Good test report. Were you an engineer before law school?
All this reminds me of when I briefly worked remote piloted aircraft (drone) safety as an Air Force contractor. Predator and larger Reaper drones were very pilot-intensive, pilot-in-the-loop. Constant attention to keep it trimmed, but the big problem was (predictably) on landing. Army's Predator-like Grey Eagle drone had an auto-land feature, but Air Force leaders demanded pilots land their own (expletive) airplanes. Meanwhile, the Global Hawk and Navy Triton aircraft have an outstanding autopilot, with the human operator very much pilot-ON-the-loop (not in). The pilot puts in waypoints and commands, and the airplane figures out all the little details like keeping itself in the air. It lands just fine, with close to zero intervention. A car autopilot is actually a far more challenging problem than an airplane autopilot or even autolander. You don't bump into tire debris at 20,000 feet MSL.
Good test report. Were you an engineer before law school?
All this reminds me of when I briefly worked remote piloted aircraft (drone) safety as an Air Force contractor. Predator and larger Reaper drones were very pilot-intensive, pilot-in-the-loop. Constant attention to keep it trimmed, but the big problem was (predictably) on landing. Army's Predator-like Grey Eagle drone had an auto-land feature, but Air Force leaders demanded pilots land their own (expletive) airplanes. Meanwhile, the Global Hawk and Navy Triton aircraft have an outstanding autopilot, with the human operator very much pilot-ON-the-loop (not in). The pilot puts in waypoints and commands, and the airplane figures out all the little details like keeping itself in the air. It lands just fine, with close to zero intervention. A car autopilot is actually a far more challenging problem than an airplane autopilot or even autolander. You don't bump into tire debris at 20,000 feet MSL.