Abstract: A method for improving a blade in an end zone of the blade, spanwise along the blade, and such an improved blade and a rotor comprising the improved blades. The leading edge of the aerodynamic profiles situated in the end zone is shifted from the upper surface half-profile towards the lower surface half-profile, then the leading edge sections of the two half-profiles are modified in order to connect the leading edge to the intermediate sections of the two half-profiles. Next, the blade is manufactured according to the modified aerodynamic profiles. Consequently, the negative camber of the aerodynamic profiles of the blade is thus increased, helping improve the aerodynamic performances of the blade during hovering flight.

Abstract: A method is provided for verifying proper operation of a left elevator tab disposed at an end portion of a left elevator of an aircraft and a right elevator tab disposed at an end portion of a right elevator of the aircraft. Because proper operation of the elevator tabs cannot be directly verified by existing aircraft instrument, the operation of the elevator tabs can be indirectly verified by analyzing flight data of the aircraft. After identification of a verification event, in which the elevator tabs move relative to the elevators, the positions of the left elevator and right elevator can be measured, and differences in the positions of the left elevator and right elevator can indicate proper operation of the left and right elevator tabs.

Abstract: A device including a first data generating unit for determining at least one aerodynamic hinge moment of at least one control surface of the aircraft, a second data generating unit for determining a plurality of data and at least one external static pressure and a model of hinge moment coefficient, a computation unit for computing with the aid of these data at least one speed of the aircraft, namely a Mach number and/or a conventional speed, and a data transmission unit for providing this speed to a user system.

Abstract: In some embodiments, an actuation system includes a plurality of threaded member portions, a plurality of roller nuts, a driving member configured to receive mechanical energy from a power source, a plurality of driven members, and a magnetorheological (MR) fluid disposed between the plurality of driven members and at least one braking surface. An output member may be coupled between the rotor system and either the plurality of threaded member portions or the plurality of roller nuts and configured to translate linearly in response to the threaded member portions advancing or receding within the roller nuts.

Abstract: A flap arrangement for a wing of an aircraft includes a base member, at least one first flap, at least one second flap and at least one connecting assembly. The first flap is movably supported on the base member and the second flap is movably supported on the first flap. The connecting assembly is mechanically coupled with the base member and the second flap and is designed to move the second flap relative to the first flap when the first flap is moved relative to the base member. Due to the resulting forced guiding of a second flap relative to a first flap a separate actuator for moving the second flap and linkages extending outside of the shape defining contour of the flap arrangement may substantially be eliminated.

Abstract: In some embodiments, an actuation system includes a plurality of threaded member portions, a plurality of roller nuts, a driving member configured to receive mechanical energy from a power source, a plurality of driven members, and a magnetorheological (MR) fluid disposed between the plurality of driven members and at least one braking surface. An output member may be coupled between the rotor system and either the plurality of threaded member portions or the plurality of roller nuts and configured to translate linearly in response to the threaded member portions advancing or receding within the roller nuts.

Abstract: A system and method for a controlling an aircraft with flight control surfaces that are controlled both manually and by a computing device is disclosed. The present invention improves overall flight control operation by reducing the mechanical flight control surface components while providing sufficient back-up control capability in the event of either a mechanical or power-related failure. Through the present invention, natural feedback is provided to the operator from the mechanical flight control surface which operates independent of computer-aided flight control surfaces. Further, through the present invention, force input signals received from the pilot are filtered to improve the operation of the computer-aided flight control surfaces.

Abstract: A control system for controlling horizontal trim of a flying saucer comprises a plurality of horizontal vanes, automatically and passively selectively movable between a first rest configuration and a perturbed configuration, in response to an undesired variation in a flight trim of the flying saucer.

Abstract: A method, apparatus, and computer program product for identifying a number of air states for a vehicle. A deflection of a control surface associated with an actuator is identified to form an identified deflection. A current in the actuator is identified to form a measured current. The number of air states for the vehicle is estimated using the identified deflection and the measured current.

Abstract: Takeoff and landing modes are added to a flight control system of a Vertical Take-Off and Landing (VTOL) Unmanned Air Vehicle (UAV). The takeoff and landing modes use data available to the flight control system and the VTOL UAV's existing control surfaces and throttle control. As a result, the VTOL UAV can takeoff from and land on inclined surfaces without the use of landing gear mechanisms designed to level the UAV on the inclined surfaces.

Abstract: The invention relates to a yaw control device for an aircraft fitted with a supersonic nozzle having a rectangular or flat section comprising a supersonic throat extended by a diverging portion in which supersonic flow occurs. In order to enable the aircraft to be controlled in yaw in the absence of a vertical fin, the device of the invention makes use of jet control surfaces in the form of airfoils disposed in the diverging portion of the nozzle. The control surfaces are movable about respective pivot axes in order to generate a lateral force when in a deflected position, so as to enable the aircraft to turn about its yaw axis.

Abstract: The current invention relates primarily to the control of rotary wing and fixed wing aircraft where a small electric actuator (7, 104) changes the pitch on a small aerodynamic surface (5, 66) and the resulting airloads on said small aerodynamic surface are used to change the pitch on a significantly larger aerodynamic surface (3, 60). In the preferred embodiment the resulting airloads on said larger aerodynamic surface is then used to change the pitch on a still larger aerodynamic surface (1, 62). As a result small electric actuators are capable of moving and controlling large aircraft control surfaces with an effective two step amplification of power utilizing the energy in the airstream. The current invention also discloses means to control and prevent undesirable motion of said aerodynamic surfaces.

Abstract: An aircraft motion control mechanism for regulating aircraft motion from a location remote from an aircraft body portion. The aircraft auxiliary control mechanism has at least one control surface support arm connected to and extending from the aircraft body portion, and an auxiliary flow control surface connected to the support arm. By pivotally controlling the movement of the support arm, the auxiliary flow control surface is operative to deflect airflow to regulate orientation of the aircraft. In addition, the auxiliary flow control surface may further deflect the airflow by deflecting about the support arm.

Abstract: Process for improving the maneuverability of an aircraft during a resource. According to the invention, prior to the resource, the adjustable horizontal tailplane (2) is nose-up deflected and the elevators (4) are nose-down deflected.

Abstract: The current invention relates primarily to the control of rotary wing and fixed wing aircraft where a small electric actuator (7, 104) changes the pitch on a small aerodynamic surface (5, 66) and the resulting airloads on said small aerodynamic surface are used to change the pitch on a significantly larger aerodynamic surface (3, 60). In the preferred embodiment the resulting airloads on said larger aerodynamic surface is then used to change the pitch on a still larger aerodynamic surface (1, 62). As a result small electric actuators are capable of moving and controlling large aircraft control surfaces with an effective two step amplification of power utilizing the energy in the airstream. The current invention also discloses means to control and prevent undesirable motion of said aerodynamic surfaces.

Abstract: A flight control actuation system comprises a controller, electromechanical actuator and a pneumatic actuator. During normal operation, only the electromechanical actuator is needed to operate a flight control surface. When the electromechanical actuator load level exceeds 40 amps positive, the controller activates the pneumatic actuator to offset electromechanical actuator loads to assist the manipulation of flight control surfaces. The assistance from the pneumatic load assist actuator enables the use of an electromechanical actuator that is smaller in size and mass, requires less power, needs less cooling processes, achieves high output forces and adapts to electrical current variations. The flight control actuation system is adapted for aircraft, spacecraft, missiles, and other flight vehicles, especially flight vehicles that are large in size and travel at high velocities.

Abstract: An apparatus and method for flight control of an aircraft provides a body with adjustable intake ports ducting air into an internal intake manifold. Adjusting the openings of the intake ports changes the amount of air flowing over the surfaces surrounding the intakes, changing the amount of lift created by those surfaces. The intake manifold feeds air to at least one engine, and an exhaust manifold communicates the exhaust of the engine to exhaust exit ports. The exhaust manifold contains a plurality of moveable components that direct exhaust within the exhaust manifold and to particular exhaust exit ports for producing various levels of force imbalance among the exit ports. A compressor powered by the engine provides air to bleed-air ports on the wings. Varying lift on the forward surfaces with the intake ports, vectored exhaust, and bleed air are used to control and stabilize the aircraft during flight, obviating the need for aerodynamic control surfaces.

Abstract: An apparatus and method for flight control of an aircraft provides a body with adjustable intake ports ducting air into an internal intake manifold. Adjusting the openings of the intake ports changes the amount of air flowing over the surfaces surrounding the intakes, changing the amount of lift created by those surfaces. The intake manifold feeds air to at least one engine, and an exhaust manifold communicates the exhaust of the engine to exhaust exit ports. The exhaust manifold contains a plurality of moveable components that direct exhaust within the exhaust manifold and to particular exhaust exit ports for producing various levels of force imbalance among the exit ports. A compressor powered by the engine provides air to bleed-air ports on the wings.

Abstract: A robotic or remotely controlled flying platform (10) with reduced drag stabilizing control apparatus constructed having an air duct (12) with an air intake (14) on the top and an exhaust (16) at the bottom, containing supported therein a clockwise rotating fan (22) and a counter-clockwise rotating fan (24). Directly below the perimeter of the air duct exhaust are mounted a plurality of trough shaped air deflection assemblies (32) each including a rotatably adjustable half trough (44) for selectively scooping a portion of the drive air, and a stationary adjacent half trough (36) for receiving the scooped drive air and redirecting it outward and upward from the air duct.

Abstract: An actuator system (10, 100, 200) for use in an aircraft control or operating system, comprising a controller (12) operable in response to an input for generating a control signal, and an electrical actuator (20) responsive to the control signal for operating an aircraft flight control surface or other aircraft apparatus. A tab (24; 124) for aerodynamically assisting the electrical actuator is also provided in order to reduce the load on the electrical actuator in use.

Abstract: An aircraft, preferably a large capacity passenger aircraft with two passenger decks, has a double-T tail assembly arranged on its tail section. The double-T tail assembly includes a double fin and rudder assembly and a tailplane and elevator assembly, and provides a significant increase in the usable passenger cabin space in the tail section of the aircraft. The double fin and rudder assembly has a U-shaped structure and comprises two upright stabilizer fins connected to each other by a horizontal torsion box that fixedly extends crosswise through the fuselage tail section within the floor of a cabin deck. The tailplane and elevator assembly is pivotably mounted on the upper tips of the two upright stabilizer fins in a double-T arrangement.

Abstract: A system for controlling the tab (6) of an aircraft control surface (3) having a pair of position sensors (12 and 15) that supply information regarding the turning of the control surface (3) and the position of a jack (13), respectively, on the basis of signals generated by the sensors (12 and 15) as well as possibly on the basis of at least one parameter (p) originating from the aircraft, such as airspeed, positions of lift-augmenting devices, forces exerted by the pilot on a control, etc., and which formulates a command for the jack (13).

Abstract: The present invention relates to a control system for an aircraft to compensate for crosswinds on landings. In one embodiment, the control system includes two mutually identical control surfaces having common end points, respectively; and an actuator to move completely the two mutually identical control surfaces, as needed to compensate for the crosswinds on landing.

Abstract: An airfoil of an aircraft is provided with one or more control flaps which are pivotally mounted on the airfoil in an aeromechanically unstable manner. The trailing edges of the control flaps are provided with one or more control tab zones which include trailing portions that deform in response to application of electrical current, heat or pressure thereto. The pitch of the airfoil is constantly controlled by selectively deforming the control tab zones in response to measured signals indicative of variations in fluid pressure acting upon, or motion of the unstable control flaps. The impetus for moving the control system is thus derived from the air-stream through which the aircraft moves. The control system can also be utilized in watercraft, with the operating impetus being derived from the water stream through which the craft moves.

Abstract: The aircraft comprises a rotor with a vertical axis arranged in a housing for generating a lift exceeding the weight of the aircraft. The housing is essentially shaped as a circular wing. A first way of guiding air is provided for controlling the air stream generated by the rotor, by means of which the position of the aircraft can be controlled in hovering flight. From hovering flight, the aircraft can be moved into a cruise flight, where the lift of the aircraft is generated aerodynamically by the circular wing of the housing and its forward thrust by a propeller. For the transition between hovering flight and cruise flight, a second way of guiding air is provided for controlling the pitch of the aircraft. The structure for the second way of guiding air is arranged outside a zone defined by the air stream of the rotor.

Abstract: An improved aerodynamic vane is used for sensing the angle of attack of an aircraft during yawed flight. Left and right sensors are rotatably mounted to opposite sides of the fuselage of the aircraft and rotate in the air flow to a position indicative of the angle of attack of the aircraft. Each sensor consists of an arm rotatably attached at one end to the aircraft with a vane at the other end of the arm, which vane is canted at an angle with respect to the axis of rotation of the arm. The vanes on the sensors on the opposite sides of the aircraft are both canted down or up as to cause the sensors to take similar angular positions during yawed flight.

Abstract: A counterbalance mount bracket for mounting aileron counterbalances on the ailerons of selected aircraft, which counterbalance mount bracket includes an aileron attachment plate having a wing hinge flange adapted to mount on the wing hinge of the aircraft, an aileron hinge flange adapted to mount on the aircraft aileron hinge and a gusset plate for attaching the aileron counterbalance to the counterbalance mount bracket and facilitating pivoting of the aileron counterbalance with the aileron. In a preferred embodiment the counterbalance tubing attached to the counterbalance spade in the aileron counterbalance is welded to the gusset plate, which gusset plate is, in turn, welded to the wing hinge flange of the aileron attachment plate.

Abstract: A passive load mitigation system for supporting transducers on a body moving through a fluid stream is described. According to the invention, a streamlined aerodynamic surface for supporting the transducers is attached to the body via a pivot axis. The axis supports the surface in a torsionally unrestrained manner in at least one rotational degree of freedom about the pivot axis. Therefore, as the body moves through the fluid stream, the surface remains substantially parallel to the plane of the stream. Aerodynamic stability is ensured by forming the surface with substantially trapezoidal or parallelogram shaped sidewalls and by mounting the surface on the pivot axis such that the surface's aerodynamic center is located downstream of the pivot axis. Flutter is prevented or substantially reduced by increasing the surface's bending stiffness or by incorporating ballast weights on a tip pod attached to a portion of the surface.

Abstract: This invention relates to a system for controlling an aerodynamic surface mounted mobile on an aircraft so as to be able to pivot freely about a fixed axis and provided with a tab itself articulated on the trailing edge of the aerodynamic surface, the system being such that elastic connecting devices are provided between the tab and the aerodynamic surface and the tab can be directly actuated by the pilot, via a voluntary actuating member and a mechanical linkage. According to the invention, this system comprises: an actuator interposed between the elastic connecting device and the aerodynamic surface; a device for controlling the actuator; and a clutch connecting the structure of the aircraft to the mechanical linkage; and the device for controlling the actuator also controls the clutch, so that the latter is in disengaged position when the actuator is active and in engaged position when the actuator is inactive.

Abstract: Aircraft wing fatigue life and weight are strongly influenced by maximum wing root bending moment. The object of the invention is to augment the wing root bending moment relief that can be provided by the deflection of aircraft ailerons (12) in the conventional manner, while reducing or eliminating aileron induced wing torsional loading. To accomplish this, a movable aerodynamic control surface (14) is mounted on the outboard side of a contoured boom (13) situated at each wingtip. The exact size and location of the control surfaces (14) are determined by the particular aircraft application. Control surface size is a function of the aircraft aileron size, and each control surface (14) is located ahead of the elastic axis (10') of the wing (10). In addition to providing load alleviation, asymmetric deflection of the wingtip control surfaces (14) creates an aircraft rolling moment that adds to that produced by aileron deflection.

Abstract: An improved geared tab configuration for a moveable airfoil, such as an elevator of an aircraft, is provided which comprises a tab pivotally connected to the airfoil, and linkage connecting the airfoil to the tab for simultaneous opposing pivotal movement of the tab relative to the airfoil to a maximum tab deflection at a determinable intermediate upward airfoil deflection beyond which the relative tab deflection reverses and fairs to the airfoil at a determinable maximum upward airfoil deflection.

Abstract: A free wing attached to a fuselage of an aircraft in a manner such that the wing is free to pivot about a spanwise axis forward of its aerodynamic center. The wing is angularly displaced about the axis by aerodynamic pitching moments, resulting from lift, and is trimmed through a use of a trimmable free stabilizer comprising a floating canard mounted on a strut rigidly connected to the wing and forwardly projected therefrom.

Abstract: A thin, high performance swept wing of the tapered type with an improved leading edge characterized by (1) camber that increases from a minimum near the wing root to a maximum near the wing tip, and (2) substantially a constant leading edge radius extending substantially across the wing span which defines a "blunt" contour. The wing in combination with a T-tail aircraft with a stick shaker/pusher activated by a rate of change of angle of attack sensor and optionally a strake between the leading edge and a wing tip tank which intrinsically combine to define a system that enhances aircraft performance by reducing minimum airspeed without impairing aircraft performance at high subsonic Mach (M) numbers.

Abstract: A device for wing droops assembled on the leading edge of an aircraft wing and capable of occupying either a retracted position for flight in the clean configuration or an extended position, projecting before and below the wing, for producing extra lift, comprising a hydraulic valve controlling the supply of hydraulic fluid to jacks which operate the droops, the valve being fitted with a pilot-operated manual control and an automatic control adapted to be actuated by an angle of attack detector of the aircraft.