Portable aircraft launcher for testing aircraft

Abstract

A portable aircraft launcher for testing aircraft is a device that allows the launch of various aircraft from a ground vehicle without affecting the takeoff or flight of the aircraft. The device also allows the verification of the flight control system of the aircraft in a testing environment prior to takeoff. The device includes a mounting base, a tilt-adjustment mechanism, an elongated mast, a ball-and-socket joint, an aircraft platform, and a center-of-gravity (CG) adjustment mechanism. The mounting base facilitates the attachment of the device to the ground vehicle. The tilt-adjustment mechanism enables the adjustment of the tilt of the elongated mast relative to the mounting base. The elongated mast elevates the aircraft platform off the mounting base. The aircraft platform enables the mounting of the desired aircraft to the device. The CG adjustment mechanism enables the adjustment of the center of gravity of the aircraft platform and the mounted aircraft.

Description

[0001] Portable Aircraft Launcher for Testing Aircraft

[0002] The current application is a Patent Cooperation Treaty (PCT) application and claims a priority to a U.S. provisional application serial number 63 / 677,296 filed on July 30, 2024.

[0003] FIELD OF THE INVENTION

[0004] The present invention relates generally to aerial vehicles and aircraft launch systems. More specifically, the present invention discloses a portable aircraft launcher that can be installed on ground vehicles to test aircraft.

[0005] BACKGROUND OF THE INVENTION

[0006] Aircraft and other aerial vehicles often include means to take off from the ground as part of the aircraft’s propulsion system. These systems often require a large open space, such as a runway, for the aircraft to gain the momentum necessary to take off. In some situations, external launchers can be implemented to help the aircraft take off without the need for a runway and by using less fuel. For example, aircraft catapults have been implemented to help aircraft reach the necessary takeoff speed without the need of a runway, such as jets taking off from an aircraft carrier. For heavyweight aerial vehicles that require a relatively high launch speed (e.g., greater than 40 MPH), catapults become very large and expensive. Aircraft carrier catapults are used to accelerate aircraft to 165 MPH in under two seconds, equating to approximately four Gs of average force. This requires an aircraft to be built to handle this type of force and still requires at least 250 feet to launch.

[0007] Vehicle-based launchers can match these types of takeoff speeds given a closed course with a paved road, yet do not require cost prohibitive launchers of incredible size that would be required to propel a small aircraft to such high speed. While drone launchers exist that can accelerate a drone at high G, Newton’s laws for acceleration dictates a relatively large takeoff rail or structure, that ultimately has considerable expense and logistical footprint. These types of catapult systems also require the drone to be capable of handling the relatively high G-loading imparted during takeoff. This acceleration is likely not experienced at any other moment in flight and may create additional structural requirements for the drone that is otherwise unnecessary, leading to lower flight performance.

[0008] Therefore, the objective of the present invention is to provide a portable aircraft launcher for testing aircraft that overcomes the shortcomings of the existing aerial vehicle launchers. The present invention allows the aircraft to be designed with no specialized launch equipment. Without the necessity for landing gear or other takeoff-related features, the aerial vehicle can be lighter and better optimized for flight conditions, generally leading to better performance or efficiency. Further, the portable aircraft launcher of the present invention can be installed on a ground vehicle to provide the momentum necessary for the aircraft to reach the necessary takeoff speed. By facilitating runway independence, the aircraft no longer needs a specialized runway for takeoff. The modular and portable design of the present invention allows for the aircraft launcher to be installed on the desired vehicle without using large machinery.

[0009] Further, the present invention is designed to provide better takeoff performance. Aircraft often use propulsion systems, such as jet engines, that provide relatively high power when used at high speed but offer poor slow speed performance, resulting in requirements for relatively long runways for takeoff. In addition, jet aircraft often require foreign-object-free surfaces for taxiing and takeoff to avoid ingestion of rocks or other damaging items. In contrast, launch from a high-performance vehicle eliminates the taxiing environment for the aircraft altogether and allows the aircraft to be accelerated to takeoff speed in a minimal distance while minimizing the chances of foreign object ingestion for the engine by virtue of the aerial vehicle being mounted well above the launch vehicle. This minimizes runway length requirements for the aircraft as well.

[0010] The rigid mounting of the aircraft to the present invention until release eliminates the hazardous situation of driving the aircraft at very high speeds while not rigidly attached. Further, if such a runway is used, high performance vehicles can be used to rapidly accelerate the drone to very high takeoff speeds, even matching the rotation speeds of traditional fighter or other jet powered aircraft. Additional features and benefits of the present invention are further discussed in the sections below.

[0011] SUMMARY OF THE INVENTION

[0012] The present invention discloses a portable aircraft launcher for testing aircraft. The present invention ensures fidelity of flight control systems while enabling the aircraft to launch with minimal risk of upset as well as high fidelity verification of proper function prior to launch. The present invention includes a portable and modular system that can be installed on a ground vehicle (e.g., a car, truck, boat, etc.) to achieve takeoff speed of the aerial vehicle being launched. The present invention allows freedom of movement in multiple axes (i.e., roll, pitch, and yaw) which allows the activation and verification of the flight controller and / or pilot control inputs while the aerial vehicle is still rigidly attached to the ground vehicle. Further, the present invention implements counterweights and modular mounting points to allow the Center of Gravity (CG) of the rotating assembly to be measured and collocated with the pivot point of the system’s assembly.

[0013] With the CG of the rotating modular assembly (i.e., aircraft plus mounting equipment) located at a pivot near proximity to the aircraft center of mass, the aircraft behaves aerodynamically nearly identically to how the aircraft performs when flying. This allows confirmation prior to launch that the pitch, roll, and yaw are being adequately controlled. Further, the rigid connection of the present invention to the ground vehicle eliminates the possibility of the aircraft falling off the launch vehicle or taking off prematurely. Additionally, at release, the positioning of the flight control surfaces effectively does not change to maintain the same aircraft attitude, reducing the possibility of flight controller or pilot induced oscillations immediately after takeoff. Combined with sensing equipment, verification is made that the aircraft is creating the required thrust and lift (greater than aircraft drag and weight) prior to takeoff, effectively eliminating the possibility of stalling immediately after takeoff.

[0014] BRIEF DESCRIPTION OF THE DRAWINGS

[0015] FIG. 1 is a top-front perspective view of the portable aircraft launcher of the present invention.

[0016] FIG. 2 is a side view of the portable aircraft launcher of the present invention. FIG. 3 is a front view of the portable aircraft launcher of the present invention. FIG. 4 is a top view of the portable aircraft launcher of the present invention. FIG. 5 is a bottom view of the portable aircraft launcher of the present invention. FIG. 6 is a schematic view of the joint mechanism of the present invention, wherein the joint mechanism is shown as a ball-and-socket joint.

[0017] DETAILED DESCRIPTION OF THE INVENTION

[0018] All illustrations of the drawings are for the purpose of describing selected versions of the present invention and are not intended to limit the scope of the present invention.

[0019] The present invention discloses a portable aircraft launcher for testing aircraft. The present invention allows for the launch of manned or unmanned aircraft from a ground vehicle without affecting the takeoff or flight of the aircraft. The present invention also allows the verification of the flight control system of rotary wing as well as fixed wing aircraft in a testing environment prior to takeoff. As can be seen in FIGS. 1 through 5, the present invention comprises a mounting base 1, a tilt-adjustment mechanism 2, an elongated mast 10, a ball-and-socket joint 25, an aircraft platform 14, and a center-of-gravity (CG) adjustment mechanism 18. The mounting base 1 corresponds to the structure that facilitates the attachment of the present invention to the desired ground vehicle. The tilt-adjustment mechanism 2 allows the selective adjustment of the angular orientation of the elongated mast 10 relative to the mounting base 1. The elongated mast 10 elevates the aircraft platform 14 off the mounting base 1 and supports the load from the aircraft platform 14. The aircraft platform 14 enables the removable attachment of the desired aircraft to the present invention. The CG adjustment mechanism 18 enables the adjustment of the combined center of gravity of the aircraft platform 14 and the mounted aircraft.

[0020] The general configuration of the aforementioned components enables the safe and efficient testing of experimental aircraft without the use of expensive launch systems that require heavy machinery. As previously discussed, the mounting base 1 enables the secure attachment of the present invention to the desired ground vehicle. As can be seen in FIGS. 1 through 5, the mounting base l is a large structure made from rigid durable materials large enough to fit on the target external portion of the desired ground vehicle. For example, the mounting base 1 can be an overall flat rectangular metal plate large enough to fit on the roof of a vehicle or the bed of a truck. Further, different attachment mechanisms can be used to secure the mounting base 1 to the desired ground vehicle, such as using the appropriate fasteners to secure the mounting base 1 to the frame of the vehicle. The mounting base 1 may also include several cutouts distributed throughout the mounting base 1 to reduce the overall weight of the mounting base 1.

[0021] Moreover, the overall shape and size of the elongated mast 10 can vary depending on the aircraft being mounted onto the aircraft platform 14. Generally, the elongated mast 10 can be a long strip of rigid and durable material with a length large enough to separate the attached aircraft from the ground vehicle, as can be seen in FIGS. 1 through 5. This is necessary to prevent accidental collisions of the aircraft against the vehicle’s frame while the aircraft is attached to the aircraft platform 14 prior to takeoff. Further, the elongated mast 10 generally comprises a first mast end 11 and a second mast end 12 corresponding to the terminal ends of the elongated mast 10.

[0022] In the preferred embodiment, the present invention is arranged as follows: the first mast end 11 is positioned opposite the second mast end 12 along the elongated mast 10 due to the overall length of the elongated mast 10, as can be seen in FIGS. 1 through 5. The first mast end 11 is hingedly connected to the mounting base 1 by the tilt-adjustment mechanism 2. This allows the elongated mast 10 to be secured to the mounting base 1 while also allowing the angular orientation of the elongated mast 10 to be adjusted using the tilt-adjustment mechanism 2. On the other hand, the aircraft platform 14 is operatively mounted to the second mast end 12 by the joint mechanism 13 to secure the aircraft platform 14 to the elongated mast 10. The joint mechanism 13 is used to freely move the aircraft platform 14 about the second mast end 12. In other words, the joint mechanism 13 allows the aircraft platform 14 to pivot on the second mast end 12 as the aircraft mounted onto the aircraft platform 14 engages the incoming airflow. The pivoting of the aircraft platform 14 allows the mounted aircraft to change the yaw, pitch, and roll naturally.

[0023] Further, the CG adjustment mechanism 18 is operatively integrated into the aircraft platform 14 to implement the CG adjustment mechanism 18 on the aircraft platform 14, as can be seen in FIGS. 1 through 5. The CG adjustment mechanism 18 is used to adjust a combined center of gravity of the aircraft platform 14 and an aircraft mounted onto the aircraft platform 14. In other words, the combined center of gravity of the aircraft and the aircraft platform 14 can be adjusted to coincide with the location of the joint mechanism 13. In other embodiments, the present invention can be modified to accommodate aircraft with specific operational requirements.

[0024] As previously discussed, the tilt-adjustment mechanism 2 allows the adjustment of the angular orientation of the elongate mast relative to the mounting base 1. This allows the user to easily mount the aircraft onto the aircraft platform 14 by lowering the aircraft platform 14 after disengaging the tilt-adjustment mechanism 2. In addition, the user can selectively tilt the elongated mast 10 to adjust the angle of attack of the aircraft mounted onto the aircraft platform 14. As can be seen in FIGS. 1 through 5, the tiltadjustment mechanism 2 may comprise at least one semicircular bracket 3 and at least one bracket leg 4. The at least one semicircular bracket 3 corresponds to the device that connects the elongated mast 10 to the mounting base 1. The at least one bracket leg 4 corresponds to the structure that facilitates the rotational connection of the elongated mast 10 to the at least one semicircular bracket 3. Further, due to the length of the at least one bracket leg 4, the at least one bracket leg 4 may comprise a first leg end 5 and a second leg end 6 corresponding to the terminal ends of the at least one bracket leg 4. In the preferred embodiment, the tilt-adjustment mechanism 2 can be implemented as follows: the first mast end 11 is laterally connected to the first leg end 5 to secure the at least one bracket leg 4 to the elongated mast 10, as can be seen in FIGS. 1 through 5. In addition, the first leg end 5 is peripherally attached to the at least one semicircular bracket 3 so that as the at least one bracket leg 4 is rotated, the first leg end 5 remains close to the circular perimeter of the at least one bracket leg 4. Further, the second leg end 6 is rotatably and centrally connected to the at least one semicircular bracket 3 to enable the pivoting of the at least one bracket leg 4 on the at least one semicircular bracket 3.

[0025] To facilitate the adjustment of the angular rotation of the elongated mast 10 relative to the mounting base 1, the tilt-adjustment mechanism 2 may further comprise a linchpin 7, a leg hole 8, a plurality of adjustment holes 9, as can be seen in FIGS. 1 through 5. The linchpin 7, the leg hole 8, and the plurality of adjustment holes 9 enable the selective fastening of the at least one bracket leg 4 to the at least one semicircular bracket 3. To do so, the at least one semicircular bracket 3 is positioned perpendicular to the mounting base 1 and the at least one bracket leg 4 is positioned parallel to the at least one semicircular bracket 3. As a result, the elongated mast 10 is oriented perpendicular to the mounting base 1 relative to the rotation axis of the second leg end 6.

[0026] Further, the leg hole 8 laterally traverses through the at least one bracket leg 4, adjacent to the first leg end 5, to form a hole large enough to accommodate the linchpin 7, as can be seen in FIGS. 1 through 5. On the other hand, each of the plurality of adjustment holes 9 traverses perpendicular through the at least one semicircular bracket 3 to form several holes of equal size to the leg hole 8. The plurality of adjustment holes 9 is also radially distributed about the at least one semicircular bracket 3 so that several adjustment holes are provided along the circular perimeter of the at least one semicircular bracket 3. The position of each of the plurality of adjustment holes 9 can match a specific angle that can be used to adjust the desired angle between the elongated mast 10 and the mounting base 1. Thus, to adjust the angular orientation of the elongated mast 10, the linchpin 7 is attached through the leg hole 8 and a selected adjustment hole from the plurality of adjustment holes 9. In other embodiments, different mechanisms can be utilized to adjust the angular orientation of the elongated mast 10 relative to the mounting base 1 and / or the ground vehicle.

[0027] Similar to the tilt-adjustment mechanism 2, the joint mechanism 13 can be provided in different configurations depending on the aircraft’s requirements. In general, the joint mechanism 13 is a mechanism that allows the pivoting of the aircraft platform 14 on the second mast end 12, as can be seen in FIGS. 1 through 5. In the preferred embodiment, the joint mechanism 13 is a ball-and-socket joint 25 that facilitates the pivotal connection between the aircraft platform 14 and the elongated mast 10. As can be seen in FIG. 6, the ball-and-socket joint 25 comprises a ball portion 26 and a socket portion 27 corresponding to the main portions of the ball-and-socket joint 25. In addition, the aircraft platform 14 comprises an elongated platform body 15 corresponding to the main structure of the aircraft platform 14. The elongated platform body 15 can be a C- shaped rail, but other elongated structures can be implemented according to the aircraft’s requirements.

[0028] In the preferred embodiment, the ball-and-socket joint 25 can be implemented as follows: the ball portion 26 is centrally positioned along the elongated platform body 15 so that the ball portion 26 is balanced on the ball portion 26, as can be seen in FIGS. 1 through 6. The ball portion 26 is laterally connected to the elongated platform body 15 to secure the ball portion 26 to the aircraft platform 14. On the other hand, the socket portion 27 is connected onto the second mast end 12 to secure the socket portion 27 to the elongated mast 10. Further, the ball portion 26 is pivotably engaged into the socket portion 27 to facilitate the pivotal connection between the aircraft platform 14 and the elongated mast 10.

[0029] The CG adjustment mechanism 18 is preferably designed to enable the manual adjustment of the center of gravity of the aircraft mounted onto the aircraft platform 14. As can be seen in FIGS. 1 through 5, the CG adjustment mechanism 18 comprises a first movable weight 19 and a second movable weight 20. The first movable weight 19 and the second movable weight 20 correspond to two separate weights that can be moved along the elongated platform body 15 to adjust the overall center of gravity. Both the first movable weight 19 and the second movable weight 20 can be swapped with other movable weights of different weight to help adjust the overall center of gravity if necessary. In addition, the aircraft platform 14 may further comprise a first body end 16 and a second body end 17 corresponding to the terminal ends of the elongated platform body 15.

[0030] To implement the CG adjustment mechanism 18, the first body end 16 is positioned opposite the second body end 17 along the elongated platform body 15 due to the overall length of the elongated platform body 15, as can be seen in FIGS. 1 through 5. The first movable weight 19 is mounted from the elongated platform body 15, adjacent to the first body end 16, so that the weight of the first movable weight 19 pulls the elongated platform body 15 down adjacent to the first body end 16. Similarly, the second movable weight 20 is mounted from the elongated platform body 15, adjacent to the second body end 17, so that the weight of the second movable weight 20 pulls the elongated platform body 15 down adjacent to the second body end 17. This way, the overall center of gravity can be adjusted by moving the position of the first movable weight 19 and the second movable weight 20 along the elongated platform body 15.

[0031] As discussed above, the first movable weight 19 and the second movable weight 20 are preferably hung from the aircraft platform 14 while adjusting the overall center of gravity of the aircraft and the aircraft platform 14. As can be seen in FIGS. 1 through 5, the CG adjustment mechanism 18 may further comprise a first female-threaded hole 21, a second female-threaded hole 22, a first male-threaded rod 23, and a second male-threaded rod 24. The first male-threaded rod 23 and the second male-threaded rod 24 correspond to two elongated rods from which the first movable weight 19 and the second movable weight 20 are hung, respectively. The first female-threaded hole 21 and the second female-threaded hole 22 correspond to two threaded holes on the first movable weight 19 and the second movable weight 20 that facilitate the connection of each movable weight to the corresponding male-threaded rod.

[0032] In the preferred embodiment, the male-threaded rods and the female-threaded holes are implemented as follows: the first female-threaded hole 21 is integrated through the first movable weight 19 to form a female-threaded hole through the first movable weight 19, as can be seen in FIGS. 1 through 5. The first male-threaded rod 23 is connected perpendicular to the elongated platform body 15, adjacent to the first body end 16, to terminally secure the first male-threaded rod 23 to the aircraft platform 14. In addition, the first male-threaded rod 23 is oriented towards the mounting base 1 so that the first movable weight 19 can hang from the first male-threaded rod 23. Further, the first male-threaded rod 23 is threadibly engaged through the first female-threaded hole 21 to secure the first movable weight 19 at a fixed position along the first male-threaded rod 23. This further facilitates the adjustment of the overall center of gravity.

[0033] In a similar manner, the second female-threaded hole 22 is integrated through the second movable weight 20 to form a female-threaded hole through the second movable weight 20, as can be seen in FIGS. 1 through 5. The second male-threaded rod 24 is also connected perpendicular to the elongated platform body 15, adjacent to the second body end 17, to terminally secure the second male-threaded rod 24 to the aircraft platform 14. In addition, the second male-threaded rod 24 is oriented towards the mounting base 1 so that the second movable weight 20 can hang from the second male-threaded rod 24. Further, the second male-threaded rod 24 is threadibly engaged through the second female-threaded hole 22 to secure the second movable weight 20 at a fixed position along the second male-threaded rod 24. This further facilitates the adjustment of the overall center of gravity of the aircraft platform 14 and the mounted aircraft.

[0034] The design of the CG adjustment mechanism 18 allows for optimal balancing depending on the operation and test being performed. For example, on extremely bumpy roads, the movable weights used can be lighter and positioned further away from the joint mechanism 13 to establish the proper CG location but with greater system moment of inertia to provide damping. On smooth roads, heavier weights positioned closer to the joint mechanism 13 are used to create a lower moment of inertia system, thereby mimicking the conditions of the aircraft in flight more accurately.

[0035] As previously discussed, the portability and modularity of the present invention allows an experimental aircraft to be tested and launched from a ground vehicle. The present invention allows the mounted aircraft to engage the incoming airflow as the aircraft would normally do while flying. This allows the operation of the aircraft to be tested before being launched by the user. To enable the selective launch of the mounted aircraft, the present invention may further comprise a quick-release adapter 28 and a release tab 29, as can be seen in FIGS. 1 through 5. The quick-release adapter 28 allows the aircraft to be secured to the aircraft platform 14 while the release tab 29 allows the selective disengagement of the quick-release adapter 28 to allow the aircraft to safely take off.

[0036] To implement the quick-release adapter 28, the quick-release adapter 28 is mounted onto the elongated body so that the quick-release adapter 28 can secure the aircraft to the aircraft platform 14, as can be seen in FIGS. 1 through 5. The quick-release adapter 28 can be provided in different configurations to accommodate different types of aircraft so that the present invention can be utilized to test and launch various aircraft. In general, the quick-release adapter 28 is configured to mount an aircraft onto the aircraft platform 14. The quick-release adapter 28 can utilize mechanical means to secure the aircraft to the aircraft platform 14 and to release the aircraft when triggered. A motorized embodiment can also be implemented for remote operation of the quick-release adapter 28. Further, the release tab 29 is operatively coupled to the quick-release adapter 28 to connect the release tab 29 to the quick-release adapter 28. The release tab 29 is used to actuate the quick-release adapter 28 so that the user can selectively disengage the quickrelease adapter 28. In other embodiments, different mechanisms can be implemented to selectively disconnect the aircraft from the aircraft platform 14 for takeoff.

[0037] The present invention is designed to allow the mounted aircraft to have a predetermined number of degrees of freedom so that the aircraft can perform similarly as if the aircraft were taking off without the aid of an external launcher. The present invention can allow the aircraft to have up to six degrees of freedom so that useful information that allows the aircraft’s flight controller to be tuned prior to launch is collected. Tuning of the flight controller alters the controllability of the aircraft so that the aircraft can be controlled under the desired operational configurations.

[0038] The present invention allows the aircraft to freely move in pitch / roll / yaw prior to launch while remaining firmly attached to the truck’s roof. The present invention fits effectively on any ground vehicle capable of achieving the takeoff speed of the aircraft. Typically, this means a car or truck that can achieve a typical takeoff speed of 65 Miles per Hour (MPH) depending on the wing loading and aerodynamics of the aircraft. The aircraft’ s flight controls, either commanded by a pilot or electronic flight controller, are activated while still connected to the ground vehicle, allowing the flight controller to effectively control the aircraft’s attitude. This has multiple purposes. For instance, a developer can test and tune an electronic flight controller without risking the aircraft. In addition, a pilot can train on the controls without risk. Operationally, an aerial vehicle using a digital flight controller can demonstrate the ability to control the aircraft’s attitude prior to launch, effectively comprising a built-in test to ensure full mechanical, electrical, and electronic functionality of all components prior to takeoff.

[0039] To operate the present invention, the aircraft is mounted onto the aircraft platform 14 and the CG adjustment mechanism 18 is engaged to position the aircraft’s center of gravity directly above the joint mechanism 13. This effectively makes the aircraft behave the same while on the vehicle as the aircraft does once airborne. If a flight control surface is in a particular position to hold the aircraft attitude while mounted on the ground vehicle, the flight control surface will not need to change position to have the same effect once the aircraft takes off. This significantly limits the risk for the aircraft that could otherwise have unpredictable behavior when activated or might have part of the system not operating properly.

[0040] Further, drones with PID controllers or other adaptive flight control systems can begin adapting the corresponding control responses as soon as the flight controller is powered. This creates a problem if the drone is constrained in one or more axis prior to takeoff, as the drone is trying to “learn” from a feedback mechanism that is non-existent. For instance, the drone might find that the drone is slightly off in the roll axis, and because the drone senses that small flight control inputs are not correcting the problem, the drone continues to command greater input to correct (which continues to be unsuccessful, because the drone is constrained) and learns that this is appropriate for controlling roll attitude. This would create a non-ideal situation at takeoff, where the flight controls must immediately react to a drastically different situation as soon as release occurs. The present invention prevents these problems by allowing more freedom of movement for the mounted aircraft.

[0041] For the quick-release adapter 28, the present invention can use an automatic, semi-automatic, or manual single point release mechanisms. The quick -release adapter 28 gives mechanical advantage and eliminates the possibility of binding when the aircraft is making lift or thrust prior to takeoff. As such, the simplest version of the quick-release adapter 28 allows the user to pull on a cable or pulley attached to the quick-release adapter 28 to manually release the aircraft. Alternatively, various electrical and electronic inputs can be attached to provide more sophisticated control. One version being uses a pneumatic solenoid that is activated by a push-button electrical switch and operated off a 12-volt battery. When the user pushes the button, the aircraft is released. This constitutes a slightly more sophisticated version of manual release. Future alternate versions of the quick-release adapter 28 can use sensors and electronics to provide a semi-auto or automatic function.

[0042] In a fully automatic takeoff function, both the aircraft and the quick-release adapter 28 are activated. The user then accelerates the ground vehicle to an appropriate takeoff speed. At this time, the automatically flying aircraft would engage the motor and apply flight controls for a takeoff attitude, while the automatic quick-release adapter 28 measures the lift and thrust of the aircraft. Once conditions are met for lift and thrust to ensure flight, the automatic quick-release adapter 28 would release the aircraft, and the aircraft would fly autonomously away. A semi-automatic mode could combine facets of each. The aircraft could be commanded either automatically or by a pilot who set the release attitude and thrust conditions for takeoff. The quick-release adapter 28 could still sense the proper conditions for takeoff as previously discussed, and once met, give a consent to release for the operator, arming the quick-release adapter 28. Once the quickrelease adapter 28 is armed, the user can choose to release the aircraft.

[0043] Depending on the experience of the crew using the present invention, the aircraft’ s intended purpose, and the conditions at launch, any one of these release options might be optimal, and represents value to the user in having a modular launch system. Because the aircraft is rigidly attached, propulsion systems can be run at full throttle to ensure the operation prior to release. For systems such as jet engines that have considerable spool-up time (sometimes ten seconds from idle to military power), this ensures the engine making full thrust prior to beginning takeoff. Likewise, in case of gusty wind conditions, a bumpy road, or other dynamic conditions during the takeoff run, the rigid release allows the aircraft to make considerably more lift than the weight prior to release, ensuring a safety factor and highly positive rate of climb following release. All combined, and when measuring thrust / drag and / or lift / downforce, a condition whereby the aircraft is making requisite lift and power while in positive control can be determined prior to takeoff, thereby effectively eliminating accidents shortly after takeoff due to low power, wrongful CG, improper control, or any other malfunction.

[0044] The present invention, while optimized for takeoff, can likewise be used diagnostically or for pure testing. In testing applications, the present invention can serve as a form of wind-tunnel, determining static stability of the aircraft for different aerodynamic and weighting considerations, drag and lift due to different arrangements, and other tests typically executed in a wind-tunnel. Roll rate and pitch rate performance can be determined, as well as even diagnostic considerations such as flutter susceptibility of flight controls. Over-sized flight controls can be created to mimic aerodynamic loading and aeroelastic effect at high speed while physically traveling at the speed allowed by the car or vehicle holding the drone. Because flutter is inherently difficult to predict and often catastrophic, the testing method offers an inexpensive and simple way to avoid such failures in actual flight. Similarly, the present invention can be used to determine the moment of inertia of the aircraft by applying counterweights that move the CG to below the joint mechanism 13.

[0045] In a system that freely pivots, when the CG and mass of the system is known, the system oscillates at a specific frequency. From this frequency, the moment of inertia of the system can be determined. For instance, if the CG is set below the joint mechanism 13 and the aircraft is purposely disturbed in pitch (inside a garage, no wind situation), the aircraft oscillates at a particular frequency that shows the pitch moment of inertia. These moments of inertia can inform the aircraft designer on the equivalence of the model versus real life product and inform design changes. Because moment of inertia is critical in understanding flight control sizing, positioning, and effectiveness, this inherent functionality of the present invention adds significant value in the design and test phase, before ever attempting takeoff.

[0046] Although the invention has been explained in relation to its preferred embodiment, it is to be understood that many other possible modifications and variations can be made without departing from the spirit and scope of the invention.

Claims

1. What is claimed is:

1. A portable aircraft launcher for testing aircraft comprising: a mounting base; a tilt-adjustment mechanism; an elongated mast; a joint mechanism; an aircraft platform; a center-of-gravity (CG) adjustment mechanism; the elongated mast comprising a first mast end and a second mast end; the first mast end being positioned opposite the second mast end along the elongated mast; the first mast end being hingedly connected to the mounting base by the tilt-adjustment mechanism; the aircraft platform being operatively mounted to the second mast end by the joint mechanism, wherein the joint mechanism is used to freely move the aircraft platform about the second mast end; and the CG adjustment mechanism being operatively integrated into the aircraft platform, wherein the CG adjustment mechanism is used to adjust a combined center of gravity of the aircraft platform and an aircraft mounted onto the aircraft platform.

2. The portable aircraft launcher for testing aircraft as claimed in claim 1 further comprising: the tilt-adjustment mechanism comprising at least one semicircular bracket and at least one bracket leg; the at least one bracket leg comprising a first leg end and a second leg end; the first mast end being laterally connected to the first leg end; the first leg end being peripherally attached to the at least one semicircular bracket; and the second leg end being rotatably and centrally connected to the at least one semicircular bracket.

3. The portable aircraft launcher for testing aircraft as claimed in claim 2 further comprising: the tilt-adjustment mechanism further comprising a linchpin, a leg hole, a plurality of adjustment holes; the at least one semicircular bracket being positioned perpendicular to the mounting base; the at least one bracket leg being positioned parallel to the at least one semicircular bracket; the leg hole laterally traversing through the at least one bracket leg, adjacent to the first leg end; each of the plurality of adjustment holes traversing perpendicular through the at least one semicircular bracket; the plurality of adjustment holes being radially distributed about the at least one semicircular bracket; and the linchpin being attached through the leg hole and a selected adjustment hole from the plurality of adjustment holes.

4. The portable aircraft launcher for testing aircraft as claimed in claim 1 further comprising: the joint mechanism being a ball-and-socket joint; the ball-and-socket joint comprising a ball portion and a socket portion; the aircraft platform comprising an elongated platform body; the ball portion being centrally positioned along the elongated platform body; the ball portion being laterally connected to the elongated platform body; the socket portion being connected onto the second mast end; and the ball portion being pivotably engaged into the socket portion.

5. The portable aircraft launcher for testing aircraft as claimed in claim 1 further comprising:the CG adjustment mechanism comprising a first movable weight and a second movable weight; the aircraft platform comprising an elongated platform body, a first body end, and a second body end; the first body end being positioned opposite the second body end along the elongated platform body; the first movable weight being mounted from the elongated platform body, adjacent to the first body end; and the second movable weight being mounted from the elongated platform body, adjacent to the second body end;.

6. The portable aircraft launcher for testing aircraft as claimed in claim 5 further comprising: the CG adjustment mechanism further comprising a first female-threaded hole, a second female-threaded hole, a first male-threaded rod, and a second male- threaded rod; the first female-threaded hole being integrated through the first movable weight; the first male-threaded rod being connected perpendicular to the elongated platform body, adjacent to the first body end; the first male-threaded rod being oriented towards the mounting base; the first male-threaded rod being threadibly engaged through the first female-threaded hole; the second female-threaded hole being integrated through the second movable weight; the second male-threaded rod being connected perpendicular to the elongated platform body, adjacent to the second body end; the second male-threaded rod being oriented towards the mounting base; and the second male-threaded rod being threadibly engaged through the second female-threaded hole.

7. The portable aircraft launcher for testing aircraft as claimed in claim 1 further comprising: a quick-release adapter; a release tab; the aircraft platform comprising an elongated platform body; the quick-release adapter being mounted onto the elongated body; the quick-release adapter being configured to mount an aircraft onto the aircraft platform; and the release tab being operatively coupled to the quick-release adapter, wherein the release tab is used to actuate the quick-release adapter.

8. A portable aircraft launcher for testing aircraft comprising: a mounting base; a tilt-adjustment mechanism; an elongated mast; a joint mechanism; an aircraft platform; a center-of-gravity (CG) adjustment mechanism; the elongated mast comprising a first mast end and a second mast end; the tilt-adjustment mechanism comprising at least one semicircular bracket and at least one bracket leg; the at least one bracket leg comprising a first leg end and a second leg end; the first mast end being positioned opposite the second mast end along the elongated mast; the first mast end being laterally connected to the first leg end; the first leg end being peripherally attached to the at least one semicircular bracket; the second leg end being rotatably and centrally connected to the at least one semicircular bracket;the aircraft platform being operatively mounted to the second mast end by the joint mechanism, wherein the joint mechanism is used to freely move the aircraft platform about the second mast end; and the CG adjustment mechanism being operatively integrated into the aircraft platform, wherein the CG adjustment mechanism is used to adjust a combined center of gravity of the aircraft platform and an aircraft mounted onto the aircraft platform.

9. The portable aircraft launcher for testing aircraft as claimed in claim 8 further comprising: the tilt-adjustment mechanism further comprising a linchpin, a leg hole, a plurality of adjustment holes; the at least one semicircular bracket being positioned perpendicular to the mounting base; the at least one bracket leg being positioned parallel to the at least one semicircular bracket; the leg hole laterally traversing through the at least one bracket leg, adjacent to the first leg end; each of the plurality of adjustment holes traversing perpendicular through the at least one semicircular bracket; the plurality of adjustment holes being radially distributed about the at least one semicircular bracket; and the linchpin being attached through the leg hole and a selected adjustment hole from the plurality of adjustment holes.

10. The portable aircraft launcher for testing aircraft as claimed in claim 8 further comprising: the joint mechanism being a ball-and-socket joint; the ball-and-socket joint comprising a ball portion and a socket portion; the aircraft platform comprising an elongated platform body;the ball portion being centrally positioned along the elongated platform body; the ball portion being laterally connected to the elongated platform body; the socket portion being connected onto the second mast end; and the ball portion being pivotably engaged into the socket portion.

11. The portable aircraft launcher for testing aircraft as claimed in claim 8 further comprising: the CG adjustment mechanism comprising a first movable weight and a second movable weight; the aircraft platform comprising an elongated platform body, a first body end, and a second body end; the first body end being positioned opposite the second body end along the elongated platform body; the first movable weight being mounted from the elongated platform body, adjacent to the first body end; and the second movable weight being mounted from the elongated platform body, adjacent to the second body end.

12. The portable aircraft launcher for testing aircraft as claimed in claim 11 further comprising: the CG adjustment mechanism further comprising a first female-threaded hole, a second female-threaded hole, a first male-threaded rod, and a second male- threaded rod; the first female-threaded hole being integrated through the first movable weight; the first male-threaded rod being connected perpendicular to the elongated platform body, adjacent to the first body end; the first male-threaded rod being oriented towards the mounting base; the first male-threaded rod being threadibly engaged through the first female-threaded hole;the second female-threaded hole being integrated through the second movable weight; the second male-threaded rod being connected perpendicular to the elongated platform body, adjacent to the second body end; the second male-threaded rod being oriented towards the mounting base; and the second male-threaded rod being threadibly engaged through the second female-threaded hole.

13. The portable aircraft launcher for testing aircraft as claimed in claim 8 further comprising: a quick-release adapter; a release tab; the aircraft platform comprising an elongated platform body; the quick-release adapter being mounted onto the elongated body; the quick-release adapter being configured to mount an aircraft onto the aircraft platform; and the release tab being operatively coupled to the quick-release adapter, wherein the release tab is used to actuate the quick-release adapter.

14. A portable aircraft launcher for testing aircraft comprising: a mounting base; a tilt-adjustment mechanism; an elongated mast; a joint mechanism; an aircraft platform; a center-of-gravity (CG) adjustment mechanism; the elongated mast comprising a first mast end and a second mast end; the tilt-adjustment mechanism comprising at least one semicircular bracket and at least one bracket leg;the CG adjustment mechanism comprising a first movable weight and a second movable weight; the aircraft platform comprising an elongated platform body, a first body end, and a second body end; the at least one bracket leg comprising a first leg end and a second leg end; the first mast end being positioned opposite the second mast end along the elongated mast; the first body end being positioned opposite the second body end along the elongated platform body; the first mast end being laterally connected to the first leg end; the first leg end being peripherally attached to the at least one semicircular bracket; the second leg end being rotatably and centrally connected to the at least one semicircular bracket; the aircraft platform being operatively mounted to the second mast end by the joint mechanism, wherein the joint mechanism is used to freely move the aircraft platform about the second mast end; the first movable weight being mounted from the elongated platform body, adjacent to the first body end; and the second movable weight being mounted from the elongated platform body, adjacent to the second body end.

15. The portable aircraft launcher for testing aircraft as claimed in claim 14 further comprising: the tilt-adjustment mechanism further comprising a linchpin, a leg hole, a plurality of adjustment holes; the at least one semicircular bracket being positioned perpendicular to the mounting base; the at least one bracket leg being positioned parallel to the at least one semicircular bracket;the leg hole laterally traversing through the at least one bracket leg, adjacent to the first leg end; each of the plurality of adjustment holes traversing perpendicular through the at least one semicircular bracket; the plurality of adjustment holes being radially distributed about the at least one semicircular bracket; and the linchpin being attached through the leg hole and a selected adjustment hole from the plurality of adjustment holes.

16. The portable aircraft launcher for testing aircraft as claimed in claim 14 further comprising: the joint mechanism being a ball-and-socket joint; the ball-and-socket joint comprising a ball portion and a socket portion; the ball portion being centrally positioned along the elongated platform body; the ball portion being laterally connected to the elongated platform body; the socket portion being connected onto the second mast end; and the ball portion being pivotably engaged into the socket portion.

17. The portable aircraft launcher for testing aircraft as claimed in claim 14 further comprising: the CG adjustment mechanism further comprising a first female-threaded hole, a second female-threaded hole, a first male-threaded rod, and a second male- threaded rod; the first female-threaded hole being integrated through the first movable weight; the first male-threaded rod being connected perpendicular to the elongated platform body, adjacent to the first body end; the first male-threaded rod being oriented towards the mounting base; the first male-threaded rod being threadibly engaged through the first female-threaded hole;the second female-threaded hole being integrated through the second movable weight; the second male-threaded rod being connected perpendicular to the elongated platform body, adjacent to the second body end; the second male-threaded rod being oriented towards the mounting base; and the second male-threaded rod being threadibly engaged through the second female-threaded hole.

18. The portable aircraft launcher for testing aircraft as claimed in claim 14 further comprising: a quick-release adapter; a release tab; the quick-release adapter being mounted onto the elongated body; the quick-release adapter being configured to mount an aircraft onto the aircraft platform; and the release tab being operatively coupled to the quick-release adapter, wherein the release tab is used to actuate the quick-release adapter.

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