Abstract: A brake device for braking rotation of an input shaft, comprises a selectively operable trigger brake comprising a preloaded torsion spring rotationally coupled to the input shaft but permitting a limited rotational movement between the trigger brake and the input shaft; and a roller jamming mechanism operable upon the relative rotation between the trigger brake and the input shaft exceeding a predetermined amount to stop rotation of the input shaft upon operation of the trigger brake.

Abstract: An apparatus for controlling the pitch of an aircraft. The apparatus includes a horizontal control column extending from a control wheel horizontally towards a front wall of a cockpit. A pitch output link is connected to a downstream pitch control mechanism to transfer a force applied at the pitch output link to the downstream pitch control mechanism. A transfer assembly is connected to the horizontal control column and to the pitch output link. The transfer assembly translates a horizontal force applied to the horizontal control column to the pitch output link to provide the force applied to the downstream pitch control mechanism.

Abstract: Systems and methods are provided for a lockout device. The lockout device may prevent movement of aircraft control devices. The lockout device may include one or more portions and may include features that are designed to couple to or clasp a yoke of an aircraft as well as interface or couple to a pedal housing of the aircraft. Features of the lockout device may prevent movement of the aircraft control devices. The lockout device may include features to lock the device and may be multiple separate pieces or may be a hinged device.

Abstract: A gust lock lever system associated with an aircraft throttle quadrant allows flight crew to freely choose which engine to use for ground taxing operations. A stop member is connected to a crossbar of the gust lock lever system for moveable positioning into alignment with a respective one of the port and starboard engine throttle levers. The stop member causes the port and starboard throttle levers to thereby assume an asymmetrically differential side-by-side position relative to one another in response to advancement of the port and starboard throttle levers toward the crossbar when the crossbar is in an intermediate position thereof. The asymmetrically differential side-by-side position of the throttle levers therefore provide the flight crew with an unordinary tactile sensation in the event that the aircraft's engine throttles are attempted to be advanced to a take-off thrust condition with the gust lock lever system improperly deployed in the intermediate ground taxiing position.

Abstract: A device for controlling the power of an engine and of a thrust reverser device. The invention includes a frame on which a primary cam track is formed, a thrust lever hinged to the frame, a thrust reverser lever hinged to the thrust lever, a bearing face arranged on the thrust reverser lever, a locking lever hinged to the thrust lever and comprising a first end and a second end. When the thrust lever has been pivoted by a predefined angle relative to the idle position of same, actuation of the thrust reverser lever is blocked, both by the second end of the locking lever pressing against the bearing face of the thrust reverser lever, and by the first end of the locking lever pressing against the primary cam track.

Abstract: The invention relates to a joystick (200) for controlling an aircraft, including a frame (201), a lever (202) mounted so as to be rotatably movable relative to the frame, and a mechanical linking assembly (203) for connecting the lever to the frame, the mechanical linking assembly (203) including: a first linking piece (213, 223) movably mounted relative to the frame (201) about a first rotation axis (X), a second linking piece (233, 243) movably mounted relative to the frame (201) about a second rotation axis (Y), the second rotation axis forming a non-zero angle with the first rotation axis, a third intermediate piece (255, 265) mounted so as to the rotatably movable relative to the first linking piece (213, 223) about a third rotation axis (Y?), a fourth intermediate piece (275, 285) mounted so as to be rotatably movable relative to the second linking piece (233, 243) about a fourth rotation axis (X?), the fourth rotation axis forming a non-zero angle with the third rotation axis, in which the linking piec

Abstract: A support assembly for a helicopter control stick is provided. The support assembly includes a supporting structure and an instrument panel fixed to each other; and a connecting assembly for connecting the stick to the supporting structure. The connecting assembly includes an arm elongated in a longitudinal direction and having one end supporting the stick; a guide for connecting the arm in longitudinally sliding manner to the supporting structure, to move the end to and from the supporting structure; and a rotary assembly for connecting the arm to the supporting structure in rotary manner about a horizontal axis, to adjust the height of the end. The rotary assembly has a first releasable retainer, wherein the first releasable retainer operates to lock rotation of the arm with respect to the supporting structure in a desired angular position.

Abstract: A system and method for illuminating one or more sidestick controllers within a cockpit of an aircraft is described. In some embodiments, the system includes a sidestick controller having lighting components that display lighting behaviors representing the movement and/or control of an aircraft. In some embodiments, the system illuminates various different lighting components on a sidestick controller based on information received from aircraft control systems, cockpit lighting systems, and other systems associated with an aircraft.

Abstract: The present invention relates to a friction device (11) for maintaining a control member (2, 8) in a determined position. The device comprises a contact part (16) movable between a declutched stable position and a clutched stable position, and vice versa. The clutched stable position corresponds to a position in which the contact part (16) bears against the control member (2, 8) in such a manner as to establish a determined friction force. An electromechanical drive means moves the contact part (16) between the two stable positions. The device includes remote control means for activating and deactivating the drive means.

Abstract: A locking fastening device for fastening a first component to a second component, an adjustable fastening device for adjustably fastening a first component to a second component, and a component system including at least one first component that is fastened to a second component are described. Also described are a main wing of a wind tunnel model aircraft having an adjusting and fastening system which includes at least one locking fastening device and at least two adjustable fastening devices for adjusting and fastening an aerodynamic additional body that is adjustable relative to the main wing by means of a plurality of retaining devices, as well as a wind tunnel model aircraft having such a main wing.

Abstract: A support assembly for a helicopter control stick is provided. The support assembly includes a supporting structure and an instrument panel fixed to each other; and a connecting assembly for connecting the stick to the supporting structure. The connecting assembly includes an arm elongated in a longitudinal direction and having one end supporting the stick; a guide for connecting the arm in longitudinally sliding manner to the supporting structure, to move the end to and from the supporting structure; and a rotary assembly for connecting the arm to the supporting structure in rotary manner about a horizontal axis, to adjust the height of the end. The rotary assembly has a first releasable retainer, wherein the first releasable retainer operates to lock rotation of the arm with respect to the supporting structure in a desired angular position.

Abstract: An aeroengine control device including a mount and having pivotally mounted thereon a code wheel together with a main lever and a secondary lever, both for turning the code wheel. Each lever is movable between a rest position and a maximum actuation position. The secondary lever is mounted to pivot on the main lever. Cam paths are mounted on the code wheel and on the mount in such a manner that the main lever can move the code wheel when the main lever is moved while the secondary lever is in the rest position. The secondary lever can move the code wheel when the secondary lever is moved while the main lever is in the rest position, with movement of either lever being prevented when the other lever is clearly away from its rest position.

Abstract: An aircraft control input apparatus is configured to accept and provide to the aircraft control inputs from a user regarding the magnitude and direction of the aircraft's thrust vector. The present invention enables a user to continually provide control inputs to an aircraft in which both the magnitude and the direction of thrust vary. A rotational throttle interface is configured to alter its orientation within the aircraft based on the directional component of the aircraft's thrust vector. The rotational throttle interface enables the user to provide continual control inputs to command both the directional component of the thrust as well as the magnitude component. Accordingly the user can provide inputs regarding direction and magnitude throughout the operating envelope of the aircraft's thrust vector while maintaining continuous physical contact with the throttle.

Abstract: A lift platform with a kinesthetic control system that is coupled to means for altering air flow through the first and second longitudinally-spaced ducts comprising the lift platform is provided. The control system includes a control handle bar with left and right hand grips, and first and second control roll bars located on either side of the lift platform's central cowling. Forward/rearward movement of the control handle bar from a neutral position generates nose-down/nose-up pitching moments, respectively; counterclockwise/clockwise movement of the control handle bar from the neutral position generates counterclockwise rotation/clockwise rotation of the lift platform about a lift platform vertical centerline; and left movement/right movement of the control roll bars generates left roll/right roll moments about the lift platform roll axis.

Abstract: A support assembly for helicopter control sticks has a supporting structure; an instrument panel fixed to the supporting structure; and a connecting device for connecting the sticks to the supporting structure. The connecting device has a longitudinally elongated arm fitted on one end with the sticks; and the arm slides to move the sticks to/from the supporting structure, and rotates about a horizontal axis to adjust the height of the sticks.

Abstract: An aircraft control input apparatus is configured to accept and provide to the aircraft control inputs from a user regarding the magnitude and direction of the aircraft's thrust vector. The present invention enables a user to continually provide control inputs to an aircraft in which both the magnitude and the direction of thrust vary. A rotational throttle interface is configured to alter its orientation within the aircraft based on the directional component of the aircraft's thrust vector. The rotational throttle interface enables the user to provide continual control inputs to command both the directional component of the thrust as well as the magnitude component. Accordingly the user can provide inputs regarding direction and magnitude throughout the operating envelope of the aircraft's thrust vector while maintaining continuous physical contact with the throttle.

Abstract: A control input system is provided. The system includes a pair of control columns that are selectively interconnected such that manipulation of one of the control columns is translated to the other one of the control columns. The system includes a disconnect arrangement for each of the degrees of freedom (pitch and roll) of the system that operably disconnects the two control columns such that the two control columns can operate independently such as in the event of failure of one of the control columns. The system may also include a discontinuous force profile for a restoring force mechanism that provides tactile feedback to the pilots simulating resistance provided by control surfaces of the aircraft. The system may also include an autopilot lockout mechanism that increases the force profile experienced by the pilots when autopilot mode is entered.

Abstract: An aircraft control input apparatus is configured to accept and provide to the aircraft control inputs from a user regarding the magnitude and direction of the aircraft's thrust vector. The present invention enables a user to continually provide control inputs to an aircraft in which both the magnitude and the direction of thrust vary. A rotational throttle interface is configured to alter its orientation within the aircraft based on the directional component of the aircraft's thrust vector. The rotational throttle interface enables the user to provide continual control inputs to command both the directional component of the thrust as well as the magnitude component. Accordingly the user can provide inputs regarding direction and magnitude throughout the operating envelope of the aircraft's thrust vector while maintaining continuous physical contact with the throttle.

Abstract: The invention relates to a device for twisting and clamping a second flap moveable about a rotational axis with respect to a first flap. A device includes a twisting device arranged on the first flap including a drivable shaft rotatable about the rotational axis and a catch connected to the second flap. The device also includes a clamping device including a clamping sleeve arranged along the rotational axis.

Abstract: A reverse thrust detent system for an aircraft includes a throttle quadrant having an intermediate reverse thrust detent position, a reverse thrust scheduling system interfacing with the throttle quadrant, at least one aircraft engine interfacing with the reverse thrust scheduling system and a programmable input interfacing with the reverse thrust scheduling system and adapted to receive an engine reverse thrust setting. The reverse thrust scheduling system is adapted to operate the at least one aircraft engine according to the engine reverse thrust setting responsive to actuation of the intermediate reverse thrust detent position of the throttle quadrant. A reverse thrust detent method for an aircraft is also disclosed.

Abstract: An asymmetry brake includes a housing, a shaft, a pilot brake, a primary brake, and a ball ramp assembly. The shaft of the asymmetry brake is rotatable relative to the housing about an axis of rotation. The primary brake is movably connected with the shaft. The pilot brake is configured to selectively engage the housing to generate a triggering torque. The triggering torque is transferred through the ball ramp assembly to the primary brake, which in response engages the housing to generate a braking torque on the shaft. The disposition of the ball ramp assembly between the pilot brake and the primary brake allows the ball ramp assembly to return to an operative non-separated condition when the pilot brake is disengaged from the housing. The return of the ball ramp assembly to the operative non-separated condition allows the primary brake to disengage from the housing which releases the shaft to rotate.

Abstract: Embodiments of the present disclosure generally provide a device for securing the external control surfaces of an aircraft. A gust lock is described for securing the control surfaces of an aircraft that includes an elongated top plate having a rotably associated strap lock, an elongated bottom plate having a rotably mounted capture piece, and a strap running from the capture piece through the strap lock to a tail section.

Abstract: A flight control surface actuator assembly includes a pair of flight control surface actuators and a pivot arm. One of the flight control surface actuators is coupled to a flight control surface and a static airframe structure, the other flight control surface actuator is coupled to the flight control surface and the pivot arm. The pivot arm coupled to the static airframe structure and is configured to pivot relative to the second flight control surface actuator and the static airframe structure.

Abstract: A locking mechanism, which permits fixation to a piston rod of a linear actuator relatively to a cylinder of the actuator, as well as a linear actuator equipped with such a locking mechanism as well as to an aircraft with at least one linear activator that is equipped with the locking mechanism. The locking mechanism includes a plurality of first positive locking elements which are arranged lengthwise with the outside circumference of the cylinder and in certain distances to one another and at least one second positive locking element, which is moved together with the piston rod upon activation of the linear actuator and thus passes a segment of the cylinder. The at least one second positive locking element is positively engageable with one of the plurality of first locking elements at discrete positions of the cylinder lengthwise, by which the piston rod is fixed relatively to the cylinder.

Abstract: The invention relates to a device for twisting and clamping a second flap moveable about a rotational axis with respect to a first flap. A device includes a twisting device arranged on the first flap including a drivable shaft rotatable about the rotational axis and a catch connected to the second flap. The device also includes a clamping device including a clamping sleeve arranged along the rotational axis.

Abstract: The present invention relates to a trim actuator actuating system having two separate hydraulic power supply systems, through which it is possible for the first time to use a hydraulic linear actuator as a trimmable horizontal stabilizer actuator in an aircraft. The at least one hydraulic linear actuator is coupled to the first power supply system in such a way that it applies hydraulic power to the linear actuator during normal operation. In order to ensure the application of pressure to the hydraulic linear actuator in case of breakdown, in such a case, the pressure application to the hydraulic linear actuator is maintained with the aid of the second hydraulic power supply system.

Abstract: A disengage device in an aircraft, which prevents a driving force of a drive unit from transmitting to a control surface, having: a first rod having one end portion connected to the drive unit, the other end portion, and a hollow portion formed to have a predetermined length and open at the other end portion; a branch pipe which is connected to a side wall of the first rod and communicates with the hollow portion; a second rod having one end portion connected to the push-pull rod, the other end portion, and a recess portion formed in a part of a side wall of a portion which extends a predetermined length from the other end portion to the one end portion side and is inserted in the hollow portion; and an engaging member arranged to be freely movable in the branch pipe, which is engagable with the recess portion.

Abstract: A lock device allows for the secure attachment of two objects or a movable object to an immovable object, the device providing an oval base loop having a swivel slide collar on a first end and a fixed lock collar on a second end, the fixed lock collar having a keyed security lock means, and a pivotally attached lock loop having a first end slidably engaging the swivel slide collar and a second end having a tapered terminal tip slidably engaging the fixed lock collar and an inner margin having a plurality of inner spaced indentations which are engaged by the attachment between the keyed security lock means and the second end, the lock having an over-all oval shape when securely closed, the lock device adapted to secure two bicycle tires together, a steering wheel to a brake pedal, a steering wheel to a forward folded seat headrest, or other suitable application.

Abstract: A control surface controller force measurement system for an aircraft is provided and includes a control surface interface for positioning the aerodynamic control surfaces on an aircraft. The control surface interface transfers mechanical force to an articulated crank, which supplies the flight control system with the desired position of the control surface. The articulated crank has a first mechanical link that is pivotable about a first pivot and a second mechanical link interconnecting the control surface interface to the first mechanical link. The second mechanical link is pivotable with respect to the control surface interface at a second pivot. A force transducer interconnects the first and second mechanical links independent of the second pivot such that the mechanical force applied to the control surface interface is represented by an electrical signal output of the force transducer.

Abstract: A control surface controller and a method of controlling a control surface interface includes a control surface interface for controlling one or more of the aerodynamic control surfaces on an aircraft, such as ailerons, spoilers, elevators, and a rudder. A control surface controller and a method of controlling a control surface interface also include a variable resistance damper that provides physical resistance to the control surface interface in proportion to control surface interface input rate. Accordingly, the resistance provided to the control surface interface may be selected in order to prevent the cause of pilot-induced-oscillation or airplane-pilot coupling. The resistance provided to the control surface interface may also be selected in order to limit the servovalve rate which reduces peak transient hydraulic fluid pressure in the hydraulic system.

Abstract: A trim actuator for actuating mechanical controls in an aircraft flight control system in response to signals from a pilot having a stepper motor, a gear train member coupled to the stepper motor, an output member coupled to the gear train member. The trim actuator has a locked mode in which the mechanical controls are held in a fixed position relative to the aircraft, and a non-interference mode in which the mechanical controls are free to be moved by the pilot without interference from the aircraft flight control system. The non-interference mode and the locked mode are both achieved by the stepper motor.

Abstract: An apparatus for rigidly interlocking a control stick and the rudder pedals of an aircraft is provided for protecting the control surfaces of the aircraft operated by the control stick and the rudder pedals against wind loads. The apparatus comprises a control stick clamp assembly rigidly connected to one end of a first lever arm and a rudder pedal retaining assembly rigidly connected to another end of the first lever arm. A second lever arm has one end connected to the rudder pedal retaining assembly. The second lever arm is moveable between a collapsed position and an extended position wherein the distal end of the second lever arm is engageable with a support surface such that the second lever arm is able to support the rudder pedal retaining assembly in engagement with each of the rudder pedals and thereby cause, upon the control stick clamp assembly being secured to the control stick, the first lever arm to support the control stick in a selected position.

Abstract: An anti-theft device for an aircraft includes first and second U-shaped members one of which has tubular legs telescopically receiving arms of the other and one of the arms of which extends through a passage in sleeve and control post components in the cockpit of an aircraft to lock the aileron and elevator components of the aircraft against displacement relative to the aircraft wings and stabilizer, respectively. A key or combination type lock releasably holds the anti-theft device in its mounted condition.

Abstract: An anti-theft device for precluding the flying of an airplane comprises a pair of arm members telescopically interengaged and having axially outwardly open U-shaped hooks for engaging with two flight control components in the cockpit of an airplane to preclude the displacement of the elevators, ailerons or rudder necessary to fly the airplane. The anti-theft device is releasably locked between the flight control components.

Abstract: A flight control surface actuation system is provided in which a plurality of actuators (6-13) are connected to one another in order to synchronize their operation. Each actuator has its own gearbox such that the torque transmitted in the synchronizing element is kept low.

Abstract: An electrical lock for a moving part prevents the part from moving unless a device controlled by the part is in a safe mode. The invention may find a use in many different environments. The specific example here described is a set of reverse thruster doors on a jet engine. The lock prevents a throttle from applying or removing power unless the reverse thruster doors are properly set for such application or removal of power. The lock is removed when the doors reach full deployment or retraction, respectively, which is appropriate for the direction in which said throttle is moved. These functions are provided under the control of a single solenoid.

Abstract: A removable antitheft device inhibits theft of an aircraft and the avionics of an aircraft. The device includes a horizontal member having first and second ends. A first hook is positioned at the first end of the horizontal member. The first hook is sized to engage a first yoke shaft of an aircraft. A second hook at the second end of the horizontal member is sized to engage a second yoke shaft of the aircraft. The second hook is detachable from the horizontal member. A vertical barrier is mounted to the horizontal member and is positioned proximate to an avionics stack of the aircraft to block removal of avionics equipment from the avionics stack when the first and second hooks of the horizontal member are engaged with the first and second yoke shafts. The second hook is locked to the horizontal member after the second hook engages the second yoke shaft to prevent the second hook and the horizontal member from being removed from the second yoke shaft.

Abstract: A locking apparatus in combination with a locking pin and method for rigidly interlocking a control wheel and the rudder pedals of an aircraft is provided for securing the control surfaces of the aircraft operated by the control wheel and the rudder pedals in a stable position. The locking pin is adapted to be disposed through aligned locking pin receiving holes of the control column and the control panel collar and has a recess formed therein for lockingly receiving a portion of the control column. The locking apparatus includes a pair of control wheel retaining members rigidly connected to one end of a rod member for retainingly engaging the control wheel and a rudder pedal engaging bar rigidly connected to one end of another rod member. The rudder pedal engaging bar is positionable in a V-shaped notch of each of the rudder pedals so as to engage each of the rudder pedals and so as to secure the rudder pedal engaging bar on the rudder pedals.

Abstract: Security apparatus and a method for preventing theft or unauthorized removal of instruments from the cockpit instrument panel of an aircraft and for preventing theft or unauthorized use of the aircraft. The apparatus includes a rigid plate substantially covering the instrument panel and two rigid arms pivotally secured to the plate inwardly of the columns respectively and laterally pivotable rearwardly away from and forwardly toward the plate. Each of the arms include an end portion for restrainably engaging the aircraft flight control yokes against rotation when the arms are pivoted to extend rearwardly away from the plate while the columns are fully rearwardly extended and the yokes are fully rotated to one side. A locking device is engageable with the end portions of the arms for locking the arms rearwardly extended and for cooperating with the yokes to prevent forward displacement of the columns while securing the plate against the instrument panel.

Abstract: A collective detent system is incorporated in combination with the flight control system of a helicopter to enhance vertical takeoff flight operations of the helicopter.

Abstract: A system for controlling a control surface articulated to a structure of a vehicle about a first axis includes a tab articulated to the trailing edge of the control surface about a second axis parallel to the first axis, an elastic link provided between the control surface and the tab, a pilot input control mechanism to which the elastic link is connected and which acts on the tab, and an actuating member provided between the control surface and the link for keeping the tab/control surface assembly in any position whatever. The elastic link and the actuating member are arranged to be at least substantially parallel to the first axis of articulation of the control surface. The first axis is disposed near, and upstream from, the elastic link and the actuating member.

Abstract: A disconnect assembly which is positioned between respective sections of the torque bar for control column controls and permits alternative connection or disconnection of the sections of the control torque bar. This disconnect structure can be included on any or all of the control column torque bars for operating any of the control surfaces of the aircraft.The torque tube disconnect assembly includes a lever rotatably attached to one side of the first torque tube section which has a pair of recesses and a central recess for receiving a pin mounted on a swivel bar. The opposite end of the swivel bar has an interconnect apparatus for engaging the end of the second torque tube section immediately adjacent the first torque tube section. The swivel bar has a pair of arms on either side thereof each of which rotatably supports a separate articulated link for each such arm. The opposite end of each such link is attached to an axle on a mount fixedly attached to said first torque tube section.

Abstract: An airborne vehicle generally comprises a body, a lifting mechanism for lifting the vehicle, and a steering mechanism operable by a user for steering the vehicle. The lifting mechanism comprises first and second counter-rotating propellers mounted in a front end and a rear end, respectively, of the vehicle body. The lifting mechanism further comprises a front air intake and a rear air intake mounted in proximity to and above the first and second propellers, respectively. The steering mechanism comprises a plurality of louvers mounted on a bottom of the vehicle body below the first and second propellers. The operator uses a steering mechanism in a passenger position to adjust inclinations of the louvers so as to steer the vehicle.

Abstract: An apparatus and method for rigidly interlocking a control wheel and the rudder pedals of an aircraft is provided for securing the control surfaces of the aircraft operated by the control wheel and the rudder pedals in a stable position. The apparatus comprises a pair of control wheel retaining members rigidly connected to one end of a rod member in a spaced apart, parallel relationship with one another for retainingly engaging opposing radially extending portions of the control wheel and a pair of rudder pedal retaining members rigidly connected to one end of another rod member in a spaced apart, parallel relationship with one another for retainingly engaging a lever of each of the rudder pedals.

Abstract: Apparatus for detecting and signaling a skewing or misalignment of adjacent aircraft leading edge slats is disclosed. A cable is attached to an actuator having a compression spring system and located in an outboard slat. The cable passes through cable guides in several adjacent slats before being attached to an inboard slat. The compression spring system utilizes a dual concentric pair of compression springs for maintaining a tight cable. When a misaligned condition is detected by a proximity switch, the increased cable load will cause the actuator to lock itself in a position out of the range of the proximity sensor.

Abstract: A hardover protection system for an aircraft. A differential motion sensor is mounted to a sector for receiving cockpit pitch commands input via a cable system. The motion sensor includes a pair of cranks held together by a predetermined spring preload. One of the cranks is coupled to a rod that forms a portion of a power linkage for hydraulically driving an elevator surface while the other is coupled to a rod that is linked to a shutoff valve. A linkage for mechanically driving an elevator control tab is also mounted to the sector. The design of the shutoff valve and its location within the aircraft's hydraulic control system interact to disable powered operation of the elevator surface upon a predetermined degree of deflection of the shutoff valve piston. Such deflection is responsive to the detection of a predetermined mismatch between the input command motion to the sector and the output motion of the power linkage.

Abstract: A fin control actuator for missiles carried on aircraft has a device which locks the fin shaft against aerodynamic loads and prevents the transmission of these loads through the drive train. The fin shaft lock includes a plunger which has a cam having a locking portion for engaging the output shaft and preventing the output shaft from rotating in one direction when the plunger is in the locking position. The cam also has a camming portion for engaging the output shaft and pushing the plunger to the retracted position when the output shaft rotates in the opposite direction. The plunger is urged into the locking position by a spring and is held in the retracted position by a permanent magnet. The fin lock device is reusable and does not consume any power after it is set.

Abstract: An autogyro aircraft has freewheeling rotor blades that provide lift. A separate pusher propeller provides forward thrust. The rotor system (20) has a collective arm (30) as a control for selectively setting and maintaining a tension force on a collective cable to regulate the rotor blade angle of attack or pitch angle between a no-lift attitude and a positive lift angle. The collective arm (30) sets a tension on collective cable against a coil spring biasing. The collective arm is connected to pivot or tilt a pitch change horn assembly and, in turn, connected rotor blades. The collective arm can be selectively set and maintained and released and reset both on the ground and in flight.

Abstract: An aircraft control locking apparatus for a control yoke on a control shaft extending from an instrument panel in an aircraft is provided. The aircraft control locking apparatus utilizing a pair of elastic shock cords, a first mechanism for connecting an upper end of each of the elastic shock cords in a spaced apart relationship to the control yoke and a second mechanism for connecting a lower end of each of the elastic shock cords in a spaced apart relationship to a fixed point on the instrument panel below the control shaft. The control lock retains the control yoke in a neutral position, keeping the control surfaces of the aircraft from moving freely, thereby preventing damage to the aircraft stored outdoors during periods of strong gusty winds in severe weather.

Abstract: The use of a center lock bar which telescopingly receives two telescoping arms, each of which has a control column or shaft grip on its remote end is disclosed. The arms are secured to the parallel control columns by at least one gust lock pin. Provision is made for a throttle mixture lock plate to be secured to the lower portion of the radio lock pan which, in turn, has essentially parallel sidewalls with opposed openings through which the center lock bar passes. Optionally folding extension radio lock pans may be employed for a double stack installation. Finally, means are provided in the form of a lock, whether padlock or internally mounted, to lockingly secure the center lock bar to the two telescoping arms. The method of the invention looks to providing a lock for radios, throttles, and gust locks in a dual control aircraft by stabilizing the two control columns by means of a telescoping member which can accommodate differences in the distance between the parallel control columns of the aircraft.