Automated aircraft recovery system
Sensor data that includes or more of the following: (1) aircraft state information associated with an aircraft or (2) parachute canopy state information associated with a parachute canopy is received. The parachute canopy is coupled to the aircraft at a point aft of a center of mass of the aircraft. It is determined, based at least in part on the sensor data, whether to generate a control signal associated with maneuvering the aircraft into a nose-up position. A recovery action is performed, including by deploying the parachute canopy; wherein a load on the parachute canopy is reduced in the event the aircraft is in the nose-up position compared to the aircraft being in a nose-down position.
1. A system, comprising:
an interface configured to receive sensor data from a sensor, wherein the sensor data includes or more of the following: (1) aircraft state information associated with an aircraft or (2) parachute canopy state information associated with a parachute canopy;
the parachute canopy, wherein the parachute canopy is coupled to the aircraft at a point aft of a center of mass of the aircraft; and
a processor configured to:
determine, based at least in part on the sensor data, whether to generate a control signal associated with maneuvering the aircraft into a nose-up position, and
perform a recovery action, including by deploying the parachute canopy, wherein a load on the parachute canopy is reduced in the event the aircraft is in the nose-up position compared to the aircraft being in a nose-down position.
2. The system of claim 1 , wherein:
the parachute canopy state information includes an indication associated with a failure of a first parachute canopy;
it is determined to generate the control signal associated with maneuvering the aircraft into the nose-up position in response to the indication associated with the failure of the first parachute canopy; and
the parachute canopy that is deployed as part of performing the recovery action is a second parachute canopy.
3. The system of claim 1 , wherein:
the parachute canopy state information includes an indication associated with a failure of a first parachute canopy;
the failure of the first parachute canopy includes one or more of the following: a rip in the first parachute canopy or a collapse of the first parachute canopy;
it is determined to generate the control signal associated with maneuvering the aircraft into the nose-up position in response to the indication associated with the failure of the first parachute canopy; and
the parachute canopy that is deployed as part of performing the recovery action is a second parachute canopy.
4. The system of claim 1 , wherein:
the parachute canopy state information includes an indication associated with a failure of a first parachute canopy;
it is determined to generate the control signal associated with maneuvering the aircraft into the nose-up position in response to the indication associated with the failure of the first parachute canopy;
the first parachute canopy includes a high-altitude and high-speed parachute canopy that is deployed in response to the aircraft state information exceeding both an altitude threshold and a speed threshold;
the parachute canopy that is deployed as part of performing the recovery action is a second parachute canopy.
5. The system of claim 1 , wherein:
the parachute canopy state information includes an indication associated with a failure of a first parachute canopy;
it is determined to generate the control signal associated with maneuvering the aircraft into the nose-up position in response to the indication associated with the failure of the first parachute canopy;
the parachute canopy that is deployed as part of performing the recovery action is a second parachute canopy; and
the second parachute canopy is deployed while the aircraft is maneuvered into the nose-up position.
6. The system of claim 1 , wherein performing the recovery action further includes changing a flight path of the aircraft to compensate for a limitation of the second parachute canopy.
7. The system of claim 1 , wherein performing the recovery action further includes changing a flight path of the aircraft to compensate for a limitation of the second parachute canopy, including by changing the flight path of the aircraft to avoid an object with a potential to snag a suspension line that is coupled to the second parachute canopy.
8. A method, comprising:
providing an interface configured to receive sensor data from a sensor, wherein the sensor data includes or more of the following: (1) aircraft state information associated with an aircraft or (2) parachute canopy state information associated with a parachute canopy;
providing the parachute canopy, wherein the parachute canopy is coupled to the aircraft at a point aft of a center of mass of the aircraft; and
providing a processor configured to:
determine, based at least in part on the sensor data, whether to generate a control signal associated with maneuvering the aircraft into a nose-up position, and
perform a recovery action, including by deploying the parachute canopy, wherein a load on the parachute canopy is reduced in the event the aircraft is in the nose-up position compared to the aircraft being in a nose-down position.
9. The method of claim 8 , wherein:
the parachute canopy state information includes an indication associated with a failure of a first parachute canopy;
it is determined to generate the control signal associated with maneuvering the aircraft is into the nose-up position in response to the indication associated with the failure of the first parachute canopy; and
the parachute canopy that is deployed as part of performing the recovery action is a second parachute canopy.
10. The method of claim 8 , wherein:
the parachute canopy state information includes an indication associated with a failure of a first parachute canopy;
the failure of the first parachute canopy includes one or more of the following: a rip in the first parachute canopy or a collapse of the first parachute canopy;
it is determined to generate the control signal associated with maneuvering the aircraft into the nose-up position in response to the indication associated with the failure of the first parachute canopy; and
the parachute canopy that is deployed as part of performing the recovery action is a second parachute canopy.
11. The method of claim 8 , wherein:
the parachute canopy state information includes an indication associated with a failure of a first parachute canopy;
it is determined to generate the control signal associated with maneuvering the aircraft into the nose-up position in response to the indication associated with the failure of the first parachute canopy;
the first parachute canopy includes a high-altitude and high-speed parachute canopy that is deployed in response to the aircraft state information exceeding both an altitude threshold and a speed threshold;
the parachute canopy that is deployed as part of performing the recovery action is a second parachute canopy.
12. The method of claim 8 , wherein:
the parachute canopy state information includes an indication associated with a failure of a first parachute canopy;
it is determined to generate the control signal associated with maneuvering the aircraft into the nose-up position in response to the indication associated with the failure of the first is parachute canopy;
the parachute canopy that is deployed as part of performing the recovery action is a second parachute canopy; and
the second parachute canopy is deployed while the aircraft is maneuvered into the nose-up position.
13. The method of claim 8 , wherein performing the recovery action further includes changing a flight path of the aircraft to compensate for a limitation of the second parachute canopy.
14. The method of claim 8 , wherein performing the recovery action further includes changing a flight path of the aircraft to compensate for a limitation of the second parachute canopy, including by changing the flight path of the aircraft to avoid an object with a potential to snag a suspension line that is coupled to the second parachute canopy.
15. An aircraft, comprising:
a sensor configured to generate sensor data, wherein the sensor data includes or more of the following: (1) aircraft state information associated with the aircraft or (2) parachute canopy state information associated with a parachute canopy;
the parachute canopy, wherein the parachute canopy is coupled to an airframe of the aircraft at a point aft of a center of mass of the aircraft;
the airframe; and
a processor configured to:
determine, based at least in part on the sensor data, whether to generate a control signal associated with maneuvering the aircraft into a nose-up position, and
perform a recovery action, including by deploying the parachute canopy, wherein a load on the parachute canopy is reduced in the event the aircraft is in the nose-up position compared to the aircraft being in a nose-down position.
16. The aircraft of claim 15 , wherein:
the parachute canopy state information includes an indication associated with a failure of a first parachute canopy;
it is determined to generate the control signal associated with maneuvering the aircraft into the nose-up position in response to the indication associated with the failure of the first parachute canopy; and
the parachute canopy that is deployed as part of performing the recovery action is a second parachute canopy.
17. The aircraft of claim 15 , wherein:
the parachute canopy state information includes an indication associated with a failure of a first parachute canopy;
the failure of the first parachute canopy includes one or more of the following: a rip in the first parachute canopy or a collapse of the first parachute canopy;
it is determined to generate the control signal associated with maneuvering the aircraft into the nose-up position in response to the indication associated with the failure of the first parachute canopy; and
the parachute canopy that is deployed as part of performing the recovery action is a second parachute canopy.
18. The aircraft of claim 15 , wherein:
the parachute canopy state information includes an indication associated with a failure of a first parachute canopy;
it is determined to generate the control signal associated with maneuvering the aircraft into the nose-up position in response to the indication associated with the failure of the first parachute canopy;
the first parachute canopy includes a high-altitude and high-speed parachute canopy that is deployed in response to the aircraft state information exceeding both an altitude threshold and a speed threshold;
the parachute canopy that is deployed as part of performing the recovery action is a second parachute canopy.
19. The aircraft of claim 15 , wherein:
the parachute canopy state information includes an indication associated with a failure of a first parachute canopy;
it is determined to generate the control signal associated with maneuvering the aircraft into the nose-up position in response to the indication associated with the failure of the first parachute canopy;
the parachute canopy that is deployed as part of performing the recovery action is a second parachute canopy; and
the second parachute canopy is deployed while the aircraft is maneuvered into the nose-up position.
20. The aircraft of claim 15 , wherein performing the recovery action further includes changing a flight path of the aircraft to compensate for a limitation of the second parachute canopy, including by changing the flight path of the aircraft to avoid an object with a potential to snag a suspension line that is coupled to the second parachute canopy.