Abstract: A roller gear includes a housing, multiple rollers, and a flexible coupling. The housing includes a first driven housing portion configured to be rotatably driven, and a second driving housing portion including a first annular rail and a second annular rail. The multiple rollers are rotatably connected between the first annular rail and the second annular rail. The flexible coupling includes a first coupling end and a second coupling end. The first coupling end is fixedly connected to the first driven housing portion. The second coupling end is fixedly connected to the second driving housing portion.

Abstract: An aircraft taxi drive system includes a motor that is configured to transfer power to an aircraft wheel via a drive chain, such that the motor rotates the aircraft wheel via the drive chain. In some examples, the drive chain is movable between first and second positions. In the first position, the drive chain, such as an exterior surface of the drive chain, is engaged with a driven sprocket that is mechanically connected to an aircraft wheel. In the second position, the drive chain is disengaged from the driven sprocket.

Abstract: An electric taxi system (ETS) for an aircraft may comprise drive motors mounted coaxially with wheels of the aircraft. A clutch assembly may be interposed between the drive motor the wheel. The clutch assembly may transmit torque from the motor to the wheel when the wheel and a rotor of the motor rotate at the same rotational speed. The clutch assembly may self-disengage a rotor of the motor from the wheel when the wheel rotates faster than the rotor.

Abstract: An electric taxi system (ETS) for an aircraft may comprise drive motors mounted coaxially with wheels of the aircraft. A clutch assembly may be interposed between the drive motor the wheel. The clutch assembly may transmit torque from the motor to the wheel when the wheel and a rotor of the motor rotate at the same rotational speed. The clutch assembly may self-disengage a rotor of the motor from the wheel when the wheel rotates faster than the rotor.

Abstract: A method of taxing an aircraft with an electric taxi system (ETS) comprising of drive units producing airflow through rotors to pre-cool drive motors and produce rotation of aircraft wheels. The drive motors may be used to produce reverse motion of the aircraft and of operating the drive motors independently of one another so one can operate at a rate of speed and/or direction that is different from the second one of the drive units which may provide enhanced maneuverability of the aircraft during taxing. The drive motors may be controlled to produce regenerative power producing a deceleration of the aircraft that does not shift a center of gravity of the aircraft.

Abstract: An electric taxi system (ETS) for an aircraft may comprise drive motors mounted coaxially with wheels of the aircraft. A clutch assembly may be interposed between the drive motor the wheel. The clutch assembly may transmit torque from the motor to the wheel when the wheel and a rotor of the motor rotate at the same rotational speed. The clutch assembly may self-disengage a rotor of the motor from the wheel when the wheel rotates faster than the rotor.

Abstract: A method of taxing an aircraft with an electric taxi system (ETS) comprising of drive units producing airflow through rotors to pre-cool drive motors and produce rotation of aircraft wheels. The drive motors may be used to produce reverse motion of the aircraft and of operating the drive motors independently of one another so one can operate at a rate of speed and/or direction that is different from the second one of the drive units which may provide enhanced maneuverability of the aircraft during taxing. The drive motors may be controlled to produce regenerative power producing a deceleration of the aircraft that does not shift a center of gravity of the aircraft.

Abstract: A electric taxi system (ETS) for an aircraft may comprise drive units mounted coaxially with wheels of the aircraft and dedicated motor control units for the drive units. The motor control units may be operable independently of one another so that a first one of the drive units can be operated at a speed different from an operating speed of a second one of the drive units. Independent operability of the drive units may provide enhanced maneuverability of the aircraft during taxiing.

Abstract: A electric taxi system (ETS) for an aircraft may comprise drive units mounted coaxially with wheels of the aircraft and dedicated motor control units for the drive units. The motor control units may be operable independently of one another so that a first one of the drive units can be operated at a speed different from an operating speed of a second one of the drive units. Independent operability of the drive units may provide enhanced maneuverability of the aircraft during taxiing.

Abstract: An aircraft taxi drive system includes a motor that is configured to transfer power to an aircraft wheel via a drive chain, such that the motor rotates the aircraft wheel via the drive chain. In some examples, the drive chain is movable between first and second positions. In the first position, the drive chain, such as an exterior surface of the drive chain, is engaged with a driven sprocket that is mechanically connected to an aircraft wheel. In the second position, the drive chain is disengaged from the driven sprocket.

Abstract: An electric taxi system (ETS) for an aircraft may comprise drive motors mounted coaxially with wheels of the aircraft. A clutch assembly may be interposed between the drive motor the wheel. The clutch assembly may transmit torque from the motor to the wheel when the wheel and a rotor of the motor rotate at the same rotational speed. The clutch assembly may selfdisengage a rotor of the motor from the wheel when the wheel rotates faster than the rotor.

Abstract: A electric taxi system (ETS) for an aircraft may comprise drive units mounted coaxially with wheels of the aircraft and dedicated motor control units for the drive units. The motor control units may be operable independently of one another so that a first one of the drive units can be operated at a speed different from an operating speed of a second one of the drive units. Independent operability of the drive units may provide enhanced maneuverability of the aircraft during taxiing.

Abstract: A electric taxi system (ETS) for an aircraft may comprise drive units mounted coaxially with wheels of the aircraft and dedicated motor control units for the drive units. The motor control units may be operable independently of one another so that a first one of the drive units can be operated at a speed different from an operating speed of a second one of the drive units. Independent operability of the drive units may provide enhanced maneuverability of the aircraft during taxiing.

Abstract: Systems and methods of controlling solid propellant burn rate, propellant gas pressure, propellant gas pressure pulse shape, and propellant gas flow rate, rely on pulse width modulation of a control valve duty cycle. A control valve that is movable between a closed position and a full-open position is disposed downstream of, and in fluid communication with, a solid propellant gas generator. The solid propellant in the solid propellant gas generator is ignited, to thereby generate propellant gas. The control valve is moved between the closed position and the full-open position at an operating frequency and with a valve duty cycle. The valve duty cycle is the ratio of a time the control valve is in the full-open position to a time it takes the valve to complete one movement cycle at the operating frequency. The valve duty cycle is controlled to attain a desired solid propellant burn rate, propellant gas pressure, propellant gas pressure pulse shape, and/or propellant gas flow rate.

Abstract: A torque limiting includes first and second rotational plates, first and second springs, and a slip device. The first rotational plate is coupled to a torque input device. The second rotational plate is coupled to a drive shaft, and is configured to be movable along an axial direction thereof. The first spring has a first free length, and exerts a first spring force against the second rotational plate toward the first rotational plate. The second spring has a second free length, smaller than the first free length, and selectively exerts a second spring force against the second rotational plate toward the first rotational plate. The slip device, disposed at least partially within or between the first and second rotational plates, causes relative motion between the first and second rotational plates when torque overcomes the combined first and second spring forces exerted against the second rotational plate.

Abstract: A rudder pedal mechanism is configured with foreign object strike tolerance and/or with an articulating brake. The foreign object strike tolerance is implemented via a force transfer mechanism that is responsive to an input force supplied to the rudder pedal. The force transfer mechanism is configured to supply a transfer force to a rudder position command unit when the input force is supplied in a first direction, and to not supply the transfer force to the rudder position command unit when the input force is supplied in the second direction and exceeds at least a predetermined force magnitude. The articulating brake is implemented via a brake rod assembly that is rotationally coupled to the rudder pedal, and includes a first rod that is rotationally coupled to the rudder pedal, and a second rod that surrounds at least a portion of the first rod.

Abstract: A rudder pedal assembly exhibits sufficient ergonomic feel for a pilot, and is relatively small in overall size. The rudder pedal assembly includes a plurality of rails disposed non-parallel to each other within a common plane, and a rudder pedal. The rudder pedal is movably coupled to the plurality of rails and is configured to receive an input force in at least a first direction and a second direction. The rudder pedal is further configured, in response to the input force, to move along a path constrained by the plurality of rails in at least the first direction and the second direction, respectively, and within the common plane.

Abstract: Assemblies and methods are provided for use in coupling a component to an actuator, where the component includes a stem and a drive nut, and the stem is configured to be rotated by the actuator and to move linearly through an opening in the drive nut. In an embodiment, the assembly includes a coupling mechanism, a drive ring, and a carrier, where the coupling mechanism and the carrier each include slots and the drive ring includes projections that correspond with the slots.

Abstract: A drive shaft is configured to be disposed between a drive mechanism and a plurality of driven mechanisms and to transfer a drive torque generated by the drive mechanism to one of the plurality of driven mechanisms. The drive shaft includes a first shaft section and a second shaft section. The first shaft section has a first outer diameter, and is dimensioned to be disposed within the drive mechanism, within one of the plurality of driven mechanisms, or simultaneously within the drive mechanism and one of the plurality of driven mechanisms. The first shaft section is also configured to at least selectively engage, and thereby at least selectively receive the drive torque generated in, the drive mechanism. The second shaft section is coupled to the first shaft section and has a second outer diameter that is less than the first outer diameter. The second shaft section is dimensioned to be disposed within either the drive mechanism or one of the plurality of driven mechanisms.

Abstract: Systems and methods of controlling solid propellant burn rate, propellant gas pressure, propellant gas pressure pulse shape, and propellant gas flow rate, rely on the position of a throttling valve. A throttling valve that is movable to a control position is disposed downstream of, and in fluid communication with, a solid propellant gas generator, and in parallel with a plurality of reaction control valves. The solid propellant in the solid propellant gas generator is ignited, to thereby generate propellant gas. The throttling valve is moved to a control position to attain a desired solid propellant burn rate, propellant gas pressure, and/or propellant gas pressure pulse shape.