Abstract: A control system for an aircraft includes an actuation section that moves lift-enhancing devices as a function of received control orders, a control member operable by a pilot of the aircraft, and a control unit that includes a control section that produces control orders, as a function of actuation of the control member, so as to control the actuation section to bring the lift-enhancing devices into a predetermined position. The control unit further includes a device that produces automatically auxiliary control orders which are transmitted to the actuation section to automatically retract the lift-enhancing devices when the aircraft is in a first flight condition and another device that automatically disables control orders produced by the control section following actuation of the control member to deploy the lift-enhancing devices when the aircraft is in a second flight condition.

Abstract: A control system for an aircraft includes an actuation section that moves lift-enhancing devices as a function of received control orders, a control member operable by a pilot of the aircraft, and a control unit that includes a control section that produces control orders, as a function of actuation of the control member, so as to control the actuation section to bring the lift-enhancing devices into a predetermined position. The control unit further includes a device that produces automatically auxiliary control orders which are transmitted to the actuation section to automatically retract the lift-enhancing devices when the aircraft is in a first flight condition and another device that automatically disables control orders produced by the control section following actuation of the control member to deploy the lift-enhancing devices when the aircraft is in a second flight condition.

Abstract: A process for controlling and measuring the movement of an armature of an electromagnetic switching member with an excitation coil is proposed, which has the following steps: a current (i) or a voltage (u1) is applied to the excitation winding (3) in order to move the armature into a first actuatable position; before the start of the movement of the armature, the current or the voltage is raised above a value at which the armature remains in the actuated position, and before termination of the movement of the armature the current or the voltage is reduced to a defined value, which suffices to hold the armature in the actuated position; finally, the temporal variations in the current or the voltage are measured after setting of the defined value, for the purpose of recognizing the termination of the armature movement.

Abstract: A fuel injection pump is proposed in which over a first portion of the supply stroke of the pump piston fuel for the main injection is pumped via a distributor line and a distributor groove into one at a time of a plurality of fuel injection lines. In a second, remaining portion of the pump piston supply stroke, on the same cam flank, fuel is then pre-stored in a reservoir, controlled by a first electrically controlled valve and a second electrically controlled valve and by one of a plurality of longitudinal control grooves, which fuel subsequently, before the beginning of the next main injection determined by the closure of the first electrically controlled valve, is pumped via a second distributor line into the next succeeding injection line.

Abstract: A fuel injection pump including a pump piston, which pumps fuel at injection pressure to an injection nozzle as long as a control valve blocks the flow of the fuel, which overflows from the pump work chamber via a flow conduit, to a low-pressure chamber. In this operating state, if the control valve jams and the supply of fuel to the pump work chamber is not completely prevented. A Venturi pump is provided to evacuate the fuel. By means of the Venturi pump with a permanent flow of fuel through it, the static pressure is partially dropped at a flow throttle and this negative pressure is utilized at bottom dead center (UT) of the pump piston to evacuate the pump work chamber by suction, thereby preventing an unintended injection. The apparatus is especially suitable for high-pressure injection in Diesel engines, to achieve redundantly safe operation.

Abstract: Method and system for determining the longitudinal position of the gravity center of an aircraft having an adjustable stabilizer. At a flight point for which the aircraft is in equilibrium with its elevator in aerodynamic prolongation of the adjustable stabilizer, the gravity center position is calculated from the position (X.sub.F) of the focus (F) of the aircraft (1), the measurement of the deflection (iH) of the adjustable stabilizer, a first function K(M, N1) of the engine speed (N1) of the engines of the aircraft and the Mach number (M). The first function is representative of the deflection value (iHRef) of the adjustable stabilizer. In the case where the gravity center would be at the focus (F) of the aircraft, a second function H(Cz, M) of the lift coefficient (Cz) of the aircraft and of the Mach number (M) is used. The second function is representative of the stabilizer deflection variation for a variation of 1 percent of the gravity center position.

Abstract: Method and system for determining the longitudinal position of the gravity center of an aircraft provided with an adjustable stabilizer. At a point of flight for which the aircraft is in equilibrium with its elevator in aerodynamic prolongation of the adjustable stabilizer and when the gravity center is at the vicinity of the focus of the aircraft, the gravity center position is calculated from: the position (X.sub.F) of the focus (F) of the aircraft, the measurement of the deflection (iH) of the adjustable stabilizer, a first function K(M, N1) of the engine speed (N1) of the engines of the aircraft and the Mach number (M); and a second function of such Mach number. There is application to the monitoring of the gravity center of a flying aircraft.

Abstract: A fuel injection device having a pump piston which during the supply stroke pumps fuel from a pump work chamber into an injection line which leads to a fuel injection valve. Directly adjacent to the branching off of the injection line from the pump work chamber, at the diameter of the injection line, a valve seat is provided, at which the injection line then merges with a chamber into which a pressure valve closing member plunges. The valve closing member is tightly guided in a guide bore, loaded by a valve spring, and in the chamber has a pressure shoulder adjoining the sealing surface that cooperates with the valve seat. The rear side of the pressure valve closing member communicates with a continuously open relief line.

Abstract: A fuel injection device having a pump piston which during the supply stroke pumps fuel from a pump work chamber into an injection line which leads to a fuel injection valve. Directly adjacent to the branching off of the injection line from the pump work chamber, at the diameter of the injection line, a valve seat is provided, at which the injection line then merges with a chamber into which a pressure valve closing member plunges. The valve closing member is tightly guided in a guide bore, loaded by a valve spring, and in the chamber has a pressure shoulder adjoining the sealing surface that cooperates with the valve seat. The rear side of the pressure valve closing member communicates with a continuously open relief line.