Haptic Shared Control (HSC) systems offer a means to naturally support human drivers in the transition to automated driving. Tuning of HSC requires knowledge of the neuromuscular system (NMS) of drivers. This MSc thesis project aimed to experimentally validate a linear parameter varying (LPV) technique for modeling driver neuromuscular admittance in time-varying conditions, scheduled with grip force. LPV estimations were compared with estimates made with a Recursive Least Squares (RLS) algorithm and, where possible, a linear time-invariant (LTI) estimation technique. A human-in-the loop experiment was performed in the HMILab fixed-base driving simulator at the AE faculty. To force drivers to change their neuromuscular admittance, a steering wheel manipulation task was designed, where drivers had to keep the steering wheel angle in between limits that were visually indicated on the dashboard, while a perturbation torque was applied. Changing the limits (narrow/wide) forced drivers to adjust their admittance. The results show that the relation between admittance and grip force is not only different between subjects, but also for the same drivers in time-invariant and time-varying conditions. This leads to fundamental scheduling issues for the LPV modelling approach. The variance accounted for (VAF) for the estimated steering wheel angle varied between 0% and 90%. To overcome these scheduling problems, individual LPV models can be constructed on time-varying experiment data. RLS estimates reproduced the system output data accurately with average VAF between 80 and 90% for all experiments. RLS low-frequency (< 2.5Hz) FRF estimates closely match the LTI FRF estimates. The largest variations in driver admittance occur in this lower frequency domain, making the RLS algorithm an effective tool for identifying changes in driver neuromuscular admittance, which can be applied online.

The AerGo is a recreational ultralight water-aircraft, designed to be transportable by bike and operated without a license. This report outlines its concept, characteristics, and feasibility.

The AerGo features a biwing design with swept wings, closed by vertical plates at the tips. It has a constant wing chord of 0.79 m and a wingspan of 12 m. The aircraft is powered by two six-bladed propellers mounted on the top wing and driven by electric engines. The lower wing is attached to a buoyant hull, stabilized by side floats. A paddle is used for taxiing and docking on water, as the aircraft is designed exclusively for water take-off and landing. The pilot sits inside the hull and controls pitch by shifting weight on a swing. Roll control is achieved through wing warping, and yaw by rudders. The total empty mass is 44.7 kg. A multipurpose trailer system facilitates storage, transport, and deployment. The AerGo is designed for single-person assembly and operation and is safe to fly for over 270 days per year.

A market analysis of ultralight aircraft reveals a European fleet of over 25,000, with 500 in the Netherlands. While most ultralights are custom-built, successful models like the Woopyfly and Lazair have seen large-scale production. The AerGo’s mobility, ease of use, and hydrodynamic capabilities position it competitively. A conservative estimate projects annual sales of 20 units, with 25% for the Dutch market and 75% for Europe. Expansion to North America is a future opportunity.

The design is driven by weight and energy efficiency, with batteries forming a significant part of the empty weight. The primary energy requirement comes from cruise flight, optimized through airfoil selection. The NACA 6415 airfoil, chosen for its high lift coefficient at zero angle of attack, minimizes drag and maximizes cruise efficiency. The hydrodynamic model, based on DSDS data, estimates a take-off speed of 9.9 kg and a 170 m take-off distance. The computed climb rate is 1.43 m/s, reaching a cruise altitude of 150 m in 105 seconds.

The engine and battery design prioritize take-off power while ensuring a minimum flight time of 60 minutes. With a cruise speed of 15 m/s, the AerGo has a range of 40 km. The pilot’s longitudinal position, optimized at 1.6 m, ensures stability. The upper wing has a positive stagger of 0.45 m forward, creating a seesaw effect that smooths weight-shift control. Roll is controlled by wing warping, and yaw by rudders placed at the wing tips. A 15° wing sweep enhances rudder effectiveness, allowing safe operation on a single engine.

The aircraft’s lightweight structure consists of a skin-on-frame design, with a nylon-covered carbon fiber wing weighing 11.3 kg and a dacron-covered carbon fiber hull at 4 kg. Noise reduction is achieved with six-blade propellers, keeping levels below 40 dB at 100 m distance. Approximately 74% of the aircraft is recyclable, with a carbon footprint of 800 kg CO2 per unit.

At an estimated price of €20,000 per unit and annual sales of 20, the break-even point is 9.5 years, with a projected return on investment of €700,000 after 12 years. Further analysis is required on cost budgeting, structural impact resistance, and user assembly instructions to ensure feasibility.