the controller 207. The information collected from flight sensor 203 may include any information necessary to determine whether the conditions for switching to disabled mode are met. In some embodiments, the information may be collected with respect to the aircraft's airspeed. In some embodiments, information may be collected regarding the position of the lift element 208 (e.g., whether the lift element is in a lift, forward thrust, and / or stowed configuration) and the status of the lift element 208 (e.g., whether the lift element is electrically connected, whether it is rotating as intended, etc.). In some embodiments, information may be collected regarding the attitude of the aircraft along various axes of the aircraft (pitch, roll, yaw) and the movement of the aircraft around those axes. In some embodiments, information may be collected regarding the altitude of the aircraft and whether the aircraft's wheels are deployed and / or in contact with the ground.

[0043] In step 405, based on this information, the controller 207 may determine whether the flight conditions for deactivation mode 302 are met and whether the aircraft can be transitioned to deactivation mode 302. Figure 4b illustrates a table of exemplary conditions under which switching to deactivation mode 302 may be permitted. In some embodiments, if it is determined that the aircraft is in flight based on the sensor information received in step 403, deactivation mode may be permitted only if the aircraft meets certain in-flight requirements or if the lift element encounters an emergency condition. In-flight requirements may include verifying that the aircraft's airspeed is above a third speed threshold. In some embodiments, the third speed threshold may be the same as the first speed threshold used in enabled mode 301 to switch to inactive state 304. In other embodiments, the third speed threshold may be in the range of 1.05 to 1.30 times the stall speed. In-flight requirements may include verifying that the flight lift element 208 is in the stowed position and / or forward thrust position. In some embodiments, this may include verifying that the tilt angle of the lift element 208 coincides with the stowed position and / or the forward thrust position. In other embodiments, this may include verifying that the tilt angle of the lift element 208 is within a set proximity to the stowed position and / or the forward thrust position of the lift element 208. For example, the angle of the lift element 208 may be determined to be within 10 degrees of the stowed orientation and / or the forward thrust orientation. In some embodiments, verifying the stowed position may include verifying that the rotor rotation has stopped and / or is nearly stopped.

[0044] In-flight requirements may include verifying that it is safe for the aircraft's attitude to transition to a disabled mode. In some embodiments, this may include verifying that the aircraft's orientation along its roll and pitch axes is such that it can maintain wing flight. In some embodiments, this may include verifying that the aircraft has not undergone any maneuvers that would endanger the maintenance of wing flight. For example, controller 207 may verify that the aircraft's attitude and / or dynamics are outside the normal flight envelope for the pitch, roll, or yaw axes for given flight conditions. Even if one or more of the in-flight requirements are not met, controller 207 may determine that the aircraft is on the ground or stationary during the taxiing phase of flight, and therefore a switch to disabled mode 302 may be permitted, thereby allowing the pilot to perform a wing flight takeoff. Additionally, even if one or more of the in-flight requirements are not met, a switch to disabled mode 302 may be permitted when the aircraft is experiencing a lift element emergency. In some embodiments, a lift element emergency may be detected when the lift elements are operating under conditions that could impair the controllability of the aircraft. In some embodiments, a lift element emergency may be detected by a failure of a set number of lift elements 208 on a specific side of the aircraft (e.g., a power failure and / or insufficient rotation) (e.g., two of the three lift elements on the left side of the aircraft are not rotating). In some embodiments, a lift element emergency may be detected based on abnormal aircraft movement. In some embodiments, even if the aircraft is experiencing a lift element emergency as described above, switching to disabled mode 302 may be prevented if the aircraft airspeed is below stall speed.

[0045] In step 406, if the flight conditions for disabled mode 302 are not met, a notification may be provided to the pilot (e.g., via output device 206) indicating that switching to disabled mode is not permitted. In some embodiments, the notification may include details stating which of one or more flight conditions is not met. For example, in some embodiments, output device 206 may be a display, and the notification may state or indicate that "speed threshold is not met" and / or "stowed position is not met" and / or "aircraft dynamics cannot support wing flight." The notification may provide further details regarding corrections that the pilot may make in order to be permitted to switch to disabled mode 302.

[0046] In step 407, if the conditions for disabled mode 302 are met, the controller 207 may provide the pilot with a notification indicating a switch to disabled mode 302. Furthermore, in some embodiments, the controller 207 may send a command, in the form of a signal, command, and / or a change in a data field, to prevent the flight control computer 202 from operating the lift element in a manner that provides lift to the aircraft. In some embodiments, this prohibition may be implemented by changing the circuit through the operation of a switch, transistor, etc. Thus, even if the aircraft airspeed decreases to below a second threshold speed (i.e., the speed in enabled mode 301 that activates the lift element 208), the flight control computer 202 may be prohibited from sending a lift signal to the lift element actuator 208. Thus, the aircraft's wing flight can continue without interference or intervention from the lift element 208.

[0047] Figure 5a illustrates a flowchart for prompting a switch from enabled mode 301 to disabled mode 302, consistent with embodiments of the present disclosure. In step 501, the controller 207 may monitor the in-flight conditions of the aircraft via the sensor 203. In some embodiments, the controller 207 may collect this information directly from the sensor 203, while in other embodiments, the flight sensor information may be stored in memory and / or a database accessible by the controller 207. The information collected from the flight sensor 203 may include any information necessary to determine whether the conditions for switching to disabled mode have been met. In some embodiments, the information may be collected with respect to the aircraft's airspeed. In some embodiments, the information may be collected with respect to the position of the lift element 208 (e.g., whether the lift element is in a lift, forward thrust, and / or stowed configuration) and the status of the lift element 208 (e.g., whether the lift element is electrically connected, rotating as intended, etc.). In some embodiments, information may be collected regarding the aircraft's dynamics along various axes (pitch, roll, yaw) and the aircraft's movement around those axes. In some embodiments, information may be collected regarding the battery level of a battery pack associated with one or more lift elements 208.

[0048] In step 503, based on this information, the controller may determine whether the flight conditions are met for providing the pilot with a notification prompting the deactivation mode. Figure 5b illustrates a table of exemplary conditions under which switching to deactivation mode 302 may be permitted. In-flight conditions may include whether the aircraft's airspeed is above a fourth speed threshold. In some embodiments, the fourth speed threshold may be the same as the first speed threshold (used in active mode 301 to switch to inactive state 304) and / or the third speed threshold (used to switch from active mode 301 to deactivation mode 302) described above. In other embodiments, the fourth speed threshold may be different from the first and third speed thresholds. As described above in relation to Figure 4a, in-flight requirements may further include verifying that the flight lift element 208 is in the stowed position and / or forward thrust position and that the aircraft's attitude is safe for transitioning to deactivation mode. The controller 207 may further verify whether the battery level of one or more battery packs associated with the lift element 208 is below a set threshold (e.g., threshold charge state or threshold energy state). Disable mode 302 may be triggered when the in-flight requirements are met (e.g., sufficient airspeed, lift element retracted, and safe attitude) and the battery level of one or more battery packs associated with the lift element 208 is below a set threshold. Alternatively, even if one or more of the in-flight requirements are not met, a trigger may still be provided if there is a lift element emergency leading to aircraft instability or impaired controllability, as described above with reference to Figure 4a, and the airspeed continues to exceed the stall speed.

[0049] In step 505, if the flight conditions that would prompt the deactivation mode are not met, the controller 206 may not provide notification to the pilot and may continue to monitor the aircraft's status based on the sensor 203. In step 507, if the flight conditions that would prompt the deactivation mode 302 are met, the controller 207 may provide notification to the pilot (e.g., via the output device 206) requesting the pilot to switch to deactivation mode 302. In some embodiments, the controller 207 may not switch to deactivation mode 302 unless the pilot operates the switch 205. In other embodiments, the controller 207 may switch to deactivation mode automatically and notify the pilot of the switch.

[0050] Figure 6a illustrates a flowchart for switching from disabled mode 302 to enabled mode 301, consistent with embodiments of the present disclosure. In step 601, the controller 207 may receive a pilot input via switch 205 requesting the aircraft to switch from powered lift disabled mode 302 to enabled mode 301. In step 603, the controller 207 may collect flight sensor information from sensor 203. In some embodiments, the controller 207 may collect this information directly from sensor 203, while in other embodiments, the flight sensor information may be stored in memory and / or a database accessible by the controller 207. The information collected from flight sensor 203 may include any information necessary to determine whether the conditions for switching to enabled mode 301 are met. In some embodiments, the information may include the position of the lift element 208 (e.g., whether the lift element is in lift, forward thrust, and / or stowed configuration) and the status of the lift element 208 (e.g., whether the lift element is electrically connected, rotating as intended, etc.). In some embodiments, information may be collected regarding the aircraft's attitude along various axes (pitch, roll, yaw) and the aircraft's movement around those axes. In some embodiments, information may be collected regarding the aircraft's altitude and whether the aircraft's wheels are deployed. In some embodiments, information may be collected regarding the battery levels of one or more battery packs associated with the lift element 208.

[0051] In step 605, based on this information, the controller 207 may determine whether the flight conditions for the effective mode 301 are met, and the aircraft may transition to effective mode 301. Figure 6b illustrates a table of exemplary conditions under which switching to effective mode 301 may be permitted. In some embodiments, effective mode 301 may be permitted if there is no lift element emergency (as described above in relation to Figure 4a) and the battery level of the lift element 208 is above a set threshold level (e.g., threshold charge state or threshold energy state). However, if the battery level is below the set threshold level, switching to the effective mode may be prohibited. Similarly, if the lift element encounters an emergency condition that could affect the stability of the aircraft, switching to the effective mode may be prohibited.

[0052] In step 607, if the flight conditions for the active mode 301 are not met, the controller 207 may provide the pilot with a notification (e.g., through the output device 206) indicating that switching to the active mode is prohibited. In some embodiments, the notification may include details stating which of the one or more flight conditions is not met. For example, in some embodiments, the output device 206 may be a display that states the notification is “the lift element battery level is below a set threshold” and / or “the lift element has encountered a failure.”

[0053] In step 609, if the flight conditions for the effective mode 301 are met, the controller 207 may provide the pilot with a notification indicating a switch to the effective mode 301. Furthermore, in some embodiments, the controller 207 may transmit a command, in the form of a signal, command, and / or a change in a data field, to allow the flight control computer 202 to operate the lift element in a manner that provides lift to the aircraft. In some embodiments, the operation of the lift element may be enabled by the operation of an electrical switching device (e.g., a transistor, relay, or contactor). For example, power may be connected to the motor of the lift element through the operation of an electrical switching device.

[0054] Figure 7 illustrates another aircraft control system 700 for controlling an aircraft lift element, consistent with embodiments of the present disclosure. As shown, the control system 700 includes many of the elements of the control system 200 shown in Figure 2. The control system 700 further includes a switch 701 that enables the pilot to switch between a powered lift enabled mode, a powered lift intermediate mode, and a powered lift disabled mode. In some embodiments, the switch 701 may enable direct switching between each mode. In some embodiments, the switch 701 may be a physical switch, button, and / or lever. In some embodiments, the switch 701 may be a user interface element provided to the pilot on a display screen or control panel. In some embodiments, the switch 701 may be a processor capable of receiving manual selection and / or voice commands from the pilot requesting a mode switch. The switch 701 may include any means that enables the pilot to select a desired operating mode. The switch 701 may transmit a signal to the flight control computer 202 and associated controller 703 indicating the pilot's request to switch modes. In some embodiments, the signal may be transmitted directly from the switch 701 to the flight control computer 202. In other embodiments, one or more processors, microprocessors, and / or computers may receive input from the switch 701 and provide a signal indicating a request to the flight control computer 202.

[0055] The control system 700 may further include an interceptor switch 702. The pilot may use the interceptor switch 702 to provide the aircraft's configured airspeed to the controller 703 and / or the flight control computer 202. In some embodiments, the controller 703 and / or the flight control computer 202 may control the lift element 208 based on the configured airspeed, instead of the airspeed measured by the sensor 203. For example, when the aircraft is on the ground, the pilot may maintain a constant configured airspeed to prevent the power-driven lift element 208 from being activated during a conventional takeoff or landing run. When the aircraft is in the air, the pilot may set a desired configured airspeed in power-driven lift intermediate mode, as described below with reference to Figures 8-10. For example, the pilot may set the configured airspeed in anticipation of a short landing. In some embodiments, the interceptor switch 702 may be a physical switch, button, and / or lever. In some embodiments, the inceptor switch 702 may be a user interface element provided to the pilot on a display screen or control panel. In some embodiments, the inceptor switch 702 may be a processor capable of receiving manual selection and / or voice commands from the pilot requesting a configured airspeed. The inceptor switch 702 may include any means to enable the pilot to select a configured airspeed. The inceptor switch 702 may transmit a signal indicating the configured airspeed set by the pilot to the flight control computer 202 and associated controllers 703. In some embodiments, the signal may be transmitted directly from the inceptor switch 702 to the flight control computer 202. In other embodiments, one or more processors, microprocessors, and / or computers may receive input from the inceptor switch 702 and provide a signal indicating a request to the flight control computer 202. In some embodiments, the inceptor switch may, instead of setting an airspeed, set an amount of power-driven lift that may be provided.For example, the inceptor switch may indicate the angle of the power-driven lift element, the rotational speed of the power-driven lift element, and / or the power provided by the power-driven lift element.

[0056] Figure 8 illustrates a controller 703 consistent with embodiments of the present disclosure. As described above, in some embodiments, the controller 703 may be included as part of the flight control computer 202. However, in other embodiments, the controller 703 may be located separately from the flight control computer 202. As shown, the controller 703 includes many of the elements of the controller 207 in Figure 3. The controller 703 enables switching between enabled mode 301 and disabled mode 302. The controller 703 further enables switching to intermediate mode 801.

[0057] In intermediate mode 801, the controller 703 may automatically switch between active state 802 and inactive state 803 based on flight conditions, including the aircraft's airspeed. In intermediate mode 801, inactive state 803 may be the same as inactive state 304 described above with reference to Figure 3. In some embodiments, active state 802 may be the same as active state 303 described above with reference to Figure 3. However, in other embodiments, active state 802 may differ from active state 303 by allowing only partial operation of the lift element 208. Active state 802 may only allow a potential amount of power-driven lift for the aircraft to be provided. For example, in some embodiments, the power-driven lift element may be limited to a set angle (e.g., 35 degrees, 50 degrees, 60 degrees, etc.) measured from a forward thrust configuration (e.g., Figure 1a) to a lift configuration (e.g., Figure 1b). In some embodiments, the rotational speed or power provided by the power-driven lift element 208 may be similarly limited.

[0058] In the powered lift intermediate mode 801, the aircraft may switch from an active state 802 to an inactive state 803 when the aircraft's airspeed exceeds a first speed threshold. In the powered lift intermediate mode 801, the aircraft may automatically switch from an inactive state 803 to an active state 802 when the aircraft's airspeed decreases and falls below a second speed threshold. In some embodiments, the first and second thresholds may be the same as the first and second speed thresholds of the active mode 301 described above with reference to Figure 3, while in other embodiments, the first and second thresholds may be different. The controller 703 may set the speed thresholds taking into account a load multiplier based on measurements from the sensor 203, as described above.

[0059] Furthermore, in some embodiments, in the powered lift intermediate mode 801, the airspeed may be a configured airspeed set by the pilot via an interceptor switch 702. For example, the pilot may decide to perform a short landing and set the configured airspeed to a value less than a second threshold for the intermediate mode. The controller 703 can then switch the aircraft from an inactive state 803 to an active state 802. Thus, in the powered lift intermediate mode 801, the flight control computer 202 may control the powered lift element actuator 204 by sending a signal to the actuator 204 to enable the aircraft to fly in a powered lift configuration, based on the configured airspeed. However, if the lift element 208 is determined to be oriented to a configuration corresponding to the configured airspeed (e.g., 35 degrees, 50 degrees, 60 degrees, etc.), the flight control computer 202 will be prevented from moving the lift element 208 further toward the lift configuration.

[0060] Furthermore, in some embodiments, in the powered lift intermediate mode 801, the pilot may set the amount of powered lift that can be provided. For example, the pilot may use an interceptor switch to set the angle of the powered lift element, the rotational speed of the powered lift element, and / or the power provided by the powered lift element. Thus, in the powered lift intermediate mode 801, the flight control computer 202 may control the powered lift element actuator 204 by sending a signal to the actuator 204 to enable the aircraft to fly in the powered lift configuration based on the set amount of powered lift. However, once it is determined that the lift element 208 is at the set amount of powered lift, the flight control computer 202 will be prevented from moving the lift element 208 further toward the lift configuration.

[0061] In some embodiments, the amount of configured airspeed or powered lift set by the pilot in the intermediate mode may determine the maximum amount of lift support provided by the powered lift element. When the aircraft airspeed exceeds a first speed threshold in the intermediate mode, the aircraft may transition to an inactive state 803. For example, the pilot may decide to perform a short takeoff and set the configured airspeed to a value less than a second threshold in the intermediate mode, or set the amount of powered lift support otherwise. The controller 703 may then switch the aircraft from the inactive state 803 to the active state 802. As described above, the flight control computer 202 may control the powered lift element actuator 204 by sending a signal to the actuator 204 to enable the aircraft to fly in a powered lift configuration based on the set amount of configured airspeed or powered lift. As the aircraft speed increases and exceeds the first threshold in the intermediate mode, the aircraft transitions from the active state 802 to the inactive state 803, and powered lift is no longer provided.

[0062] Figure 9a illustrates a flowchart for switching from active mode 301 to intermediate mode 801, consistent with embodiments of the present disclosure. In step 901, the controller 703 may receive a request via switch 701 to switch the aircraft from power-driven lift active mode 301 to intermediate mode 801. In step 903, the controller 703 may collect flight sensor information from sensor 203. In some embodiments, the controller 703 may collect this information directly from sensor 203, while in other embodiments, the flight sensor information may be stored in memory and / or a database accessible by the controller 703. The information collected from flight sensor 203 may include any information necessary to determine whether the conditions for switching to intermediate mode are met. In some embodiments, the information may be collected with respect to the aircraft's airspeed. In some embodiments, information may be collected regarding the position of the lift element 208 (e.g., whether the lift element is in a lift, forward thrust, and / or stowed configuration) and the status of the lift element 208 (e.g., whether the lift element is electrically connected, whether it is rotating as intended, etc.). In some embodiments, information may be collected regarding the attitude of the aircraft along various axes of the aircraft (pitch, roll, yaw) and the movement of the aircraft around those axes. In some embodiments, information may be collected regarding the altitude of the aircraft and whether the aircraft's wheels are deployed and / or in contact with the ground.

[0063] In step 905, based on this information, the controller 703 may determine whether the flight conditions for intermediate mode 801 are met and whether the aircraft can be transitioned to intermediate mode 801. Figure 9b illustrates a table of exemplary conditions under which switching to intermediate mode 801 may be permitted. In some embodiments, if it is determined that the aircraft is in flight based on the sensor information received in step 903, intermediate mode 801 may be permitted only if the aircraft meets certain in-flight requirements. In-flight requirements may include verifying that the aircraft's airspeed is above a third speed threshold. In some embodiments, the third speed threshold may be the same as the first speed threshold used in intermediate mode 801 to switch to the inactive state 803. In other embodiments, the third speed threshold may be 1.05 times the stall speed. In-flight requirements may include verifying that the flight lift element 208 is at least in an intermediate position. In some embodiments, the intermediate position may be at least 60 degrees from the stowed position and / or forward thrust position shown in Figure 1a. In-flight requirements may include verifying that it is safe for the aircraft's attitude to transition to an intermediate mode. In some embodiments, this may include verifying that the aircraft's orientation along its roll and pitch axes is such that it can maintain partial-wing flight. In some embodiments, this may include verifying that the aircraft has not undergone any maneuvers that would make it dangerous to maintain partial-wing flight. For example, controller 207 may verify that the aircraft's attitude and / or dynamics are outside the normal flight envelope for the pitch, roll, or yaw axes for given flight conditions. Even if one or more of the in-flight requirements are not met, controller 703 may determine that the aircraft is on the ground or stationary during the taxiing phase of flight, and therefore a switch to intermediate mode 801 may be permitted, thereby allowing the pilot to perform a powered lift short takeoff.

[0064] In step 906, if the flight conditions for intermediate mode 801 are not met, a notification may be provided to the pilot (e.g., via output device 206) indicating that switching to intermediate mode 801 is not permitted. In some embodiments, the notification may include details stating which of one or more flight conditions is not met. For example, in some embodiments, output device 206 may be a display, and the notification may state, "The speed threshold is not met," and / or "The intermediate power-driven lift element position is not met," and / or "The aircraft dynamics are unable to support the intermediate power-driven lift." The notification may provide further details regarding corrections that the pilot may make in order to be permitted to switch to intermediate mode 801.

[0065] In step 907, if the conditions for intermediate mode 801 are met, the controller 703 may provide the pilot with a notification indicating a switch to intermediate mode 801. In some embodiments, the pilot may be provided with a notification indicating that there is an option to set the configured airspeed at the interceptor switch 702. Furthermore, in some embodiments, the controller 703 may send a command, in the form of a signal, command, and / or a change in a data field, to prevent the flight control computer 202 from operating the lift element beyond the intermediate mode attitude. For example, the controller 207 may prevent the flight control computer 202 from moving the lift element 208 to a lift position greater than 60 degrees from the forward thrust configuration. Furthermore, the controller 703 may command the flight control computer 202 to accept the pilot's configured airspeed from the interceptor switch 702 and control the lift element 208.

[0066] Figure 10a illustrates a flowchart for switching from intermediate mode 801 to disabled mode 302, consistent with embodiments of the present disclosure. In step 1001, the controller 703 may receive a pilot request via switch 701 requesting the aircraft to switch from intermediate power-driven lift mode 801 to disabled mode 302. In step 1003, the controller 703 may collect flight sensor information from sensor 203. In some embodiments, the controller 703 may collect this information directly from sensor 203, while in other embodiments, the flight sensor information may be stored in memory and / or a database accessible by the controller 703. The information collected from flight sensor 203 may include any information necessary to determine whether the conditions for switching to disabled mode are met. In some embodiments, the information may be collected with respect to the aircraft's airspeed. In some embodiments, information may be collected regarding the position of the lift element 208 (e.g., whether the lift element is in a lift, forward thrust, and / or stowed configuration) and the status of the lift element 208 (e.g., whether the lift element is electrically connected, whether it is rotating as intended, etc.). In some embodiments, information may be collected regarding the attitude of the aircraft along various axes of the aircraft (pitch, roll, yaw) and the movement of the aircraft around those axes. In some embodiments, information may be collected regarding the altitude of the aircraft and whether the aircraft's wheels are deployed and / or in contact with the ground.

[0067] In step 1005, based on this information, the controller 703 may determine whether the flight conditions for deactivation mode 302 are met and whether the aircraft can be transitioned to deactivation mode 302. Figure 10b illustrates a table of exemplary conditions under which switching to deactivation mode 302 may be permitted. In some embodiments, if it is determined that the aircraft is in flight based on the sensor information received in step 1003, deactivation mode may be permitted only if the aircraft meets certain in-flight requirements or if the lift element has encountered an emergency condition. In-flight requirements may include verifying that the aircraft's airspeed is above a third speed threshold. In some embodiments, the third speed threshold may be the same as the first speed threshold used in intermediate mode 801 to switch to the inactive state 802. In other embodiments, the third speed threshold may be 1.05 times the stall speed. In-flight requirements may include verifying that the flight lift element 208 is in the stowed position and / or forward thrust position. In some embodiments, this may include verifying that the tilt angle of the lift element 208 coincides with the stowed position and / or the forward thrust position. In other embodiments, this may include verifying that the tilt angle of the lift element 208 is within a set proximity to the stowed position and / or the forward thrust position of the lift element 208. For example, the angle of the lift element 208 may be determined to be within 10 degrees of the stowed orientation and / or the forward thrust orientation. In some embodiments, verifying the stowed position may include verifying that the rotor rotation has stopped and / or is nearly stopped.

[0068] In-flight requirements may include verifying that the aircraft's attitude can safely transition to disabled mode 302. In some embodiments, this may include verifying that the aircraft's orientation along its roll and pitch axes is such that it can maintain wing flight. In some embodiments, this may include verifying that the aircraft has not undergone any maneuvers that would endanger the maintenance of wing flight. For example, controller 703 may verify that the aircraft's attitude and / or dynamics are outside the normal flight envelope for the pitch, roll, or yaw axes for given flight conditions. Even if one or more of the in-flight requirements are not met, controller 703 may determine that the aircraft is on the ground or stationary during the taxiing phase of flight, and therefore a switch to disabled mode 302 may be permitted, thereby allowing the pilot to perform a wing flight takeoff. Additionally, even if one or more of the in-flight requirements are not met, a switch to disabled mode 302 may be permitted when the aircraft is experiencing a lift element emergency. In some embodiments, a lift element emergency may be detected when the lift elements are operating under conditions that could impair the controllability of the aircraft. In some embodiments, a lift element emergency may be detected by a failure of a set number of lift elements 208 on a specific side of the aircraft (e.g., a power failure and / or insufficient rotation) (e.g., two of the three lift elements on the left side of the aircraft are not rotating). In some embodiments, a lift element emergency may be detected based on abnormal aircraft movement. In some embodiments, even if the aircraft is experiencing a lift element emergency as described above, switching to disabled mode 302 may be prevented if the aircraft airspeed is below stall speed.

[0069] In step 1006, if the flight conditions for disabled mode 302 are not met, a notification may be provided to the pilot (e.g., via output device 206) indicating that switching to disabled mode is not permitted. In some embodiments, the notification may include details stating which of one or more flight conditions is not met. For example, in some embodiments, output device 206 may be a display, and the notification may state, "speed threshold not met," and / or "stowed position not met," and / or "aircraft dynamics cannot support wing flight." The notification may provide further details regarding corrections that the pilot may make in order to be permitted to switch to disabled mode 302.

[0070] In step 1007, if the conditions for disabled mode 302 are met, the controller 703 may provide the pilot with a notification indicating a switch to disabled mode 302. Furthermore, in some embodiments, the controller 703 may send a command, in the form of a signal, command, and / or a change in a data field, to prevent the flight control computer 202 from operating the lift element in a manner that provides lift to the aircraft. In some embodiments, this prohibition may be implemented by changing the circuit through the operation of a switch, transistor, etc. Thus, even if the aircraft airspeed decreases to below a second threshold speed (i.e., the airspeed in intermediate mode 801 that activates the lift element 208), the flight control computer 202 may be prohibited from sending a lift signal to the lift element actuator 208. Thus, the aircraft's wing flight can continue without interference or intervention from the lift element 208.

[0071] Figure 11 illustrates a controller 1101 consistent with embodiments of the present disclosure. As described above, in some embodiments, the controller 1101 may be included as part of the flight control computer 202. However, in other embodiments, the controller 1101 may be located separately from the flight control computer 202. The controller 1101, as described above with reference to Figure 8, can switch between an active mode 301 and an intermediate mode 801. In some embodiments, in intermediate mode 801, the pilot may use an interceptor switch 702 to set the amount of configured airspeed and / or powered lift provided by the aircraft. In other embodiments, intermediate mode 801 may have stored amounts of configured airspeed and / or powered lift provided by the aircraft.

[0072] In some embodiments, the controller 1101 may be installed on an aircraft that receives insufficient lift through its wings and other stationary lifting surfaces. Therefore, this aircraft cannot fly in disabled mode without powered lift support. However, this aircraft may be capable of performing short takeoffs and landings. The pilot may want to limit the amount of powered lift support during these phases of flight, or during other phases of flight. By switching to an intermediate mode, the pilot can limit the operation of the powered lift element 208 and avoid undesirable interference by the powered lift element.

[0073] Furthermore, as described above with reference to Figure 9a, the controller 1101 may determine whether this transition is permissible based on a variety of requirements. In-flight requirements may include verifying that an airspeed threshold is satisfied. In some embodiments, the airspeed threshold may be the same as the third speed threshold described with reference to Figure 9a, while in other embodiments, the airspeed threshold may be different. The airspeed threshold may be defined to accommodate the aircraft's geometric constraints and / or runway configuration (e.g., runway length). In-flight requirements may further include verifying that the flight lift element 208 is at least in an intermediate position and that the aircraft's orientation allows for a transition to the intermediate mode. Even if one or more of the in-flight requirements are not satisfied, the controller 1101 may determine that the aircraft is on the ground or stationary during the taxiing phase of flight, and therefore a switch to the intermediate mode 801 may be permitted, thereby allowing the pilot to perform a powered short takeoff.

[0074] The exemplary embodiments described above use an aircraft airspeed threshold to determine when to switch between states and modes, but the present invention is not limited thereto. For example, in some embodiments, a dynamic pressure threshold may be used to determine when to switch between states and modes. In one embodiment, a dynamic pressure threshold may be used to determine when to switch from an active state to an inactive state of power-driven lift. The pressure threshold may be set to a threshold at which the aircraft generates sufficient lift from its wings or other static lifting surfaces and no longer requires power-driven lift. Furthermore, throughout this disclosure, “satisfy” and “fulfill” are used interchangeably.

[0075] Figure 12 illustrates a simulator system consistent with embodiments of the present disclosure. Device 1200 may include a computer, processor, and / or microprocessor, and may further include memory for storing one or more flight simulator programs. One or more flight simulator programs may store instructions for simulating flight conditions on display 1204 based on user input (e.g., via a user input device). Flight conditions may include simulated speed, acceleration, climb, descent, and / or attitude (roll, pitch, yaw). In some embodiments, flight conditions may be simulated by the movement of display screen objects (e.g., landscape, building, etc.) relative to the displayed aircraft and / or pilot cockpit. In some embodiments, one or more flight simulator programs may store instructions for simulating flight conditions by controlling the movement and / or vibration of the user's chair and / or user input device.

[0076] In some embodiments, user input may include runway conditions, weather conditions, wind conditions, altitude, aircraft type, aircraft characteristics, and / or simulated emergencies. In some embodiments, user input devices may include inceptors, throttles, thumb inceptors, switches, and / or buttons. These input devices may be located as part of device 1200 or communicate with device 1200 via wired or wireless communication. In some embodiments, input switch 1202 may allow the user to select a desired operating mode. For example, switch 1202 may enable mode selection as described with reference to switch 205 in Figures 2-6(a), and / or mode selection as described with reference to switch 701 in Figures 7-11. Input switches may be any type described in the embodiments above (e.g., buttons, switches, levers, graphic user interfaces, display screens, or voice input devices). Furthermore, device 1204 or another output device may provide any of the notifications described in the embodiments above. In some embodiments, the notification is provided on a separate output device which may be any of the types described in the embodiments above (e.g., a display, light, touchscreen, haptic device, virtual / augmented reality display, or speaker).

[0077] As described above with reference to Figures 2 to 11, the aircraft's powered lift can be controlled and notifications can be provided based on the selected operating mode and flight conditions. In the simulator system shown in Figure 12, device 1200 can store any information related to making the decisions described above with reference to Figures 2 to 11. For example, device 1200 can store information regarding simulated airspeed, simulated aircraft orientation and / or attitude, simulated position of the powered lift element (e.g., stored or tilt degree), simulated operation of the powered lift element (e.g., providing thrust), simulated battery conditions (e.g., charge state or energy state), simulated faults, and / or simulated emergencies. Based on this stored information and input reception on switch 1202, device 1200 can perform any process described herein, simulate control of the powered lift element, and provide notifications to the user. For example, in some embodiments, device 1200 may simulate control of a power-driven lift element on display 1204 by indicating a changed orientation of the power-driven lift element and / or by simulating flight conditions corresponding to the orientation of the power-driven lift element (e.g., adjusting simulated ascent, simulated descent, simulated aircraft orientation, etc.). For example, in some embodiments, device 1200 may provide notifications on display 1204 and / or different displays that communicate with device 1200.

[0078] The foregoing explanation is provided for illustrative purposes only. It is not exhaustive and does not limit this disclosure to the detailed form or embodiments disclosed. Modifications and adaptations of this disclosure will be apparent to those skilled in the art from consideration of the specification and the implementation of the disclosed embodiments.

[0079] Clause Embodiments may be further described using the following clauses.

[0080] Clause Set A: 1. A control system for a power-driven lift aircraft, wherein the system is A control system comprising: a pilot input device; at least one powered lift element configured to provide powered lift support to the aircraft; and at least one processor configured to receive an input from the pilot input device indicating one of a powered lift enabled mode or a powered lift disabled mode, and to control the at least one powered lift element to operate the aircraft in the selected one of the powered lift enabled mode or the powered lift disabled mode based on the received input, wherein in the powered lift enabled mode, the at least one processor is configured to control the at least one powered lift element based on the state of the aircraft, and in the powered lift disabled mode, the at least one processor is configured to control the at least one powered lift element to disable the powered lift. 2. The control system according to Clause A1, wherein the at least one power-driven lift element includes a rotor or a prop rotor. 3. The control system described in Clause A1 or A2, wherein the pilot input device includes at least one of a button, switch, lever, graphic user interface, display screen, or voice input device. 4. The state of the aircraft is a control system as described in any one of the clauses A1 to A3, including the airspeed of the aircraft. 5. The control system according to Clause A4, wherein controlling the at least one power-driven lift element based on the state of the aircraft further includes controlling the at least one power-driven lift element to operate the aircraft in the power-driven lift enabled mode when the aircraft's airspeed is above a first threshold, and controlling the at least one power-driven lift element to operate the aircraft in the power-driven lift disabled mode when the aircraft's airspeed is below a second threshold. 6. The control system described in Clause A5, wherein the second threshold is smaller than the first threshold. 7. The control system according to any one of the A1 to A6 clauses, wherein if the received input indicates the power-driven lift disabled mode, the at least one processor is further configured to determine whether the conditions for switching to the power-driven lift disabled mode are met. 8. The control system according to Clause A7, wherein the conditions include at least one of the following: the aircraft airspeed is above a threshold; the at least one power-driven lift element is in the stowed position; the at least one power-driven lift element is in the forward thrust position; the orientation of the aircraft allows the aircraft to maintain wing flight; or the at least one power-driven lift element has encountered a failure. 9. The control system according to clause A7 or A8, further comprising an output device, wherein the at least one processor is further configured to provide the pilot, via the output device, an instruction indicating that switching to the power-driven lift disabled mode is not permitted if it determines that the conditions for switching to the power-driven lift disabled mode are not met. 10. The control system described in Clause A9, including the conditions that were not met. 11. The at least one processor is: A control system according to any one of the A1 to A10 clauses, further configured to determine whether the conditions for switching to the power-driven lift enabled mode are met, wherein the conditions for switching to the power-driven lift enabled mode include at least one of the following: the at least one power-driven lift element is not experiencing a failure, or the at least one power-driven lift element is meeting battery requirements. 12. The control system according to clause A11, wherein the condition for switching to the power-driven lift enabled mode includes that at least one power-driven lift element satisfies the battery condition, the battery condition includes that the charge state is above a threshold level. 13. The control system according to any one of the A1 to A12 clauses, further comprising an output device, wherein the at least one processor is further configured to provide the pilot, via the output device, an instruction indicating that switching to the power-driven lift disabled mode is available when it determines that the conditions for switching to the power-driven lift disabled mode are met. 14. The control system described in Clause A13, wherein the instructions include at least one of the following: display of text, illumination of a light, change of color of a light, audible notification, or tactile notification. 15. A powered lift aircraft equipped with a control system as described in any one of clauses A1 to A14. 16. The powered lift aircraft described in Clause A15 is at least one of the following: a conventional take-off and landing (CTOL) aircraft, a short take-off and landing (STOL) aircraft, a vertical take-off and landing (VTOL) aircraft, a rotorcraft, a tiltrotor aircraft, or a tiltwing aircraft. 17. A method for controlling a powered lift aircraft by at least one processor, the method comprising: receiving an input from a pilot input device indicating one of a powered lift enabled mode or a powered lift disabled mode; and, based on the received input, controlling at least one powered lift element to operate the aircraft in the selected one of the powered lift enabled mode or the powered lift disabled mode, wherein in the powered lift enabled mode, the at least one powered lift element is controlled based on the state of the aircraft; and in the powered lift disabled mode, the at least one powered lift element is controlled to disable the powered lift. 18. The method according to clause A17, wherein the at least one power-driven lift element includes a rotor or a prop rotor. 19. The method according to clause A17 or A18, wherein the pilot input device includes at least one of a button, switch, lever, graphic user interface, display screen, or voice input device. 20. The state of the aircraft is as described in any one of the clauses A17 to A19, including the airspeed of the aircraft. 21. The method according to clause A20, wherein controlling the at least one power-driven lift element based on the state of the aircraft further includes controlling the at least one power-driven lift element to operate the aircraft in the power-driven lift enabled mode when the aircraft's airspeed is above a first threshold, and controlling the at least one power-driven lift element to operate the aircraft in the power-driven lift disabled mode when the aircraft's airspeed is below a second threshold. 22. The method according to clause A21, wherein the second threshold is less than the first threshold. 23. The method according to any one of the clauses A17 to A22, wherein if the received input indicates the power-driven lift disabled mode, the method further comprises determining whether the conditions for switching to the power-driven lift disabled mode are met. 24. The method according to clause A23, wherein the conditions include at least one of the following: the aircraft airspeed is above a threshold; the at least one power-driven lift element is in the stowed position; the at least one power-driven lift element is in the forward thrust position; the orientation of the aircraft allows the aircraft to maintain wing flight; or the at least one power-driven lift element has encountered a failure. 25. The method of clause A23 or A24, further comprising providing the pilot, via an output device, an instruction indicating that switching to the power-driven lift disabled mode is not permitted if it is determined that the conditions for switching to the power-driven lift disabled mode are not met. 26. The method described in Clause A25, including the conditions that were not met. 27. The method according to any one of the clauses A17 to A26, wherein upon receiving the input indicating the power-driven lift enabled mode, the method further comprises determining whether the conditions for switching to the power-driven lift enabled mode are met, wherein the conditions for switching to the power-driven lift enabled mode include at least one of the following: the at least one power-driven lift element is not experiencing a failure, or the at least one power-driven lift element is meeting battery requirements. 28. The method according to clause A27, wherein the condition for switching to the power-driven lift enabled mode includes that at least one power-driven lift element satisfies the battery condition, the battery condition includes that the charge state is above a threshold level. 29. The method according to any one of the clauses A17 to A28, further comprising providing the pilot, via an output device, an instruction indicating that switching to the power-driven lift disabled mode is available when it is determined that the conditions for switching to the power-driven lift disabled mode have been met. 30. The method described in Clause A29, wherein the instructions include at least one of the following: displaying text, turning on a light, changing the color of a light, an audible notification, or a tactile notification. 31. A powered lift aircraft configured to perform the actions described in any one of the clauses A17 to A30. 32. The powered lift aircraft described in Clause A31 is at least one of the following: a conventional take-off and landing (CTOL) aircraft, a short take-off and landing (STOL) aircraft, a vertical take-off and landing (VTOL) aircraft, a rotorcraft, a tiltrotor aircraft, or a tiltwing aircraft. 33. A computer-readable medium storing instructions, wherein, when executed by at least one processor, the instructions cause the at least one processor to perform the method described in any one of the clauses A17 to A30.

[0081] Clause Set B: 1. A control system for a power-driven lift aircraft, the system comprising: a first pilot input device; a second pilot input device; at least one power-driven lift element configured to provide power-driven lift support to the aircraft; and at least one processor, which receives an input from the first pilot input device indicating one of a power-driven lift enabled mode, a power-driven lift intermediate mode, or a power-driven lift disabled mode, and, based on the received input, controls the at least one power-driven lift element to operate the aircraft in one of the selected power-driven lift enabled mode, the power-driven lift intermediate mode, or the power-driven lift disabled mode. A control system comprising: at least one processor configured to control a powered lift element, wherein in the powered lift enabled mode, the at least one processor is configured to control the at least one powered lift element based on the state of the aircraft; in the powered lift intermediate mode, the at least one processor is configured to control the at least one powered lift element based on an input received in the second pilot input device; and in the powered lift disabled mode, the at least one processor is configured to control the at least one powered lift element to disable the powered lift. 2. The control system according to clause B1, wherein the at least one power-driven lift element includes a rotor or a prop rotor. 3. The control system described in clause B1 or B2, wherein the first pilot input device includes at least one of a button, switch, lever, graphic user interface, display screen, or voice input device. 4. The state of the aircraft is a control system as described in any one of the clauses B1 to B3, including the airspeed of the aircraft. 5. The control system according to clause B4, wherein controlling the at least one power-driven lift element based on the state of the aircraft further includes: controlling the at least one power-driven lift element to operate the aircraft in the power-driven lift enabled mode when the aircraft's airspeed is above a first threshold; and controlling the at least one power-driven lift element to operate the aircraft in the power-driven lift disabled mode when the aircraft's airspeed is below a second threshold. 6. The control system described in Clause B5, wherein the second threshold is smaller than the first threshold. 7. The control system according to any one of the B1 to B6 clauses, wherein if the received input indicates the power-driven lift disabled mode, the at least one processor is further configured to determine whether the conditions for switching to the power-driven lift disabled mode are met. 8. The control system according to Clause B7, wherein the conditions include at least one of the following: the aircraft airspeed is above a threshold; the at least one power-driven lift element is in the stowed position; the at least one power-driven lift element is in the forward thrust position; the orientation of the aircraft allows the aircraft to maintain wing flight; or the at least one power-driven lift element has encountered a failure. 9. The control system according to clause B7 or B8, further comprising an output device, wherein the at least one processor is further configured to provide the pilot, via the output device, an instruction indicating that switching to the power-driven lift disabled mode is not permitted if it determines that the conditions for switching to the power-driven lift disabled mode are not met. 10. The control system described in Clause B9, including the aforementioned conditions that were not met. 11. The control system according to any one of the B1 to B10 clauses, wherein the at least one processor is further configured to determine, upon receiving the input indicating the power-driven lift enabled mode, whether the conditions for switching to the power-driven lift enabled mode are met, the conditions for switching to the power-driven lift enabled mode comprising at least one of the following: the at least one power-driven lift element is not experiencing a failure, or the at least one power-driven lift element is meeting battery conditions. 12. The control system according to clause B11, wherein the condition for switching to the power-driven lift enabled mode includes that at least one power-driven lift element satisfies the battery condition, the battery condition includes that the charge state is above a threshold level. 13. The control system according to any one of the B1 to B12 clauses, further comprising an output device, wherein the at least one processor is further configured to provide the pilot, via the output device, an instruction indicating that switching to the power-driven lift disabled mode is available when it determines that the conditions for switching to the power-driven lift disabled mode are met. 14. The control system described in Clause B13, wherein the instructions include at least one of the following: display of text, illumination of a light, change of color of a light, audible notification, or tactile notification. 15. The control system according to clause B1, wherein if the received input indicates the power-driven lift intermediate mode, the at least one processor is further configured to determine whether the conditions for switching to the power-driven lift intermediate mode are met. 16. The control system according to clause B15, wherein the conditions include at least one of the following: the aircraft airspeed is above a threshold; the at least one power-driven lift element is in an intermediate position; or the orientation of the aircraft allows the aircraft to maintain wing flight in an intermediate mode. 17. The control system according to clause B15 or B16, further comprising an output device, wherein the at least one processor is further configured to provide the pilot, via the output device, an instruction indicating that switching to the power-driven lift intermediate mode is not permitted if it determines that the conditions for switching to the power-driven lift intermediate mode are not met. 18. A powered lift aircraft equipped with a control system as described in any one of the clauses B1 to B17. 19. The powered lift aircraft described in Clause B18 is at least one of the following: a conventional take-off and landing (CTOL) aircraft, a short take-off and landing (STOL) aircraft, a vertical take-off and landing (VTOL) aircraft, a rotorcraft, a tiltrotor aircraft, or a tiltwing aircraft. 17. A method for controlling a powered lift aircraft by at least one processor, the method comprising: receiving an input from a pilot input device indicating one of a powered lift enabled mode, a powered lift intermediate mode, or a powered lift disabled mode; and controlling at least one powered lift element to operate the aircraft in one of the selected powered lift enabled mode, the powered lift intermediate mode, or the powered lift disabled mode, wherein in the powered lift enabled mode, the at least one powered lift element is controlled based on the state of the aircraft; in the powered lift intermediate mode, the at least one powered lift element is controlled based on an input received by the second pilot input device; and in the powered lift disabled mode, the at least one powered lift element is controlled to disable the powered lift. 18. The method according to clause B17, wherein the at least one power-driven lift element includes a rotor or a prop rotor. 19. The method according to clause B17 or B18, wherein the pilot input device includes at least one of a button, switch, lever, graphic user interface, display screen, or voice input device. 20. The state of the aircraft is as described in any one of the provisions B17 to B19, including the airspeed of the aircraft. 21. The method according to clause B20, wherein controlling the at least one power-driven lift element based on the state of the aircraft further includes controlling the at least one power-driven lift element to operate the aircraft in the power-driven lift enabled mode when the aircraft's airspeed is above a first threshold, and controlling the at least one power-driven lift element to operate the aircraft in the power-driven lift disabled mode when the aircraft's airspeed is below a second threshold. 22. The method according to clause B21, wherein the second threshold is less than the first threshold. 23. The method according to any one of the provisions of B17 to B22, wherein if the received input indicates the power-driven lift disabled mode, the method further comprises determining whether the conditions for switching to the power-driven lift disabled mode are met. 24. The method according to clause B23, wherein the conditions include at least one of the following: the aircraft airspeed is above a threshold; the at least one power-driven lift element is in the stowed position; the at least one power-driven lift element is in the forward thrust position; the orientation of the aircraft allows the aircraft to maintain wing flight; or the at least one power-driven lift element has encountered a failure. 25. The method of clause B23 or B24, further comprising providing the pilot, via an output device, an instruction indicating that switching to the power-driven lift disabled mode is not permitted if it is determined that the conditions for switching to the power-driven lift disabled mode are not met. 26. The method described in Clause B25, including the aforementioned conditions that were not met. 27. The method according to any one of the clauses B17 to B26, wherein upon receiving the input indicating the power-driven lift enabled mode, the method further comprises determining whether the conditions for switching to the power-driven lift enabled mode are met, the conditions for switching to the power-driven lift enabled mode comprising at least one of the following: the at least one power-driven lift element is not experiencing a failure, or the at least one power-driven lift element is meeting battery requirements. 28. The method according to clause B27, wherein the condition for switching to the power-driven lift enabled mode includes that at least one power-driven lift element satisfies the battery condition, the battery condition includes that the charge level is above a threshold level. 29. The method according to any one of the clauses B17 to B28, further comprising providing the pilot, via an output device, an instruction indicating that switching to the power-driven lift disabled mode is available when it is determined that the conditions for switching to the power-driven lift disabled mode have been met. 30. The method described in Clause B29, wherein the instructions include at least one of the following: displaying text, turning on a light, changing the color of a light, an audible notification, or a tactile notification. 31. The method according to clause B17, wherein if the received input indicates the power-driven lift intermediate mode, the at least one processor is further configured to determine whether the conditions for switching to the power-driven lift intermediate mode are met. 32. The method according to clause B31, wherein the condition includes at least one of the following: the aircraft airspeed is above a threshold; the at least one power-driven lift element is in an intermediate position; or the orientation of the aircraft allows the aircraft to maintain flight in an intermediate mode. 33. The method according to clause B31 or B32, further comprising an output device, wherein the at least one processor is further configured to provide the pilot, via the output device, an instruction indicating that switching to the power-driven lift intermediate mode is not permitted if it determines that the conditions for switching to the power-driven lift intermediate mode are not met. 34. A powered lift aircraft configured to carry out the method described in any one of the clauses B17 to B33. 35. The powered lift aircraft described in Clause B34 is at least one of the following: a conventional take-off and landing (CTOL) aircraft, a short take-off and landing (STOL) aircraft, a vertical take-off and landing (VTOL) aircraft, a rotorcraft, a tiltrotor aircraft, or a tiltwing aircraft. 33. A computer-readable medium storing instructions, wherein, when executed by at least one processor, the instructions cause the at least one processor to perform the method described in any one of the clauses B17 to B32.

[0082] Clause Set C: 1. A control system for a power-driven lift aircraft, the system comprising: a first pilot input device; a second pilot input device; at least one power-driven lift element configured to provide power-driven lift support to the aircraft; and at least one processor, which receives an input from the first pilot input device indicating one of a power-driven lift enabled mode or a power-driven lift intermediate mode, and is configured to control the at least one power-driven lift element to operate the aircraft in the selected one of the power-driven lift enabled mode or the power-driven lift intermediate mode, wherein in the power-driven lift enabled mode, the at least one processor is configured to control the at least one power-driven lift element based on the state of the aircraft; and in the power-driven lift intermediate mode, the at least one processor is configured to control the at least one power-driven lift element based on an input received by the second pilot input device. 2. The control system according to clause C1, wherein the at least one power-driven lift element includes a rotor or a prop rotor. 3. The control system described in Clause C1 or C2, wherein the first pilot input device includes at least one of a button, switch, lever, graphic user interface, display screen, or voice input device. 4. The state of the aircraft is controlled by any one of the C1 to C3 clauses, including the airspeed of the aircraft. 5. The control system according to clause C4, wherein controlling the at least one power-driven lift element based on the state of the aircraft further includes controlling the at least one power-driven lift element to operate the aircraft in the power-driven lift enabled mode when the aircraft's airspeed is above a first threshold, and controlling the at least one power-driven lift element to operate the aircraft in the power-driven lift disabled mode when the aircraft's airspeed is below a second threshold. 6. The control system according to clause C5, wherein the second threshold is smaller than the first threshold. 7. The control system according to any one of the clauses C1 to C6, wherein if the received input indicates the power-driven lift intermediate mode, the at least one processor is further configured to determine whether the conditions for switching to the power-driven lift intermediate mode are met. 8. The control system according to Clause C7, wherein the conditions include at least one of the following: the aircraft airspeed is above a threshold; the at least one power-driven lift element is in an intermediate position; or the orientation of the aircraft allows the aircraft to maintain wing flight in an intermediate mode. 9. The control system according to clause C7 or C8, further comprising an output device, wherein the at least one processor is further configured to provide the pilot, via the output device, an instruction indicating that switching to the power-driven lift intermediate mode is not permitted if it determines that the conditions for switching to the power-driven lift intermediate mode are not met. 10. The control system described in Clause C9, including the conditions that were not met. 11. The control system according to any one of the clauses C1 to C10, wherein the at least one processor is further configured to determine, upon receiving the input indicating the power-driven lift enabled mode, whether the conditions for switching to the power-driven lift enabled mode are met, the conditions for switching to the power-driven lift enabled mode comprising at least one of the following: the at least one power-driven lift element is not experiencing a failure, or the at least one power-driven lift element is meeting battery conditions. 12. The control system according to clause C11, wherein the condition for switching to the power-driven lift enabled mode includes that at least one power-driven lift element satisfies the battery condition, the battery condition includes that the charge state is above a threshold level. 13. The control system according to any one of the clauses C1 to C12, further comprising an output device, wherein the at least one processor is further configured to provide the pilot, via the output device, an instruction indicating that switching to the power-driven lift intermediate mode is available when it determines that the conditions for switching to the power-driven lift intermediate mode are met. 14. The control system described in Clause C13, wherein the instructions include at least one of the following: display of text, illumination of a light, change of color of a light, audible notification, or tactile notification. 15. A powered lift aircraft equipped with a control system as described in any one of the clauses C1 to C14. 16. The powered lift aircraft described in Clause C15 is at least one of the following: a conventional take-off and landing (CTOL) aircraft, a short take-off and landing (STOL) aircraft, a vertical take-off and landing (VTOL) aircraft, a rotorcraft, a tiltrotor aircraft, or a tiltwing aircraft. 17. A method for controlling a powered lift aircraft by at least one processor, the method comprising: receiving an input from a first pilot input device indicating one of a powered lift enabled mode or a powered lift intermediate mode; and controlling at least one powered lift element to operate the aircraft in the selected one of the powered lift enabled mode or the powered lift intermediate mode, wherein in the powered lift enabled mode, the at least one powered lift element is controlled based on the state of the aircraft; and in the powered lift intermediate mode, the at least one powered lift element is controlled based on an input received by a second pilot input device. 18. The method according to clause C17, wherein the at least one power-driven lift element includes a rotor or a prop rotor. 19. The method according to Clause C17 or C18, wherein the first pilot input device includes at least one of a button, switch, lever, graphic user interface, display screen, or voice input device. 20. The state of the aircraft is as described in any one of the clauses C17 to C19, including the airspeed of the aircraft. 21. The method according to clause C20, wherein controlling the at least one power-driven lift element based on the state of the aircraft further includes controlling the at least one power-driven lift element to operate the aircraft in the power-driven lift enabled mode when the aircraft's airspeed is above a first threshold, and controlling the at least one power-driven lift element to operate the aircraft in the power-driven lift disabled mode when the aircraft's airspeed is below a second threshold. 22. The method according to clause C21, wherein the second threshold is less than the first threshold. 23. The method according to any one of the clauses C17 to C22, wherein if the received input indicates the power-driven lift intermediate mode, the method further comprises determining whether the conditions for switching to the power-driven lift intermediate mode are met. 24. The method according to clause C23, wherein the conditions include at least one of the following: the aircraft airspeed is above a threshold; the at least one power-driven lift element is in an intermediate position; or the orientation of the aircraft allows the aircraft to maintain wing flight in an intermediate mode. 25. The method of clause C23 or C24, further comprising providing the pilot, via an output device, an instruction indicating that switching to the power-driven lift intermediate mode is not permitted if it is determined that the conditions for switching to the power-driven lift intermediate mode are not met. 26. The method described in Clause C25, including the conditions that were not met. 27. The method according to any one of the clauses C17 to C26, wherein upon receiving the input indicating the power-driven lift enabled mode, the method further includes determining whether the conditions for switching to the power-driven lift enabled mode are met, wherein the conditions for switching to the power-driven lift enabled mode include at least one of the following: the at least one power-driven lift element is not experiencing a failure, or the at least one power-driven lift element is meeting battery requirements. 28. The method according to clause C27, wherein the condition for switching to the power-driven lift enabled mode includes that at least one power-driven lift element satisfies the battery condition, the battery condition includes that the charge state is above a threshold level. 29. The method according to any one of the clauses C17 to C28, further comprising, when it is determined that the conditions for switching to the power-driven lift intermediate mode are met, providing the pilot, via an output device, an instruction indicating that switching to the power-driven lift intermediate mode is available. 30. The method described in Clause C29, wherein the instructions include at least one of the following: displaying text, turning on a light, changing the color of a light, an audible notification, or a tactile notification. 31. A powered lift aircraft configured to carry out the method described in any one of the clauses C17 to C30. 32. The powered lift aircraft described in Clause C31 is at least one of the following: a conventional take-off and landing (CTOL) aircraft, a short take-off and landing (STOL) aircraft, a vertical take-off and landing (VTOL) aircraft, a rotorcraft, a tiltrotor aircraft, or a tiltwing aircraft. 33. A computer-readable medium storing instructions, wherein, when executed by at least one processor, the instructions cause the at least one processor to perform the method described in any one of the clauses C17 to C30.

[0083] Clause Set D:1. A simulator system for a powered lift aircraft, the system comprising: a user input device; at least one processor, which receives an input from the user input device indicating one of the powered lift enabled mode or the powered lift disabled mode, and which, based on the received input, simulates the operation of the aircraft in the selected one of the powered lift enabled mode or the powered lift disabled mode, wherein in the powered lift enabled mode, the at least one processor is configured to simulate a powered lift based on a stored state of the aircraft; and in the powered lift disabled mode, the at least one processor is configured to simulate disabling the powered lift, and simulating the operation of the aircraft includes at least one of controlling the movement of an object on a display screen or controlling the attitude of an object on a display screen. 2. The simulator system according to clause D1, wherein the user input device includes at least one of a button, switch, lever, graphic user interface, display screen, or voice input device. 3. The simulator system according to clause D1 or D2, wherein the stored state of the aircraft includes the stored simulated airspeed of the aircraft. 4. Simulating a powered lift based on the stored state of the aircraft is: If the stored simulated airspeed of the aircraft exceeds a first threshold, the operation of at least one power-driven lift element of the aircraft is simulated. A simulator system according to any one of the clauses D1 to D3, comprising: not simulating the operation of the at least one power-driven lift element of the aircraft if the stored simulated airspeed of the aircraft is below a second threshold. 5. The simulator system described in clause D4, wherein the second threshold is smaller than the first threshold. 6. The simulator system according to any one of the clauses D1 to D5, wherein if the received input indicates the power-driven lift disabled mode, the at least one processor is further configured to determine whether the conditions for switching to the power-driven lift disabled mode are met. 7. The simulator system according to Clause D6, wherein the conditions include at least one of the following: the stored simulated aircraft airspeed is above a threshold; the stored simulated position of at least one power-driven lift element is in the stowed position; the at least one power-driven lift element is in the forward thrust position in the stored simulated position; the simulated orientation of the aircraft allows the aircraft to maintain wing flight; or the at least one power-driven lift element has encountered a simulated failure. 8. The simulator system according to clause D7, wherein the at least one processor is further configured to provide the user, via an output device, with an instruction indicating that switching to the power-driven lift disabled mode is not permitted if it determines that the at least one condition for switching to the power-driven lift disabled mode is not met. 9. The simulator system described in Clause D8, including the instruction that includes at least one of the conditions that were not met. 10. The at least one processor is: Upon receiving the input indicating the power-driven lift enabled mode, the system is further configured to determine whether the conditions for switching to the power-driven lift enabled mode are met. The simulator system according to any one of the clauses D1 to D9, wherein the conditions for switching to the power-driven lift enabled mode include that at least one power-driven lift element has not encountered a simulated failure, or that at least one power-driven lift element satisfies simulated battery conditions. 11. The simulator system according to clause D10, wherein the condition for switching to the power-driven lift enabled mode includes that at least one power-driven lift element satisfies the battery condition, the battery condition includes that the charge state is above a threshold level. 12. The at least one processor is: The simulator system according to any one of the clauses D1 to D11, further configured to provide the user with an instruction via an output device indicating that switching to the power-driven lift disabled mode is available when it determines that the conditions for switching to the power-driven lift disabled mode are met. 13. The simulator system described in Clause D12, wherein the instructions include at least one of the following: display of text, illumination of a light, change of light color, audible notification, or tactile notification.

Claims

1. A method for controlling a powered lift aircraft, wherein the method is The pilot input device receives an input indicating either the powered lift enabled mode or the powered lift disabled mode, The method includes controlling at least one power-driven lift element to operate the aircraft in one of the selected power-driven lift enabled mode or power-driven lift disabled mode based on the received input, In the power-driven lift effective mode, the at least one power-driven lift element is controlled based on the state of the aircraft. A method in which, in the power-driven lift disabled mode, at least one power-driven lift element is controlled to disable the power-driven lift.

2. The method according to claim 1, wherein the at least one power-driven lift element includes a rotor or a prop rotor.

3. The method according to claim 1 or 2, wherein the pilot input device includes at least one of a button, a switch, a lever, a graphic user interface, a display screen, or an audio input device.

4. The method according to any one of claims 1 to 3, wherein the state of the aircraft includes the airspeed of the aircraft.

5. The method according to claim 4, wherein controlling the at least one power-driven lift element based on the state of the aircraft further includes controlling the at least one power-driven lift element to operate the aircraft in the power-driven lift enabled mode when the aircraft's airspeed is above a first threshold, and controlling the at least one power-driven lift element to operate the aircraft in the power-driven lift disabled mode when the aircraft's airspeed is below a second threshold.

6. The method according to claim 5, wherein the second threshold is smaller than the first threshold.

7. The method according to any one of claims 1 to 6, further comprising determining whether the conditions for switching to the power-driven lift disabled mode are met when the received input indicates the power-driven lift disabled mode.

8. The method according to claim 7, wherein the conditions include at least one of the following: the aircraft airspeed is above a threshold; the at least one power-driven lift element is in a stowed position; the at least one power-driven lift element is in a forward thrust position; the orientation of the aircraft allows the aircraft to maintain wing flight; or the at least one power-driven lift element has encountered a failure.

9. The method according to claim 7 or 8, further comprising providing the pilot, via an output device, an instruction indicating that switching to the power-driven lift disabled mode is not permitted if it is determined that the conditions for switching to the power-driven lift disabled mode are not met.

10. The method according to claim 9, wherein the instructions include the condition that was not met.

11. The method according to any one of claims 1 to 10, further comprising receiving the input indicating the power-driven lift enabled mode, determining whether the conditions for switching to the power-driven lift enabled mode are met, wherein the conditions for switching to the power-driven lift enabled mode include at least one of the following: the at least one power-driven lift element is not experiencing a failure, or the at least one power-driven lift element is meeting battery conditions.

12. The method according to claim 11, wherein the condition for switching to the power-driven lift effective mode includes that at least one power-driven lift element satisfies the battery condition, and the battery condition includes that the charge state is above a threshold level.

13. The method according to any one of claims 1 to 12, further comprising providing the pilot, via an output device, an instruction indicating that switching to the power-driven lift disabled mode is available when it is determined that the conditions for switching to the power-driven lift disabled mode are met.

14. The method according to claim 13, wherein the instruction includes at least one of displaying text, turning on a light, changing the color of a light, an audible notification, or a tactile notification.

15. A control system for an aircraft, comprising at least one processor configured to carry out the method described in any one of claims 1 to 14.

16. A powered lift aircraft comprising the control system described in claim 15.

17. The powered lift aircraft according to claim 16, wherein the powered lift aircraft is at least one of a conventional take-off and landing (CTOL) aircraft, a short take-off and landing (STOL) aircraft, a vertical take-off and landing (VTOL) aircraft, a rotorcraft, a tiltrotor aircraft, or a tiltwing aircraft.

18. A method for controlling a powered lift aircraft, wherein the method is The pilot input device receives an input indicating one of the following modes: power-driven lift enabled mode, power-driven lift intermediate mode, or power-driven lift disabled mode. The method includes controlling at least one power-driven lift element to operate the aircraft in one of the selected modes: the power-driven lift enabled mode, the power-driven lift intermediate mode, or the power-driven lift disabled mode, based on the received input. In the power-driven lift effective mode, the at least one power-driven lift element is controlled based on the state of the aircraft. A method comprising: in the power-driven lift intermediate mode, the at least one power-driven lift element is controlled based on an input received from a second pilot input device; and in the power-driven lift disabled mode, the at least one power-driven lift element is controlled to disable the power-driven lift.

19. The method according to claim 18, wherein the at least one power-driven lift element includes a rotor or a prop rotor.

20. The method according to claim 18 or 19, wherein the pilot input device includes at least one of a button, a switch, a lever, a graphic user interface, a display screen, or an audio input device.

21. The method according to any one of claims 17 to 20, wherein the state of the aircraft includes the airspeed of the aircraft.

22. The method according to claim 21, wherein controlling the at least one power-driven lift element based on the state of the aircraft further includes controlling the at least one power-driven lift element to operate the aircraft in the power-driven lift enabled mode when the aircraft's airspeed is above a first threshold, and controlling the at least one power-driven lift element to operate the aircraft in the power-driven lift disabled mode when the aircraft's airspeed is below a second threshold.

23. The method according to claim 22, wherein the second threshold is smaller than the first threshold.

24. The method according to any one of claims 18 to 23, further comprising determining whether the conditions for switching to the power-driven lift disabled mode are met when the received input indicates the power-driven lift disabled mode.

25. The method according to claim 24, wherein the conditions include at least one of the following: the aircraft airspeed is above a threshold; the at least one power-driven lift element is in a stowed position; the at least one power-driven lift element is in a forward thrust position; the orientation of the aircraft allows the aircraft to maintain wing flight; or the at least one power-driven lift element has encountered a failure.

26. The method according to claim 24 or 25, further comprising providing the pilot, via an output device, an instruction indicating that switching to the power-driven lift disabled mode is not permitted if it is determined that the conditions for switching to the power-driven lift disabled mode are not met.

27. The method according to claim 26, wherein the instructions include the condition that was not met.

28. The method according to any one of claims 18 to 27, further comprising receiving the input indicating the power-driven lift enabled mode, determining whether the conditions for switching to the power-driven lift enabled mode are met, wherein the conditions for switching to the power-driven lift enabled mode include at least one of the following: the at least one power-driven lift element is not experiencing a failure, or the at least one power-driven lift element is meeting battery conditions.

29. The method according to claim 28, wherein the condition for switching to the power-driven lift effective mode includes that at least one power-driven lift element satisfies the battery condition, and the battery condition includes that the charge state is above a threshold level.

30. The method according to any one of claims 18 to 29, further comprising providing the pilot, via an output device, an instruction indicating that switching to the power-driven lift disabled mode is available when it is determined that the conditions for switching to the power-driven lift disabled mode are met.

31. The method according to claim 30, wherein the instruction includes at least one of displaying text, turning on a light, changing the color of a light, an audible notification, or a tactile notification.

32. The method according to claim 18, further comprising determining whether the conditions for switching to the power-driven lift intermediate mode are met when the received input indicates the power-driven lift intermediate mode.

33. The method according to claim 32, wherein the condition includes at least one of the following: the aircraft airspeed is above a threshold; the at least one power-driven lift element is in an intermediate position; or the orientation of the aircraft allows the aircraft to maintain flight in an intermediate mode.

34. The method according to claim 32 or 33, further comprising providing the pilot, via an output device, an instruction indicating that switching to the power-driven lift intermediate mode is not permitted if it is determined that the conditions for switching to the power-driven lift intermediate mode are not met.

35. A control system for an aircraft, comprising at least one processor configured to carry out the method according to any one of claims 18 to 34.

36. A powered lift aircraft comprising the control system described in claim 35.

37. The powered lift aircraft according to claim 36, wherein the powered lift aircraft is at least one of a conventional take-off and landing (CTOL) aircraft, a short take-off and landing (STOL) aircraft, a vertical take-off and landing (VTOL) aircraft, a rotorcraft, a tiltrotor aircraft, or a tiltwing aircraft.

38. A method for controlling a powered lift aircraft by at least one processor, wherein the method is: The system receives an input from a first pilot input device indicating either the powered lift enabled mode or the powered lift intermediate mode, Controlling at least one power-driven lift element to operate the aircraft in one of the selected power-driven lift effective mode or power-driven lift intermediate mode, In the power-driven lift effective mode, the at least one power-driven lift element is controlled based on the state of the aircraft. A method in which, in the power-driven lift intermediate mode, the at least one power-driven lift element is controlled based on an input received by a second pilot input device.

39. The method according to claim 38, wherein the at least one power-driven lift element includes a rotor or a prop rotor.

40. The method according to claim 38 or 39, wherein the first pilot input device includes at least one of a button, a switch, a lever, a graphic user interface, a display screen, or an audio input device.

41. The method according to any one of claims 38 to 40, wherein the state of the aircraft includes the airspeed of the aircraft.

42. The method according to claim 41, wherein controlling the at least one power-driven lift element based on the state of the aircraft further includes controlling the at least one power-driven lift element to operate the aircraft in the power-driven lift enabled mode when the aircraft's airspeed is above a first threshold, and controlling the at least one power-driven lift element to operate the aircraft in the power-driven lift disabled mode when the aircraft's airspeed is below a second threshold.

43. The method according to claim 42, wherein the second threshold is smaller than the first threshold.

44. The method according to any one of claims 38 to 43, further comprising determining whether the conditions for switching to the power-driven lift intermediate mode are met when the received input indicates the power-driven lift intermediate mode.

45. The method according to claim 44, wherein the conditions include at least one of the following: the aircraft airspeed is above a threshold; the at least one power-driven lift element is in an intermediate position; or the orientation of the aircraft allows the aircraft to maintain wing flight in an intermediate mode.

46. The method according to claim 44 or 45, further comprising providing the pilot, via an output device, an instruction indicating that switching to the power-driven lift intermediate mode is not permitted if it is determined that the conditions for switching to the power-driven lift intermediate mode are not met.

47. The method according to claim 46, wherein the instructions include the condition that was not met.

48. The method according to any one of claims 38 to 47, further comprising receiving the input indicating the power-driven lift enabled mode, determining whether the conditions for switching to the power-driven lift enabled mode are met, wherein the conditions for switching to the power-driven lift enabled mode include at least one of the following: the at least one power-driven lift element is not experiencing a failure, or the at least one power-driven lift element is meeting battery conditions.

49. The method according to claim 48, wherein the condition for switching to the power-driven lift effective mode includes that at least one power-driven lift element satisfies the battery condition, and the battery condition includes that the charge state is above a threshold level.

50. The method according to any one of claims 38 to 49, further comprising providing the pilot, via an output device, an instruction indicating that switching to the power-driven lift intermediate mode is available when it is determined that the conditions for switching to the power-driven lift intermediate mode are met.

51. The method according to claim 50, wherein the instruction includes at least one of displaying text, turning on a light, changing the color of a light, an audible notification, or a tactile notification.

52. A control system for an aircraft, comprising at least one processor configured to carry out the method described in any one of claims 38 to 51.

53. A powered lift aircraft comprising the control system described in claim 52.

54. The powered lift aircraft according to claim 53, wherein the powered lift aircraft is at least one of a conventional take-off and landing (CTOL) aircraft, a short take-off and landing (STOL) aircraft, a vertical take-off and landing (VTOL) aircraft, a rotorcraft, a tiltrotor aircraft, or a tiltwing aircraft.

55. A method for controlling a simulator system, The system receives an input from a user input device indicating either the powered lift enabled mode or the powered lift disabled mode, This includes simulating the operation of the aircraft in one of the selected modes, either the powered lift enabled mode or the powered lift disabled mode, based on the received input. The simulation of the powered lift is based on the stored state of the aircraft in the powered lift enabled mode. The deactivation of the power-driven lift is simulated in the power-driven lift deactivation mode. A method for simulating the aforementioned aircraft's movements, comprising controlling the movement of an object on a display screen, or controlling the attitude of an object on a display screen.

56. The method according to claim 55, wherein the received input is from at least one of a button, switch, lever, graphic user interface, display screen, or audio input device.

57. The method according to claim 55 or 56, wherein the stored state of the aircraft includes the stored simulated airspeed of the aircraft.

58. Simulating a powered lift based on the stored state of the aircraft is: If the stored simulated airspeed of the aircraft exceeds a first threshold, the operation of at least one power-driven lift element of the aircraft is simulated. The method according to any one of claims 55 to 57, further comprising: not simulating the operation of the at least one power-driven lift element of the aircraft if the stored simulated airspeed of the aircraft is below a second threshold.

59. The method according to claim 58, wherein the second threshold is smaller than the first threshold.

60. The method according to any one of claims 55 to 59, further comprising determining whether the conditions for switching to the power-driven lift disabled mode are met when the received input indicates the power-driven lift disabled mode.

61. The method according to claim 60, wherein the conditions include at least one of the following: the stored simulated aircraft airspeed is above a threshold; the stored simulated position of at least one power-driven lift element is in the stowed position; the at least one power-driven lift element is in the forward thrust position in the stored simulated position; the simulated orientation of the aircraft allows the aircraft to maintain wing flight; or the at least one power-driven lift element has encountered a simulated failure.

62. The method according to claim 61, further comprising providing the user, via an output device, an instruction indicating that switching to the power-driven lift disabled mode is not permitted if it is determined that the at least one condition for switching to the power-driven lift disabled mode is not met.

63. The method according to claim 62, wherein the instructions include at least one of the conditions that were not met.

64. Upon receiving the input indicating the power-driven lift enabled mode, the method further includes determining whether the conditions for switching to the power-driven lift enabled mode are met. The method according to any one of claims 55 to 63, wherein the condition for switching to the power-driven lift enabled mode includes that at least one power-driven lift element has not encountered a simulated failure, or that at least one power-driven lift element satisfies a simulated battery condition.

65. The method according to claim 64, wherein the condition for switching to the power-driven lift effective mode includes that at least one power-driven lift element satisfies the battery condition, and the battery condition includes that the charge state is above a threshold level.

66. The method according to any one of claims 55 to 65, further comprising providing the user, via an output device, an instruction indicating that switching to the power-driven lift disabled mode is available when it is determined that the conditions for switching to the power-driven lift disabled mode are met.

67. The method according to claim 66, wherein the instruction includes at least one of displaying text, turning on a light, changing the color of a light, an audible notification, or a tactile notification.

68. A simulator system comprising at least one processor configured to carry out the method described in any one of claims 55 to 67.

69. A computer-readable medium storing instructions, wherein, when the instructions are executed by at least one processor, the at least one processor causes the at least one processor to carry out the method according to any one of claims 1 to 14, 18 to 34, 38 to 51, and 55 to 67.

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