Abstract: An automatic aircraft powerplant control system includes a throttle servo for adjusting a throttle valve via a throttle control linkage. A throttle control lever provides a user input to the throttle servo, and a throttle controller controls the throttle servo for controlling a throttle valve. A propeller servo is provided for adjusting a propeller governor setting of an engine. A propeller control lever provides a user input to the propeller servo, and a propeller controller controls the propeller servo. A mixture control servo is configured for providing a mixture control output to the engine via a mixture control linkage for adjusting an air-fuel mixture. A mixture controller is configured for controlling the mixture control servo.

Abstract: An automatic aircraft powerplant control system includes a throttle servo for adjusting a throttle valve via a throttle control linkage. A throttle control lever provides a user input to the throttle servo, and a throttle controller controls the throttle servo for controlling a throttle valve. A propeller servo may be provided for adjusting a propeller governor setting of an engine. A propeller control lever provides a user input to the propeller servo, and a propeller controller controls the propeller servo. A full-authority digital engine control (FADEC) controller is used to automatically control mixing of fuel and air via a fuel-air mixture device. The FADEC controller may be used to automatically provide propeller control.

Abstract: An automatic aircraft powerplant control system includes a throttle servo for adjusting a throttle valve via a throttle control linkage. A throttle control lever provides a user input to the throttle servo, and a throttle controller controls the throttle servo for controlling a throttle valve. A dual-redundant propellor servo drive provides propellor control, and a dual-redundant mixture servo drive controls an air-fuel mixture. A first processor and a second processor are communicatively coupled with the dual-redundant propellor servo drive and the dual-redundant mixture servo drive and with each other to provide dual-redundant propellor and mixture control. The throttle control lever provides a single lever for pilot control of aircraft power, and the throttle control configuration is compatible with an auto-land capability.

Abstract: An automatic aircraft powerplant control system includes a throttle servo for adjusting a throttle valve via a throttle control linkage. A throttle control lever provides a user input to the throttle servo, and a throttle controller controls the throttle servo for controlling a throttle valve. A propeller servo is provided for adjusting a propeller governor setting of an engine. A propeller control lever provides a user input to the propeller servo, and a propeller controller controls the propeller servo. A mixture control servo is configured for providing a mixture control output to the engine via a mixture control linkage for adjusting an air-fuel mixture. A mixture controller is configured for controlling the mixture control servo.

Abstract: An automatic aircraft powerplant control system includes a throttle servo for adjusting a throttle valve via a throttle control linkage. A throttle control lever provides a user input to the throttle servo, and a throttle controller controls the throttle servo for controlling a throttle valve. A propeller servo may be provided for adjusting a propeller governor setting of an engine. A propeller control lever provides a user input to the propeller servo, and a propeller controller controls the propeller servo. A full-authority digital engine control (FADEC) controller is used to automatically control mixing of fuel and air via a fuel-air mixture device. The FADEC controller may be used to automatically provide propeller control.

Abstract: An automatic aircraft powerplant control system includes a throttle servo for adjusting a throttle valve via a throttle control linkage. A throttle control lever provides a user input to the throttle servo, and a throttle controller controls the throttle servo for controlling a throttle valve. A dual-redundant propellor servo drive provides propellor control, and a dual-redundant mixture servo drive controls an air-fuel mixture. A first processor and a second processor are communicatively coupled with the dual-redundant propellor servo drive and the dual-redundant mixture servo drive and with each other to provide dual-redundant propellor and mixture control. The throttle control lever provides a single lever for pilot control of aircraft power, and the throttle control configuration is compatible with an auto-land capability.

Abstract: An interconnected flight controller for an aircraft includes a mechanical linkage connecting a pilot interface with a copilot interface. When an input is provided to either of the pilot or copilot interfaces, coordinated motion is provided between them of a proportional magnitude and direction. A mechanical-disconnect element within the mechanical linkage is adapted to actuate mechanical decoupling between the pilot interface and the copilot interface. One or more sensors is coupled to the mechanical linkage to sense inputs and communicate the inputs to a fly-by-wire flight controller. An autopilot servo is coupled to the mechanical linkage for providing autopilot control or feedback and a force-feedback subsystem is connected to the mechanical linkage to simulate and apply an opposing force of aircraft control surfaces to the pilot interface and the copilot interface.

Abstract: A method for monitoring an oscillatory signal from an oscillating device includes filtering the oscillatory signal to within a desired frequency band to provide a filtered signal and extracting an amplitude from the filtered signal. The method further includes switching control of the oscillating device when the amplitude exceeds a predetermined amplitude requirement for a predetermined duration. An oscillatory signal monitor includes a first controller and a second controller each configured to independently control an oscillating device. An oscillatory signal based on a position of the oscillating device is filtered to a desired frequency band, and an amplitude is extracted from the filtered signal. A switch is provided for switching control of the oscillatory device from the first controller to the second controller when the amplitude exceeds a predetermined amplitude requirement for a predetermined duration.

Abstract: A ground spoiler control architecture for aircraft includes a primary control architecture for providing a roll function, a speed-brake function and a ground spoiler function, and a secondary control architecture for providing the ground spoiler function in the event of a failure of the primary control architecture. The primary and secondary control architectures each include multiple actuators for actuating ground spoilers via independent and redundant signaling paths. Redundant hydraulic accumulators provide pressurized hydraulic fluid to the actuators. A ground spoiler control method includes determining whether the aircraft is on the ground based on the throttle-level-angle and whether any two wheels speeds are active or whether the main landing gear is weighted. Deployment of at least a portion of the ground spoiler panels occurs when and when the main landing gear is on the ground and the aircraft is in a landing configuration based on the throttle-level-angle.

Abstract: An actuator hardover monitor for a control surface includes an actuator sensor for detecting an actuator position, a command model of an expected position of the actuator based on an input command, and a monitor to determine whether a difference between the actuator position and the expected position exceeds a threshold for a predetermined duration. A method of preventing a hardover event for a control surface includes commanding an actuator valve to a commanded position, determining continuously when the commanded position, or an actuator valve position, or a control-surface position, or a modeled actuator valve position exceeds a predetermined limit to provide an exceedance. The method may further include filtering a signal of the exceedance based on a time constant to provide a filtered exceedance, and switching to a backup control-surface actuator when the filtered exceedance exceeds the predetermined limit for a predetermined duration.

Abstract: A ground spoiler control architecture for aircraft includes a primary control architecture for providing a roll function, a speed-brake function and a ground spoiler function, and a secondary control architecture for providing the ground spoiler function in the event of a failure of the primary control architecture. The primary and secondary control architectures each include multiple actuators for actuating ground spoilers via independent and redundant signaling paths. Redundant hydraulic accumulators provide pressurized hydraulic fluid to the actuators. A ground spoiler control method includes determining whether the aircraft is on the ground based on the throttle-level-angle and whether any two wheels speeds are active or whether the main landing gear is weighted. Deployment of at least a portion of the ground spoiler panels occurs when and when the main landing gear is on the ground and the aircraft is in a landing configuration based on the throttle-level-angle.

Abstract: An interconnected flight controller for an aircraft includes a mechanical linkage connecting a pilot interface with a copilot interface. When an input is provided to either of the pilot or copilot interfaces, coordinated motion is provided between them of a proportional magnitude and direction. A mechanical-disconnect element within the mechanical linkage is adapted to actuate mechanical decoupling between the pilot interface and the copilot interface. One or more sensors is coupled to the mechanical linkage to sense inputs and communicate the inputs to a fly-by-wire flight controller. An autopilot servo is coupled to the mechanical linkage for providing autopilot control or feedback and a force-feedback subsystem is connected to the mechanical linkage to simulate and apply an opposing force of aircraft control surfaces to the pilot interface and the copilot interface.

Abstract: Embodiments of a method to determine airspeed for aircraft include determining critical air data parameters without the use of pitot-static systems. Airspeed may be determined by iteratively repeating the method until converging on a stable airspeed value that differs from a previous airspeed value by less than a predetermined threshold. Airspeed may be determined by modeling aircraft lift and repeatedly updating dynamic pressure to converge on an airspeed based on the balance between aircraft lift and weight. Airspeed may be determined based on predetermined relationships between a horizontal control surface position and dynamic pressure. A voting logic method validates or invalidates airspeeds from dissimilar sources, including airspeeds determined using the methods described herein and conventional pitot-static systems.

Abstract: An actuator hardover monitor for a control surface includes an actuator sensor for detecting an actuator position, a command model of an expected position of the actuator based on an input command, and a monitor to determine whether a difference between the actuator position and the expected position exceeds a threshold for a predetermined duration. A method of preventing a hardover event for a control surface includes commanding an actuator valve to a commanded position, determining continuously when the commanded position, or an actuator valve position, or a control-surface position, or a modeled actuator valve position exceeds a predetermined limit to provide an exceedance. The method may further include filtering a signal of the exceedance based on a time constant to provide a filtered exceedance, and switching to a backup control-surface actuator when the filtered exceedance exceeds the predetermined limit for a predetermined duration.

Abstract: Systems and methods are described for automatically counteracting undesirable aircraft movement caused by malfunctioning fly-by-wire aircraft control surfaces, hardover events, control surface disconnection, and other control surface failure events. The systems and methods include control law algorithms for reacting to such events to counteract the undesired aircraft movement. An expected roll rate is generated based on control input and compared to the actual roll rate of the aircraft.

Abstract: Systems and methods are described for automatically counteracting undesirable aircraft movement caused by malfunctioning fly-by-wire aircraft control surfaces, hardover events, control surface disconnection, and other control surface failure events. The systems and methods include control law algorithms for reacting to such events to counteract the undesired aircraft movement. An expected roll rate is generated based on control input and compared to the actual roll rate of the aircraft.