Abstract: Methods and apparatuses for controlling aircraft devices with multiple actuators. An apparatus in accordance with one embodiment of the invention includes a first actuator coupled to a first power system having a first probability of failure, the first actuator being coupleable to at least one moveable component of an aircraft system. The apparatus can further include a second actuator coupled to a second power system having a second probability of failure less than the first. The second actuator can be operatively coupled to the first actuator and can be coupleable to the at least one moveable component, for example, to operate simultaneously with the first actuator. A second force applied by the second actuator can be less than a first force applied by the first actuator. Accordingly, the second power source can be reduced in size by virtue of the reduced probability of failure for the first power system.

Abstract: Methods and apparatuses for controlling aircraft devices with multiple actuators. An apparatus in accordance with one embodiment of the invention includes a first actuator coupled to a first power system having a first probability of failure, the first actuator being coupleable to at least one moveable component of an aircraft system. The apparatus can further include a second actuator coupled to a second power system having a second probability of failure less than the first. The second actuator can be operatively coupled to the first actuator and can be coupleable to the at least one moveable component, for example, to operate simultaneously with the first actuator. A second force applied by the second actuator can be less than a first force applied by the first actuator. Accordingly, the second power source can be reduced in size by virtue of the reduced probability of failure for the first power system.

Abstract: Aircraft flight path changes commanded by a pilot via the wheel, column and pedal (12) are converted to position sensor signals (14) and passed as the input to primary flight computer (26). The primary flight computer (26) converts these pilot inputs and the inputs from autopilot (25) into desired surface actuator commands and then transmits them to actuator control electronics (18). The actuator control electronics (18) also receives a position feedback signal, representative of the position of the aircraft control surface (42). The actuator control electronics (18) produces a control signal which is fed to the input of an actuator (32) which includes a hydraulic system (34). The actuator responds to control input signals to drive linkage (40) which then positions the control surface (42).

Abstract: An escape device such as an ejection seat system (10) has a propulsion system (42) that accelerates and changes the angular orientation of the device. The system (10) includes sensors (54) for determining certain parameters associated with device altitude, attitude, and sink rate. A microprocessor (36), operatively connected to both the sensors (54) and the propulsion system (42), operates the propulsion system so that the device will move at desired acceleration levels and turn to a desired attitude.

Abstract: A crewmember (12) is positioned within an ejection seat or other escape device (10). The escape device (10) is ejected from the aircraft or other flying vehicle when it is desired to effect an escape. At the start of ejection, the altitude, sink rate and roll angle of the escape device (10) are determined, by appropriate sensors (128, 132). A microprocessor (66) is used for dividing the altitude by the sink rate to obtain a first time value. The microprocessor (66) is used to divide the roll angle by a desired rate of roll angle correction, to obtain a second time value. The second time value is subtracted from the first time value to obtain a third time value, t.sub.c. In response to t.sub.c being larger than a predetermined value, the microprocessor (66) controls separation to subject the crewmember (12) to a relatively low injury risk level. In response to t.sub.