Abstract: Adjustable servomechanism assemblies and associated systems and methods are disclosed herein. An unmanned aircraft system in accordance with one embodiment of the disclosure includes a movable mechanism and a servomechanism assembly operably coupled to the movable mechanism. The system also includes an interface assembly operably coupled to an output shaft of the servo and the movable mechanism. The interface assembly includes an adapter portion carried by the output shaft and an output arm releasably engaged with the adapter portion. The adapter portion includes a first aperture having a non-round surface mated with a non-round surface of the output shaft, and a generally smooth, non-splined, engagement surface. The output arm includes a second aperture sized to receive at least a portion of the outer surface of the adapter portion. The second aperture includes generally smooth inner surface in contact with and rotatable through 360 degrees relative to the engagement surface of the adapter portion.

Abstract: A rotary actuator incorporating a three relationship includes a twistably-deformable structure having a first and a second end plate and a helical spring with a first and a second terminal end secured on the first and the second end plate, respectively, and wherein the first and the second end plate have a first and a second notch, respectively, and wherein the first and the second notch have a first and a second contact zone, respectively. The rotary actuator further includes an outlet shaft and a motor assembly having an outlet gear configured to drive the twistably-deformable structure so as to drive the outlet shaft in rotation, wherein, the motor assembly, the twistably-deformable structure and the outlet shaft are disposed in succession. The rotary actuator has a first finger constrained to rotate with the outlet gear and a second finger constrained to rotate with the outlet shaft.

Abstract: A hybrid actuator assembly includes an actuator housing, an electromechanical actuator, and a hydraulic actuator. The electromechanical actuator is disposed at least partially within the actuator housing and is adapted to be controllably energized. The electromechanical actuator is configured, upon being controllably energized, to supply a first drive force. The hydraulic actuator is disposed at least partially within the actuator housing and is adapted to receive pressurized hydraulic fluid. The hydraulic actuator is configured, upon receipt of pressurized hydraulic fluid, to supply a second drive force.

Abstract: A method for providing torque to assist in moving a component of a mobile platform. Biasing forces may be applied to opposing portions of a torque transferring member that enable the torque transferring member to be maintained in a position of equilibrium. A torque may be applied to one of the component and the torque transferring member such that the biasing forces cooperatively exert a torque on the torque transferring member to assist in moving the torque transferring member out from the position of equilibrium. Motion of the torque transferring member out from the position of equilibrium may be used to assist in moving the component.

Abstract: A device for remotely controlling the control surfaces of an aircraft, the device comprising: an actuator member pivotable about an axis and entraining a rotary shaft; a stationary finger parallel to the shaft and supported at a radial distance from the shaft; a moving finger secured to the shaft and supported at a radial distance therefrom, both fingers being parallel to the shaft; a first slab supported at a radial distance from the shaft beside the two fingers on one side thereof and suitable for turning about the axis of the shaft; a second slab supported at a radial distance from the shaft beside the two fingers on their side opposite from the first slab, and suitable for turning about the axis of the shaft; a third slab supported at a radial distance from the shaft beside the second slab at an angular distance therefrom and suitable for turning about the axis of the shaft; a first spring between the first and second slabs; and a second spring between the first and third slabs.

Abstract: A flight control system includes carbon fiber pull rods to substitute in whole or in part for conventional steel cables. The stretch and thermal expansion issues associated with composite cables are minimal, making them much better for the very long flight-control runs on large aircraft and spacecraft, and also on aircraft and spacecraft operating though a wide range of temperatures during flight. In a preferred embodiment, the carbon fiber pull rods are manufactured by winding a resin-impregnated carbon tow around a pair of bobbins, one of which is fixed and one of which is rotatably mounted. When the second bobbin is rotated, the windings are twisted to form the carbon fiber pull rod, which is then cured to complete the manufacturing process.

Abstract: A flap actuator is provided for controlling movement of a flap on a wing of an aircraft. The flap actuator includes a housing having a leading end and a trailing end. A ball nut is rotatably supported in the housing. A motor has a rotatable drive shaft that is rotatable in first and second opposite directions. A gear assembly translates rotation of the drive shaft to the ball nut. A ball screw extends along a longitudinal axis and has a terminal end operatively connectable to the flap. The ball screw is movable between a first retracted in response to rotation of the ball nut in a first direction and a second extended position in response to rotation of the ball nut in a second direction. A one-way roller clutch is operatively connectable to the ball nut. The roller clutch engages the housing and prevents rotation of the ball nut in a first direction in response to a compressive force on the ball screw by the flap.

Abstract: An apparatus for use in moving a control surface during operation of an aircraft includes a flexible drive shaft to be connected with an actuator assembly by a coupling assembly. Operation of the actuator assembly operates a force transmission apparatus to move a control surface on an aircraft. The coupling assembly includes an input member connected with the flexible drive shaft and an output member which may be connected with the actuator assembly. A plurality of balls interconnect the input and output members and are rotatable to accommodate relative movement between the input and output members.

Abstract: Adjusting device for adjusting a high-lift flap (2; 102) and airfoil wing provided with the same, comprising at lest one flap drive (20)for operating the flap (2; 102), and comprising several drive stations (3,4, 5) which movably connect the high-lift flap (2; 102) to the airfoil wing (1) for guiding the flap (2; 102) by means of tension/compression elements (7; 107), the flap drive (20) being connected to several drive stations (3, 4, 5) for adjusting the high-lift flap (2; 102). According to the invention, at least one compensation element (10; 110) is provided at least at one drive station (4) for compensation of constraining forces occurring in the drive links comprising the tension/compression elements (7; 107) due to relative movements in wing chord direction between the flap (2; 102) and the wing (1).

Abstract: A flight control surface actuator includes a mechanism that enables the actuator translation member to be selectively decoupled from the actuator rotating member. The actuator includes an actuation member, a translation member, an extension member, and a locking member. The actuation member is adapted to receive a drive force and is configured, in response to the drive force, to rotate and cause the translation member to translate. The extension member surrounds at least a portion of the translation member and is configured to be selectively coupled to, and decoupled from, the translation member. The locking member surrounds at least a portion of the extension tube and is movable between a lock position, in which the locking member couples the extension member to the translation member, and a release position, in which the locking member decouples the extension member from the translation member.

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: Fitting with torsion box produced from a plastic material reinforced with carbon fiber, comprising a torsion box (2) with side walls and individual members for attaching the box to respective frames of the tail fuselage (1), along with a stiffening element (4) which joins the side walls (2a, 2b) and which comprises individual end parts (4a, 4b) and a central part (4c); where each end part (4a, 4b) comprises first sections (4d, 4e) which are extended parallel to the side walls (2a, 2b) to both sides of the central part (4c), second sections (4f, 4g) which are extended towards the corresponding side wall (2a, 2b) and third sections (4h, 4i) each one backing onto and attached to the side wall (2a, 2b); the first sections (4e, 4d) of the end parts (4a, 4b) and the side walls (2a, 2b) of the torsion box include individual primary passage holes (5a, 5b, 5c, 5d) aligned in order to create the first fastening.

Abstract: An actuator and flap arrangement includes a flap, movable relative to a support structure, and two actuators. Each actuator has a portion fixed relative to the support structure, a portion movable relative to the fixed portion and connected to the flap for transfer of motor force to flap upon movement of the movable portion, and a motor for moving the movable portion relative to the fixed portion. The arrangement also includes a device interconnecting the two actuators for transferring motive force between the two actuators.

Abstract: An actuator arrangement comprises a first screw shaft, a first nut cooperating with the first screw shaft such that rotation of the first screw shaft causes the first nut to translate thereon, a second screw shaft, a second nut cooperating with the second screw shaft such that rotation of the second screw shaft causes the second nut to translate thereon, and first and second linkages connecting the first and second nuts, respectively, to an output member, rotation of the first and second screw shafts to cause translation of the first and second nuts towards one another causing extending movement of the output member and rotation of the first and second screw shafts to cause translation of the first and second nuts away from one another causing retracting movement of the output member.

Abstract: An elevator variable feel unit for aircraft pilot control. The variable feel unit has a single cam and a roller unit. The cam attaches by a spline to the input shaft and input crank of the feel unit. The input crank, connected to the control column torque tube, turns the shaft and the cam. A cam follower arm assembly has a roller that causes a cam follower arm to pivot as the cam is pivoted due to movement of the control column. Two base feel centering springs between the cam follower arm and a fixed point to keep the roller on the cam, and provide the base feel force and a centering function. In a base feel position, the preload on the base feel spring keeps the variable feel unit in a detent position. The variable feel spring has a minimum preload and does not add to the feel at low airspeed. When the control column is moved, the movement causes an increase in the extension of the base feel springs, thus increasing the feel forces at the column.

Abstract: A steering system for a mobile platform is provided that reduces and/or eliminates backlash in the steering system. The steering system includes an input mechanism for receiving an input from an operator of the mobile platform to move the input mechanism into a first position or a second position. The input mechanism further includes an input arm. An idler is rotatably coupled to the input, and the idler is configured to engage the input arm in the second position. A pair of biasing members is coupled to the idler and the input arm to bias the input mechanism to a “center” or “neutral” position. The biasing members are operable to resist the movement of the input mechanism into the first or second positions. A steering mechanism coupled to the input mechanism monitors the position of the input mechanism and generates electrical signals to drive a motor that steers a wheel in accordance with the direction of movement of the input mechanism.

Abstract: A method and apparatus for aligning structures. In one advantageous embodiment, an apparatus comprises a tapered member and a plurality of segments. The tapered member has a first end and a second end, a diameter that increases from the first end to the second end, and the diameter has a first center. The each of the plurality of segments has an inner surface and an outer surface, wherein the plurality of segments define a tapered channel capable of receiving the tapered member, wherein the outer surface has an outer diameter with a second center corresponding to the first center, and wherein movement of the plurality of segments to the second end increases the outer diameter with the second center remaining in around a same location.

Abstract: A piston (16) comprising a shaft (60), a head (62) and a transition corner (64) therebetween. The piston (16) can be formed from a two-piece blank with an inertia-welded interface (36) joining the pieces. The interface (36) does not intersect the transitional corner (64) and is instead positioned radially outward therefrom.

Abstract: Apparatus connecting an auxiliary lift foil, such as a flap or slat, to a main lift element. The apparatus comprises: a drop link pivotally coupled to the main lift element by a first hinge and to the auxiliary lift foil by a second hinge, wherein the drop link is substantially rigid between the first and second hinges; and a linkage mechanism pivotally coupled to the auxiliary lift foil by a third hinge which is spaced from the second hinge, and to the main lift element by as fourth hinge. The linkage mechanism comprises: a second link pivotally coupled to the airfoil by the third hinge; a third link pivotally coupled to the drop link and/or the auxiliary lift foil by a fifth hinge; and a lever pivotally coupled to the main lift element by a fourth hinge, to the second link by a sixth hinge, and to the third link by a seventh hinge. The drop link is rotated clockwise about the first hinge.

Abstract: This invention relates to a device for monitoring the synchronism of one or more flaps of aircraft wings, wherein the device includes a control cable which is connected with the flaps such that the control cable follows the flap movement. In accordance with the invention, the path of installation of the control cable extends from a first point to a second point, one or both of which are arranged on non-movable structural components of the aircraft wing.

Abstract: A modularized airplane includes two separably interconnected modules. The first module, incorporating substantial airplane style characteristics, comprises wings and stabilizers having at least one associated control surface joined with a fuselage portion. The second module carries a set of essential airplane components interconnected to suffice airplane operations including a propulsion unit, radio receiver and/or auto-piloting electronics unit, control servo devices, and power means mounted on provided support structures. At least one pair of mutually magnetically attractive connectors oppositely affixed on said two module members provide means for inter-modular structural connection. An alignment mechanism having oppositely provided complementary structures on said two modules facilitate alignment as well as lateral interlocking for inter-modular structural connection.

Abstract: An actuator (30) for actuating translation movement of a component (32) (e.g., a horizontal stabilizer) relative to a structure (34) (e.g., an aircraft's rear fuselage). The actuator (30) comprises a control-motion-providing assembly (40) having a drive path from a motion provider (52) to the component (32), a motion-permit-prevent assembly (42), and a sensing system (94) which senses a failure in the drive path. The motion-permit-prevent assembly (42) comprises a screw member (74), which is not part of the drive path, and a nut member (76). Upon detection drive-path failure by the sensing system (94), the motion-permit-prevent assembly (42) converts from a motion-permitting mode (whereat relative rotation between the screw-nut members (74/76) is permitted) to a motion-preventing mode (whereat relative rotation of the screw-nut members (74/76) is prevented). In the motion-preventing mode, the component (32) is locked or immobilized.

Abstract: A landing flap drive system, in one example, includes a first drive motor for operating a landing flap. In this arrangement, the landing flap drive system is integrated in a track of the landing flap such that final assembly and integration of the system are facilitated to a significant extent.

Abstract: An apparatus for use in moving a control surface during operation of an aircraft includes a flexible drive shaft to be connected with an actuator assembly by a coupling assembly. Operation of the actuator assembly operates a force transmission apparatus to move a control surface on an aircraft. The coupling assembly includes an input member connected with the flexible drive shaft and an output member which may be connected with the actuator assembly. A plurality of balls interconnect the input and output members and are rotatable to accommodate relative movement between the input and output members.

Abstract: The invention proposes a landing flap guide for aircraft, in which the translatory landing flap (1) movement is realized with a glide slide (4) that is supported and guided in slideways of the landing flap carrier (3). The slide (4) is connected to the landing flap (1) and, in order to extend and retract the landing flap (1), guided along the flap carrier (3) by means of at least one glide guide (41, 42, 43, 44).

Abstract: Fitting with torsion box produced from a plastic material reinforced with carbon fiber, comprising a torsion box (2) with side walls and individual means of attachment for attaching the box to respective frames of the tail fuselage (1), along with a stiffening element (4) which joins the side walls (2a, 2b) and which comprises individual end parts (4a, 4b) and a central part (4c); where each end part (4a, 4b) comprises first sections (4d, 4e) which are extended parallel to the side walls (2a, 2b) to both sides of the central part (4c), second sections (4f, 4g) which are extended towards the corresponding side wall (2a, 2b) and third sections (4h, 4i) each one backing onto and attached to the side wall (2a, 2b); the first sections (4e, 4d) of the end parts (4a, 4b) and the side walls (2a, 2b) of the torsion box include individual primary passage holes (5a, 5b, 5c, 5d) aligned in order to create the first fastening.

Abstract: This invention is a servo mounting system, which allows a servo with a rotating output shaft to directly power an aircraft control surface. A specially designed servo mount securely positions the servo with the central axis of its rotational output shaft on, and axially aligned with, the hinge line of the control surface it drives. The servo shaft and servo body are directly connected to the airframe and control surface, thereby conserving rotational motion while driving control movement. Electronic means are then used to control the neutral point and the limit of travel of the servo. The system eliminates lost motion without generating adverse linear loads within the drive assembly.

Abstract: An actuation apparatus for a control flap which is disposed on the trailing edge of the wing of an aircraft and which can be displaced between a stowed position and an extended position, in which it is displaced rearwardly relative to the trailing edge of the wing and angled downwardly relative to the wing plane; and corresponding intermediate positions. The actuation apparatus has a pyramid mechanism arrangement connected, on the one hand, to the load-bearing structure of the wing and, on the other hand, to the control flap, with at least one virtual axis which lies, in particular, at a finite distance from the plane of the wing profile and relative to which the control flap can be displaced.

Abstract: A system for providing automatic trim control associated with a control surface in an aircraft that utilizes at least two sensors that must agree in direction before trim adjustment is made. Each sensor is provided with a separate an independent controller channel to further enhance fail-safe operation. A trim sensor is placed in the coupling link between a servo and aircraft primary control linkage leading to the associated control surface. A trim sensor is provided that utilizes a spring with a portion disposed laterally with respect to the direction of the force to be measured. An arm is attached to the lateral portion of the spring to effect motion that can be sensed by various sensors including optical, mechanical switch and magnetic sensors.