Automated self-testing

1. A system, comprising:

a processor; and

a memory coupled with the processor, wherein the memory is configured to provide the processor with instructions which when executed cause the processor to:

instruct an aircraft to ascend above a threshold altitude while the aircraft is performing an autonomous take-off;

in response to the aircraft being above the threshold altitude, determine a flight-time variable associated with the aircraft, wherein the flight-time variable includes a payload-inclusive weight, and wherein the determining of the flight-time variable associated with the aircraft comprises to:

obtain a thrust associated with a rotor while the aircraft is flying; and

determine the payload-inclusive weight based at least in part on the thrust, comprising to:

map the obtained thrust and altitude to the payload-inclusive weight based at least in part on a ground effect model that models a characteristic of air below the aircraft reducing thrust for hovering;

determine an airworthiness of the aircraft based at least in part on the flight-time variable, comprising to:

compare the payload-inclusive weight to a weight threshold; and

in response to determining the airworthiness of the aircraft, configure the aircraft with a set of one or more constrained settings.

2. The system of claim 1 , wherein the airworthiness of the aircraft includes at least one of: airworthy, marginally airworthy, or not airworthy.

3. The system recited in claim 1 , wherein:

the flight-time variable includes a payload-inclusive center of gravity;

determining the payload-inclusive center of gravity includes:

obtaining a thrust associated with a rotor while the aircraft is flying; and

determining the payload-inclusive center of gravity based at least in part on the thrust;

determining the airworthiness of the aircraft includes comparing the payload-inclusive center of gravity to a center of gravity threshold represented by a three-dimensional (3D) shape; and

automatically landing the aircraft in response to determining that the aircraft is not airworthy including by landing the aircraft in response to determining that the payload-inclusive center of gravity exceeds the center of gravity threshold represented by the 3D shape.

4. The system recited in claim 1 , wherein the payload-inclusive weight is a maximum weight capable of being flown.

5. The system recited in claim 1 , wherein:

the aircraft includes a plurality of rotors; and

determining the payload-inclusive weight includes obtaining a thrust associated with each rotor of the plurality of rotors.

6. The system recited in claim 1 , wherein:

the flight-time variable includes a payload-inclusive weight;

determining the payload-inclusive weight includes:

obtaining a thrust associated with a rotor while the aircraft is flying; and

determining the payload-inclusive weight based at least in part on the thrust;

determining whether the aircraft is airworthy includes comparing the payload-inclusive weight to a weight threshold; and

automatically landing the aircraft in response to determining that the aircraft is not airworthy includes automatically landing the aircraft in response to determining that the payload-inclusive weight exceeds the weight threshold.

7. The system recited in claim 1 , wherein:

determining the airworthiness of the aircraft includes:

comparing the flight-time variable to a first threshold; and

comparing the flight-time variable to a second threshold greater than the first threshold; and

determining that the aircraft is marginally airworthy in response to determining that the flight-time variable exceeds the first threshold and does not exceed the second threshold; and

the memory is further configured to provide the processor with instructions which when executed cause the processor to: in response to determining that the aircraft is marginally airworthy, configure the aircraft with the set of one or more constrained settings including at least one of: lower maximum speed or reduced control options provided to a pilot of the aircraft compared with an aircraft determined to be more than marginally airworthy.

8. The system recited in claim 1 , wherein:

determining the airworthiness of the aircraft includes:

comparing the flight-time variable to a first threshold;

comparing the flight-time variable to a second threshold different from the first threshold; and

determining that the aircraft is not airworthy in response to determining that the flight-time variable exceeds the second threshold; and

configuring the aircraft with a set of one or more constrained settings in response to determining that the aircraft is not airworthy including by automatically landing the aircraft.

9. The system recited in claim 1 , wherein determining the flight-time variable is based at least in part on one of wind speed or wind direction.

10. The system recited in claim 1 , wherein determining the flight-time variable is based at least in part on one of air density and temperature.

11. A computer program product, the computer program product being embodied in a non-transitory computer readable storage medium and comprising computer instructions for:

instructing an aircraft to ascend above a threshold altitude while the aircraft is performing an autonomous take-off;

in response to the aircraft being above the threshold altitude, determining a flight-time variable associated with the aircraft, wherein:

the flight-time variable includes a payload-inclusive weight; and

the determining of the flight-time variable associated with the aircraft comprises:

obtaining a thrust associated with a rotor while the aircraft is flying; and

determining the payload-inclusive weight based at least in part on the thrust;

determining an airworthiness of the aircraft based at least in part on the flight-time variable, comprising:

comparing the payload-inclusive weight to a first weight threshold; and

comparing the payload-inclusive weight to a second weight threshold, wherein the first weight threshold is less than the second weight threshold;

automatically landing the aircraft in response to determining that the aircraft is not airworthy includes automatically landing the aircraft in response to determining that the payload-inclusive weight exceeds the second weight threshold;

in response to determining that the aircraft is marginally airworthy, configure the aircraft with a set of one or more constrained settings, wherein it is determined that the aircraft is marginally airworthy in response to determining that the payload-inclusive weight exceeds the first weight threshold and does not exceed the second weight threshold; and

in response to determining the airworthiness of the aircraft, configure the aircraft with a set of one or more constrained settings.

12. A system, comprising:

a processor; and

a memory coupled with the processor, wherein the memory is configured to provide the processor with instructions which when executed cause the processor to:

instruct an aircraft to ascend above a threshold altitude while the aircraft is performing an autonomous take-off;

in response to the aircraft being above the threshold altitude, determine a flight-time variable associated with the aircraft, wherein:

the flight-time variable includes a payload-inclusive weight; and

the determining of the flight-time variable associated with the aircraft comprises to:

obtain a thrust associated with a rotor while the aircraft is flying; and

determine the payload-inclusive weight based at least in part on the thrust;

determine an airworthiness of the aircraft based at least in part on the flight-time variable, comprising to:

compare the payload-inclusive weight to a first weight threshold; and

compare the payload-inclusive weight to a second weight threshold,

wherein the first weight threshold is less than the second weight threshold;

automatically landing the aircraft in response to determining that the aircraft is not airworthy includes automatically landing the aircraft in response to determining that the payload-inclusive weight exceeds the second weight threshold;

in response to determining that the aircraft is marginally airworthy, configure the aircraft with a set of one or more constrained settings, wherein it is determined that the aircraft is marginally airworthy in response to determining that the payload-inclusive weight exceeds the first weight threshold and does not exceed the second weight threshold; and

in response to determining the airworthiness of the aircraft, configure the aircraft with a set of one or more constrained settings.

13. A method, comprising:

instructing an aircraft to ascend above a threshold altitude while the aircraft is performing an autonomous take-off;

in response to the aircraft being above the threshold altitude, determining a flight-time variable associated with the aircraft, wherein:

the flight-time variable includes a payload-inclusive weight; and

the determining of the flight-time variable associated with the aircraft comprises:

obtaining a thrust associated with a rotor while the aircraft is flying; and

determining the payload-inclusive weight based at least in part on the thrust;

determining an airworthiness of the aircraft based at least in part on the flight-time variable, comprising:

comparing the payload-inclusive weight to a first weight threshold; and

comparing the payload-inclusive weight to a second weight threshold, wherein the first weight threshold is less than the second weight threshold;

automatically landing the aircraft in response to determining that the aircraft is not airworthy includes automatically landing the aircraft in response to determining that the payload-inclusive weight exceeds the second weight threshold;

in response to determining that the aircraft is marginally airworthy, configure the aircraft with a set of one or more constrained settings, wherein it is determined that the aircraft is marginally airworthy in response to determining that the payload-inclusive weight exceeds the first weight threshold and does not exceed the second weight threshold; and

in response to determining the airworthiness of the aircraft, configure the aircraft with a set of one or more constrained settings.

14. A method, comprising:

instructing an aircraft to ascend above a threshold altitude while the aircraft is performing an autonomous take-off;

in response to the aircraft being above the threshold altitude, determining a flight-time variable associated with the aircraft, wherein the flight-time variable includes a payload-inclusive weight, and wherein the determining of the flight-time variable associated with the aircraft comprises:

obtaining a thrust associated with a rotor while the aircraft is flying; and

determining the payload-inclusive weight based at least in part on the thrust, comprising to:

mapping the obtained thrust and altitude to the payload-inclusive weight based at least in part on a ground effect model that models a characteristic of air below the aircraft reducing thrust for hovering;

determining an airworthiness of the aircraft based at least in part on the flight-time variable; variable, comprising:

comparing the payload-inclusive weight to a weight threshold; and

in response to determining the airworthiness of the aircraft, configuring the aircraft with a set of one or more constrained settings.

15. The method recited in claim 14 , wherein:

determining the airworthiness of the aircraft includes:

comparing the flight-time variable to a first threshold;

comparing the flight-time variable to a second threshold different from the first threshold; and

determining that the aircraft is not airworthy in response to determining that the flight-time variable exceeds the second threshold; and

configuring the aircraft with a set of one or more constrained settings in response to determining that the aircraft is not airworthy including by automatically landing the aircraft.

16. The method recited in claim 14 , wherein:

determining the airworthiness of the aircraft includes:

comparing the flight-time variable to a first threshold; and

comparing the flight-time variable to a second threshold greater than the first threshold;

determining that the aircraft is marginally airworthy in response to determining that the flight-time variable exceeds the first threshold and does not exceed the second threshold; and

in response to determining that the aircraft is marginally airworthy, configure the aircraft with the set of one or more constrained settings including at least one of: lower maximum speed or reduced control options provided to a pilot of the aircraft compared with an aircraft determined to be more than marginally airworthy.

17. A computer program product, the computer program product being embodied in a non-transitory computer readable storage medium and comprising computer instructions for:

instructing an aircraft to ascend above a threshold altitude while the aircraft is performing an autonomous take-off;

in response to the aircraft being above the threshold altitude, determining a flight-time variable associated with the aircraft, wherein the flight-time variable includes a payload-inclusive weight, and wherein the determining of the flight-time variable associated with the aircraft comprises:

obtaining a thrust associated with a rotor while the aircraft is flying; and

determining the payload-inclusive weight based at least in part on the thrust, comprising to:

mapping the obtained thrust and altitude to the payload-inclusive weight based at least in part on a ground effect model that models a characteristic of air below the aircraft reducing thrust for hovering;

determining an airworthiness of the aircraft based at least in part on the flight-time variable, comprising:

comparing the payload-inclusive weight to a weight threshold; and

in response to determining the airworthiness of the aircraft, configuring the aircraft with a set of one or more constrained settings.

18. The computer program product recited in claim 17 , wherein:

determining the airworthiness of the aircraft includes:

comparing the flight-time variable to a first threshold; and

comparing the flight-time variable to a second threshold greater than the first threshold;

determining that the aircraft is marginally airworthy in response to determining that the flight-time variable exceeds the first threshold and does not exceed the second threshold; and

in response to determining that the aircraft is marginally airworthy, configure the aircraft with the set of one or more constrained settings including at least one of: lower maximum speed or reduced control options provided to a pilot of the aircraft compared with an aircraft determined to be more than marginally airworthy.