Abstract: A hydraulic system for an aircraft. The hydraulic system can include a hydraulic actuator that is operatively coupled to a flight control member. Hydraulic fluid is moved through the hydraulic system by an engine driven pump that delivers hydraulic fluid to the actuator at a first pressure, and a boost pump that delivers hydraulic fluid to the actuator at a second pressure that is higher than the first pressure. The hydraulic system is configured such that the hydraulic fluid returning from the actuator to the engine driven pump can be delivered to the boost pump prior to reaching the engine driven pump.

Abstract: A force balance sensor including a mechanical strain amplification system including a sensor torsion member having a first end and a second end spaced from one another along a longitudinal axis of the sensor torsion member, at least one strain sensor coupled to the sensor torsion member between the first and second ends, a first torsional stiffening member coupled to the first end of the sensor torsion member, and a second torsional stiffening member coupled to the second end of the sensor torsion member, wherein the first torsional stiffening member and the second torsional stiffening member are coupled to a torque member.

Abstract: A dual spool valve and methods of controlling hydraulic fluid that is moved to a hydraulic actuator of an aircraft. The dual spool valve may include ports to receive and discharge hydraulic fluid. The dual spool valve may also include first and second valve sections that are selectively positionable to control the flow of hydraulic fluid into and out of the actuator. One position provides for hydraulic fluid to move through closure lines. Method of controlling the dual spool valve may provide for selectively positioning the valve sections to control the flow of hydraulic fluid, and to position the valve sections to move hydraulic fluid through a closure line during certain circumstances.

Abstract: An actuator assembly for an aircraft includes a support strut operatively coupled to a hinge axis of a flight control member of the aircraft, a hydraulic actuator operatively coupled to the flight control member via a pivot element, and an electro-mechanical actuator (EMA) having first and second opposing ends and a biasing member. The first end is operatively coupled to a support structure of the aircraft, and the second end is operatively coupled to both the support strut and the hydraulic actuator. The biasing member moves between a compressed state and an expanded state in response to a varying biasing load exerted on a surface of the flight control member, thereby reducing an amount of current needed to drive the EMA, as well as a number of high-pressure hydraulic cycles of the hydraulic actuator to control the flight control member.

Abstract: Methods and devices for adjusting a position of a flight control member relative to a base of an aircraft. The devices and methods include a joint that movably connects the flight control surface to the base. An extension member is connected to the flight control surface and extends through the joint. Adjustable linear members of the base are connected to the extension member and configured to adjust the position of the extension member. This adjustment results in re-orienting the flight control member relative to the base to adjust the flight of the aircraft.

Abstract: A dual rack and pinion rotational inerter, configured to dampen the flutter of a flight control member of an aircraft, includes an inertial wheel and a brake member disposed on an inertial wheel. The brake member moves between a retracted position and a deployed position based on a rotational velocity of the inertial wheel. The brake member moves to the retracted position when the rotational velocity of the inertial wheel is slower than a predetermined threshold velocity to allow the rotation of the inertial wheel. When the rotational velocity of the inertial wheel is at least as fast as the predetermined threshold velocity, however, the brake member deploys to yieldingly resist the rotation of the inertial wheel. In either position, the inertial wheel causes the inerter to dampen the flutter.

Abstract: A dual spool valve and methods of controlling hydraulic fluid that is moved to a hydraulic actuator of an aircraft. The dual spool valve may include first and second manifolds that each includes a movable spool. Multiple ports are positioned in each of the manifolds. The movable spools are positionable within their respective manifolds to control the movement of the hydraulic fluid that is supplied to and removed from the hydraulic actuator.

Abstract: The hydraulic system can include a control member that is operatively coupled to a member. The control member can include a hydraulic control member and an integrated inerter. Hydraulic fluid at variable pressures is moved through the hydraulic system by pumps. The hydraulic system can be configured for hydraulic fluid returning from the control member to the first pump to be delivered to the second pump prior to reaching the first pump. A dual-spool valve is positioned between the pumps and the control member to control the flow of the hydraulic fluid. The dual-spool valve is movable to move the hydraulic fluid at variable pressures into and out of first and second chambers of the control member. The dual spool valve can also be configured to operate the control member when a spool is not operational.

Abstract: A dual spool valve and methods of controlling hydraulic fluid that is moved to a hydraulic actuator of an aircraft. The dual spool valve may include first and second manifolds that each includes a movable spool. Multiple ports are positioned in each of the manifolds. The movable spools are positionable within their respective manifolds to control the movement of the hydraulic fluid that is supplied to and removed from the hydraulic actuator.

Abstract: A dual spool valve and methods of controlling hydraulic fluid that is moved to a hydraulic actuator of an aircraft. The dual spool valve may include ports to receive and discharge hydraulic fluid. The dual spool valve may also include first and second valve sections that are selectively positionable to control the flow of hydraulic fluid into and out of the actuator. One position provides for hydraulic fluid to move through closure lines. Method of controlling the dual spool valve may provide for selectively positioning the valve sections to control the flow of hydraulic fluid, and to position the valve sections to move hydraulic fluid through a closure line during certain circumstances.

Abstract: An actuator assembly for an aircraft includes a support strut operatively coupled to a hinge axis of a flight control member of the aircraft, a hydraulic actuator operatively coupled to the flight control member via a pivot element, and an electro-mechanical actuator (EMA) having first and second opposing ends and a biasing member. The first end is operatively coupled to a support structure of the aircraft, and the second end is operatively coupled to both the support strut and the hydraulic actuator. The biasing member moves between a compressed state and an expanded state in response to a varying biasing load exerted on a surface of the flight control member, thereby reducing an amount of current needed to drive the EMA, as well as a number of high-pressure hydraulic cycles of the hydraulic actuator to control the flight control member.

Abstract: The hydraulic system can include a control member that is operatively coupled to a member. The control member can include a hydraulic control member and an integrated inerter. Hydraulic fluid at variable pressures is moved through the hydraulic system by pumps. The hydraulic system can be configured for hydraulic fluid returning from the control member to the first pump to be delivered to the second pump prior to reaching the first pump. A dual-spool valve is positioned between the pumps and the control member to control the flow of the hydraulic fluid. The dual-spool valve is movable to move the hydraulic fluid at variable pressures into and out of first and second chambers of the control member. The dual spool valve can also be configured to operate the control member when a spool is not operational.

Abstract: A hydraulic system for an aircraft. The hydraulic system can include a hydraulic actuator that is operatively coupled to a flight control member. Hydraulic fluid is moved through the hydraulic system by an engine driven pump that delivers hydraulic fluid to the actuator at a first pressure, and a boost pump that delivers hydraulic fluid to the actuator at a second pressure that is higher than the first pressure. The hydraulic system is configured such that the hydraulic fluid returning from the actuator to the engine driven pump can be delivered to the boost pump prior to reaching the engine driven pump.

Abstract: A dual rack and pinion rotational inerter, configured to dampen the flutter of a flight control member of an aircraft, includes an inertial wheel and a brake member disposed on an inertial wheel. The brake member moves between a retracted position and a deployed position based on a rotational velocity of the inertial wheel. The brake member moves to the retracted position when the rotational velocity of the inertial wheel is slower than a predetermined threshold velocity to allow the rotation of the inertial wheel. When the rotational velocity of the inertial wheel is at least as fast as the predetermined threshold velocity, however, the brake member deploys to yieldingly resist the rotation of the inertial wheel. In either position, the inertial wheel causes the inerter to dampen the flutter.

Abstract: Methods and devices for adjusting a position of a flight control member relative to a base of an aircraft. The devices and methods include a joint that movably connects the flight control surface to the base. An extension member is connected to the flight control surface and extends through the joint. Adjustable linear members of the base are connected to the extension member and configured to adjust the position of the extension member. This adjustment results in re-orienting the flight control member relative to the base to adjust the flight of the aircraft.

Abstract: A force balance sensor including a mechanical strain amplification system including a sensor torsion member having a first end and a second end spaced from one another along a longitudinal axis of the sensor torsion member, at least one strain sensor coupled to the sensor torsion member between the first and second ends, a first torsional stiffening member coupled to the first end of the sensor torsion member, and a second torsional stiffening member coupled to the second end of the sensor torsion member, wherein the first torsional stiffening member and the second torsional stiffening member are coupled to a torque member.