Abstract: The invention relates to an actuator having an (auto)synchronous rotary electric motor and a reversible speed-reducing gearbox coupled to the motor to be driven in rotation thereby An outlet shaft is coupled to the speed-reducing gearbox to be driven in rotation thereby A first angular position sensor and a control circuit are connected to the motor. The circuit delivers a motor power supply signal that varies as a function of a position setpoint signal applied to the control circuit and as a function of signals delivered by the angular position sensor. The gearbox has a plurality of speed-reducing each having a pair of gears mounted to rotate about two parallel axes of rotation.

Abstract: An automatic takeoff apparatus for an aircraft includes: an altitude sensor; an airspeed sensor; an attitude angle sensor; a direction sensor; a takeoff command inputting section; and a control device for controlling a propulsion device and an control surface of the aircraft, wherein the control device includes: a takeoff run control section for realizing a takeoff run by controlling the propulsion device to provide a maximum output and by controlling the control surface to maintain the attitude angle and the traveling direction constant, in response to the takeoff command; a rotation control section for controlling the control surface to rotate when the airspeed exceeds a predetermined speed; and an ascending flight control section for controlling the propulsion device and the control surface to perform an ascending flight up to a target altitude with a predetermined speed maintained, when the altitude exceeds a predetermined altitude.

Abstract: A vortex detection device suitable for use in fighter aircraft including an angle-of-attack sensor, an angle-of-attack processing unit connected to the angle-of-attack sensor capable of forming a signal representative of current air stream's angle-of-attack, a synthetic angle-of-attack estimation unit capable of forming a synthetic angle-of-attack signal, and a vortex level calculation unit connected to the processing and estimation unit, capable of calculating a vortex level signal, and a vortex detection unit connected to the vortex level calculation unit, for deciding, based on the vortex level signal, if a vortex is detected.

Abstract: The method in accordance with the invention is a method of providing a 3D emergency descent trajectory for aircraft comprising the steps of searching for at least one possible better trajectory allowing a secure continuation in relation to the relief and/or the surrounding conditions towards a homing point as soon as a situation requiring an unscheduled modification of the current trajectory occurs, wherein this trajectory is updated as a function of the alterations in the surrounding conditions, as a function of the information provided by the onboard sensors and/or outside information received.

Abstract: Takeoff and landing modes are added to a flight control system of a Vertical Take-Off and Landing (VTOL) Unmanned Air Vehicle (UAV). The takeoff and landing modes use data available to the flight control system and the VTOL UAV's existing control surfaces and throttle control. As a result, the VTOL UAV can takeoff from and land on inclined surfaces without the use of landing gear mechanisms designed to level the UAV on the inclined surfaces.

Abstract: An aircraft for unmanned aviation is described. The aircraft includes an airframe, a pair of fins attached to a rear portion of the airframe, a pair of dihedral braces attached to a bottom portion of the airframe, a first thrust vectoring module and a second thrust vectoring module, and an electronics module. The electronics module provides commands to the two thrust vectoring modules. The two thrust vectoring modules are configured to provide lateral and longitudinal control to the aircraft by directly controlling a thrust vector for each of the pitch, the roll, and the yaw of the aircraft. The use of directly articulated electrical motors as thrust vectoring modules enables the aircraft to execute tight-radius turns over a wide range of airspeeds.

Abstract: The invention relates to a method of assisting in the navigation of an aircraft comprising a step for updating a flight plan according to a new clearance received on board by a ground/onboard communication system. The clearance comprises an action conditional on the flight plan linked to a floating point of the path defined by an altitude constraint of the aircraft; on receipt of the new clearance, the update is performed directly by means of the FMS linked to the communication system. This is a predictive method.

Abstract: A system operates to guide an aircraft to or along a route designed to maintain the aircraft within a safe glide distance of an acceptable emergency landing area. The system uses a database of emergency landing areas with glide characteristics of an aircraft to determine a route that minimizes travel time or other specified parameter, while keeping the aircraft within a safe glide distance of a landing area in the database meeting the landing requirements for the aircraft.

Abstract: A rotary wing vehicle includes a body structure having an elongated tubular backbone or core, and a counter-rotating coaxial rotor system having rotors with each rotor having a separate motor to drive the rotors about a common rotor axis of rotation. The rotor system is used to move the rotary wing vehicle in directional flight.

Abstract: An air data system and method for a ducted fan air-vehicle is described. The air data system includes a plurality of air pressure sensors placed around a lip of an air duct of the ducted fan air-vehicle. The air data system calculates the speed and direction of airflow surrounding the ducted fan air-vehicle based on pressure data measured across the lip of the air duct. Additionally, the air data system may estimate forces generated by airflow surrounding the air-vehicle.

Abstract: The present invention relates to methods of controlling the flight path of an aircraft to follow as closely as possible a predetermined four-dimensional flight path, such as when flying continuous descent approaches. A method of controlling an aircraft to follow a predetermined four-dimensional flight path is provided that comprises monitoring an actual along-track position and an actual vertical position of the aircraft relative to corresponding desired positions on the predetermined flight path. Throttle commands are generated based on deviations of the actual vertical position of the aircraft from the desired vertical position. Elevator commands are generated based on the deviation of the actual along-track position from the desired along-track position and on the deviation of the actual vertical position from the desired vertical position.

Abstract: Methods and systems are provided for using a measurement of only one axis of a three-axis magnetometer to perform at least one corrective action on an unmanned aerial vehicle (“UAV”). An exemplary embodiment comprises (i) receiving from a three-axis magnetometer a measurement representative of an attitude of a UAV, wherein the measurement is of only one axis of the magnetometer, (ii) comparing the measurement to an allowable range of attitudes, (iii) determining that the measurement is not within the allowable range of attitudes, and (iv) performing at least one corrective action on the UAV.

Abstract: A control system and method for control of a cyclical flying system which uses lift segments, which may be airfoils, which rotate around a central hub, similar to the mechanics of an autogyro. The airfoils may achieve speeds significantly above the wind speed feeding the system. The airfoils may be linked to the central hub by flexible radial tethers which stiffen considerably as the speed of the airfoil increases. The central hub may be linked to the ground with an extendible main tether. Power generation turbines may reside on the airfoils and utilize the high apparent wind speed for power generation. The generated power may travel down the radial tethers and across a rotating power conduit to the main tether and to the ground. The airborne assembly may have the rotational speed of the airfoils, its altitude, and its attitude controlled by using control surfaces linked to the airfoils, or by control of the angle of attack of the airfoils relative to a central hub, or relative to each other.

Abstract: Disclosed herein is a method and system for flying a ducted-fan air-vehicle, such as an unmanned air-vehicle. The method includes receiving a first input associated with a target point of interest and pointing the gimbaled sensor at the target point of interest. The method further includes receiving a second input corresponding to a desired flight path and selecting a velocity vector flight command to achieve the desired flight path. Selecting the velocity vector flight command includes converting attitude data from the gimbaled sensor into a velocity vector flight command. The method further includes operating the flight of the UAV according to the selected velocity vector flight command and the gimbaled sensor remains fixed on the target point of interest during the flight of the UAV.

Abstract: A process and device for the automatic flight optimisation of the aerodynamic configuration of an aircraft. The device (1) includes means (7, 8, 10) for determining and applying to the spoilers (6) of the aircraft commands for providing the aircraft with an optimum aerodynamic configuration.

Abstract: A flight assistance apparatus for providing assistance in flying an aircraft, including: a yoke operated by a pilot of the aircraft; and a flight instruction section that instructs, with an aid of the yoke, the pilot to fly the aircraft in such a manner as to avoid a critical flight range when the aircraft approaches the critical flight range.

Abstract: A method and device that assist a pilot of a follower aircraft during a patrol flight, by presenting on a viewing screen an indicator that provides information as to the possibility of engagement of an automatic pilot during a patrol flight.

Abstract: A method of transitioning from a complex response flight state to a ground operation control state. Pilot intent is determined through collective position information to control the transition. An independent cockpit switch activates an emergency surface contact transition function for use with a fly-by-wire (FBW) flight control system. Once the surface contact transition function is active, FBW control laws transition from a fully augmented flight state, through an augmentation deactivation state and into the surface contact state.

Abstract: Control systems, controllers, systems, and methods of stabilizing a light aircraft during flight and/or ground maneuvers, such as by detecting and/or correcting undesired yaw characteristic, such as, for example, yaw angle, yaw rate, and/or yaw fluctuations.

Abstract: An emergency navigational system that monitors the navigation of an aircraft by comparing actual flight parameter data to predefined flight parameter data to thereby determine if the actual flight parameter data deviates beyond a defined value, and if so, activating a navigational controller to at least partially control the navigation of the aircraft.

Abstract: A vehicle operator interface is disclosed. The vehicle operator interface comprises a visual display device. A first indicator which is representative of a vehicle energy target, a second indicator representative of a vehicle energy vector and a third indicator representative of a vehicle capability zone are on the display.

Abstract: A flight control system for aircraft, such as for a vehicle with a ducted fan propulsion system which also produces rotary moments and side forces for control purposes. The flight control system of the present invention is designed in a manner that will ensure the safety of the vehicle in event of a malfunction in any one of its channels and enable the flight to continue down to a safe landing.

Abstract: A vortex detection device suitable for use in fighter aircraft including an angle-of-attack sensor, an angle-of-attack processing unit connected to the angle-of-attack sensor capable of forming a signal representative of current air stream's angle-of-attack, a synthetic angle-of-attack estimation unit capable of forming a synthetic angle-of-attack signal, and a vortex level calculation unit connected to the processing and estimation unit, capable of calculating a vortex level signal, and a vortex detection unit connected to the vortex level calculation unit, for deciding, based on the vortex level signal, if a vortex is detected.

Abstract: This disclosure involves aerial robots that dispenses conductive filament or systems, methods, and software for support such aerial robots. One remotely powered aerial robot system includes an aerial robot and a power source. The aerial robot comprises a body, a first propeller coupled to the body and operable to provide thrust to the aerial robot, a rotatable spool coupled to the body, and a conductive filament that is dispensed from the spool by rotation of the spool is one direction and retrieved by rotation of the spool in another direction. The power source is coupled with, and remote from, the aerial robot via the conductive filament, where the conductive filament is operable to power the first propeller using power from the power source.

Abstract: A method for emplacing sensors, comprising the steps of modifying an existing sensor to attach an autorotational mechanism and deploying said sensor by autorotational means.

Abstract: A method for calculating a flight path avoiding a collision with the ground when an aircraft dives towards the ground. The method includes receiving signals including information of a dive angle of the aircraft in relation to the imaginary ground plane, and a present roll angle of the aircraft, and calculating a flight path that avoids collision with the ground on the basis of the information. The calculation includes calculating a need for rolling the aircraft based on the present roll angle, and calculating a need for changing the direction of the velocity vector of the aircraft so that the change has a component in an upward direction in relation to the reference frame of the aircraft.

Abstract: A vertical takeoff and landing aircraft according to the invention includes multiple thrust producing devices that produce thrusts applied in the substantially vertically upward direction; a target attitude setting portion that sets a target attitude used in attitude control of the aircraft; an inertia moment deriving portion that derives an inertia moment applied around a predetermined rotational axis of the aircraft; and a thrust adjustment portion that adjusts, during the attitude control of the aircraft, the thrusts to be produced by the respective thrust producing devices based on the target attitude set by the target attitude setting portion and the inertia moment during the attitude control, which is derived by the inertia moment deriving portion.

Abstract: A method and system for preventing the control of an aircraft from the cockpit. In an exemplary embodiment, the system could be triggered externally. For example, an air traffic control (ATC) station could determine that the aircraft has deviated from its planned flight path. If personnel at the ATC station decide that the deviation is not attributable to the actions of the authorized flight crew, the personnel can transmit a signal to the aircraft that disables all normal cockpit control of the aircraft. Once normal flight controls are disabled, the aircraft may execute a preprogrammed emergency flight plan via its autopilot system, with or without the use of a flight management system (FMS). The emergency flight plan could cause the aircraft to fly to a sparsely populated area and enter a holding pattern, or it could cause the aircraft to land in a sparsely populated area or at an airport using an autoland system.

Abstract: An aircraft flight control surface actuation system includes a plurality of flap actuators, and a plurality of slat actuators. The actuators receive actuator position commands from an actuator control unit and, in response, move flaps and slats between stowed and deployed positions. The flight control surface actuator control unit includes a plurality of independent actuator control channels. One or more of the independent actuator control channels is coupled to both a flap actuator and a slat actuator, and is configured to selectively supply the actuator position commands thereto.

Abstract: A small unmanned air vehicle system having autonomous electrical energy transmission line docking capability and especially usable in military or other surveillance situations. Transmission line field sensing by the small unmanned air vehicle is used as an addition to global position system and other navigation methods and is especially applied to vehicle docking maneuvers. A plurality of vehicle carried electromagnetic fields-responsive sensors provides transmission line based signals to the vehicle guidance system in both far field and near field environments. Surveillance sensors are included in the vehicle payload. Vehicle battery charging energy procurement from the transmission line docking is included. Related commonly assigned patent documents are identified.

Abstract: An objective of the invention, focusing on these issues involved in the use of a small, hobby-type, unmanned helicopter, is to develop an autonomous control system comprising autonomous control systems for a small unmanned helicopter, to be mounted on said small unmanned helicopter; a servo pulse mixing/switching unit; a radio-controlled pulse generator; and autonomous control algorithms that are appropriate for the autonomous control of the aforementioned small unmanned helicopter, thereby providing an autonomous control system that provides autonomous control on the helicopter toward target values.

Abstract: An autonomous control method autonomously controls a small unmanned helicopter toward target values, such as a set position and velocity, by deriving model formulas well suited for the autonomous control of small unmanned helicopters, by designing an autonomous control algorithm based on the model formulas, and by calculating the autonomous control algorithm. The autonomous control system includes sensors that detect current position, attitude angle, altitude relative to the ground, and absolute azimuth of a nose of the small unmanned helicopter; a primary computational unit that calculates optimal control reference values for driving the helicopter from a target position or velocity values; a secondary computational unit that converts data collected by the sensors and the computational results as numeric values that are output by the primary computational unit into pulse signals; a ground station host computer used as the computational unit for the autonomous control system; and so on.

Abstract: An aerial robot is disclosed. The aerial robot may include at least one pair of counter-rotating blades or propellers, which may be contained within a circumferential shroud or a duct. In one embodiment, the aerial robot may have the ability to hover and move indefinitely. Electric power to the robot may be provided by a tether or an on-board power supply. In tethered embodiments, a solid-state, electronic voltage transformer may be used to reduce a high voltage, low current source to lower voltage, higher current source. In one embodiment, secure data communication between a ground unit and the aerial robot is facilitated by impressing high bandwidth serial data onto the high voltage tether wires or a thin optical fiber which is co-aligned with the tether wires. In one embodiment, precise navigational and position controls, even under extreme wind loads, are facilitated by an on-board GPS unit and optical digital signal processors.

Abstract: The Invention is a control system for a compound aircraft. A compound aircraft has features of both a helicopter and a fixed wing aircraft and provides redundant control options. The control system allows an authorized person to select any of plurality of control biases each which is designed to achieve an overall operational objective. The control system applies the selected control bias in allocating the control function among the redundant control options.

Abstract: The present invention provides a practical method for UAVs to take advantage of thermals in a manner similar to piloted aircrafts and soaring birds. In general, the invention is a method for a UAV to autonomously locate a thermal and be guided to the thermal to greatly improve range and endurance of the aircraft.

Abstract: The present invention provides an alternative to the auto-throttle integrated in an aircraft autopilot by restricting the conditions in which the system operates. The proposed system removes the auto-throttle function from the autopilot system and gives it directly to the Full Authority Digital Engine Control (FADEC). A Cruise Control mode is available to the pilot only under stable flight conditions.

Abstract: According to the method of the invention, control parameters V indicating speed, R indicating turn characteristics and ? indicating a path angle are determined such that these parameters are maintained between limits, and such that one of them deviates as little as possible from a corresponding control input parameter Ri. In order to maintain (as much as possible) the value of R unchanged, V can be varied. The method may include the calculation of the maximum and minimum thrust available.

Abstract: A real time reconfigurable, fully integrated, fault tolerant guidance and control system to act in a coordinated fashion to bring a re-entry air vehicle or a UAV to a stop, while keeping it within runway bounds after a high-speed landing.

Abstract: A single dielectric barrier aerodynamic plasma actuator apparatus based on the dielectric barrier discharge phenomenon is disclosed and suggested for application to aerodynamic uses for drag reduction, stall elimination and airfoil efficiency improvement. In the plasma actuator apparatus non-uniform in time and space, partially ionized gasses are generated by one or more electrode pairs each having one electrically encapsulated electrode and one air stream exposed electrode and energization by a high-voltage alternating current waveform. The influence of electrical waveform variation, electrode polarity, electrode size and electrode shape on the achieved plasma are considered along with theoretical verification of achieved results. Light output, generated thrust, ionizing current waveform and magnitude and other variables are considered. Misconceptions prevailing in the present day plasma generation art are addressed and are believed-to-be corrected.

Abstract: The present invention relates to an aircraft with wings whose maximum lift can be altered by controllable wing components. By means of a regulating device (20), depending on flight state parameters and the actually measured load on the wings (10), wing components (11, 12) are acted upon such that the maximum possible aerodynamic lift does not exceed a desired upper limit value.

Abstract: Methods and systems for automatically controlling aircraft takeoff rolls. A method in accordance with one embodiment of the invention includes receiving an indication of a target takeoff roll path for an aircraft, and automatically controlling a direction of an aircraft, while the aircraft is on a takeoff roll, to at least approximately follow the target takeoff roll path. The method can further include providing an input to a rudder of the aircraft and, upon receiving an indication of an engine failure, can transfer the input from the rudder to a rudder trim element. In still further embodiments, the method can include commanding a ground track angle when an airspeed of the aircraft reaches a threshold value, and maintaining the ground track angle as the airspeed of the aircraft exceeds the threshold value.

Abstract: Systems and methods for handling incoming aircraft operation instructions are disclosed. A method in accordance with one embodiment of the invention includes receiving from a source off-board an aircraft an instruction for changing a characteristic of the aircraft, and automatically displaying at least a portion of the instruction at a first display location. In response to receiving a first input signal directed by an operator onboard the aircraft, the method can further include displaying at least a target portion of the instruction at a second display location, without the instruction being manually regenerated, and without the instruction becoming part of a flight plan list. In response to receiving a second input signal directed by an operator, the method can further include displaying at least a target portion of the instruction at a third display location, again without the instruction being manually regenerated.

Abstract: A method and apparatus for controlling a plurality of solar panels of a spacecraft is described. The method comprises the steps of providing a first step command to a first solar panel, and providing a second step command to a second solar panel at a time of a transient zero-crossing of a dynamic response of the spacecraft body to the first step command, wherein the second solar panel is disposed on an opposite side of the spacecraft from the first solar panel. The apparatus comprises a processor; a first solar panel driver, communicatively coupled to the processor, for providing a first step command to a first solar panel, and a second solar panel driver, communicatively coupled to the processor, for providing a second step command to a second solar panel at a time of a transient zero-crossing of a dynamic response of the spacecraft body to the first step command.

Abstract: A control system and method of controlling a propeller aircraft engine during takeoff limits the amount of engine power developed at the very beginning of the takeoff in order to maximize thrust and minimize rollout distances. The control system limits the amount of power developed by the engine, even in the face of a nominal demand by the pilot for maximum engine power. Instead, the control system provides something significantly less than full power at the beginning of takeoff and gradually increases the power developed by the engine to full power as the airspeed increases. This gradual increase from partial engine power toward full power helps prevent stalling of the propeller, thereby maximizing the effectiveness of the propeller and engine in assisting the aircraft to takeoff quickly. The control system is particularly helpful for taking off from high-altitude runways.

Abstract: A vehicle guidance system comprising: a measurement system; a processor arranged to receive information from the measurement system and convert said information into at least one time-to-contact based parameter; and a control system arranged to receive the at least one time-to-contact based parameter from the processor and use the at least one time-to-contact based parameter to either automatically guide the vehicle or to provide vehicle guidance information to a pilot.

Abstract: Active and adaptive systems and methods to prevent loss of control incidents by providing tactile feedback to a vehicle operator are disclosed. According to the present invention, an operator gives a control input to an inceptor. An inceptor sensor measures an inceptor input value of the control input. The inceptor input is used as an input to a Steady-State Inceptor Input/Effector Output Model that models the vehicle control system design. A desired effector output from the inceptor input is generated from the model. The desired effector output is compared to an actual effector output to get a distortion metric. A feedback force is generated as a function of the distortion metric. The feedback force is used as an input to a feedback force generator which generates a loss of control inhibitor system (LOCIS) force back to the inceptor. The LOCIS force is felt by the operator through the inceptor.

Abstract: Active and adaptive systems and methods to prevent loss of control incidents by providing tactile feedback to a vehicle operator are disclosed. According to the present invention, an operator gives a control input to an inceptor. An inceptor sensor measures an inceptor input value of the control input. The inceptor input is used as an input to a Steady-State Inceptor Input/Effector Output Model that models the vehicle control system design. A desired effector output from the inceptor input is generated from the model. The desired effector output is compared to an actual effector output to get a distortion metric. A feedback force is generated as a function of the distortion metric. The feedback force is used as an input to a feedback force generator which generates a loss of control inhibitor system (LOCIS) force back to the inceptor. The LOCIS force is felt by the operator through the inceptor.

Abstract: Embodiments of the invention relate to a flight control system for controlling an aircraft during flight. The flight control system may include a primary controller configured to receive an input from a pilot and to output a primary control signal and a primary transmission path connected to the primary controller and configured to relay the primary control signal. The flight control system may also include a backup controller configured to receive the input from the pilot and to output a backup control signal and a backup transmission path connected to the backup controller and configured to relay the backup control signal. Additionally, the flight control system may include an actuator having a remote electronics unit configured to receive the primary control signal and the backup control signal and to determine if the primary control signal is available and valid.

Abstract: Methods and apparatus are provided for more reliably transferring operational control for various aircraft flight control surfaces from a first sub-system to a second sub-system. The present invention provides an Actuator Control Electronics (ACE) wrap-back module that monitors the output of the normal mode control module and switches control to the direct control module based upon the detection of an error condition. The switching function is controlled by a monitoring system that monitors the output from an integrated heartbeat module that emits a pre-programmed signal. The pre-programmed signal is encoded and sent over a communication bus where it is then decoded and validated by comparing the decoded signal to the expected results. Any irregularity in the heartbeat signal automatically triggers a change of control from the first flight control sub-system to the second flight control sub-system.

Abstract: The device (1) for guiding an aircraft at least over an intermediate trajectory between a first flight trajectory for a low-altitude flight and a second flight trajectory which starts at an initial point, and from which trajectory a parachute drop is carried out, comprises means (9) for determining a point of transition which lies on the first flight trajectory which represents the start of the intermediate trajectory, and which corresponds to the point where the aircraft must exit the first flight trajectory so as to reach the initial point under predetermined flight conditions, and means (13A, 13B) which use the point of transition to aid the guidance of the aircraft between the first and second flight trajectories.