Abstract: A method for monitoring a plurality of systems of an aircraft including the steps of monitoring the systems and for detecting a failure of at least one of the systems, displaying information output by the monitoring unit including at least one failure condition including a list of tasks to perform to address a detected failure including tasks already performed and tasks to be performed, and inputting information indicating that a task has been completed.

Abstract: A non-jamming fail safe flight control system with non-symmetric load alleviation capability includes a dual cable control system one for each side of control surface, like an elevator or an aileron, controlled by a pilot but driven by a driving system which allows control surfaces to even out the load from one side to the other without affecting pilots control while—if one side becomes jammed—enabling the pilot, with no extra action, to continue flying the aircraft utilizing the other side. In another embodiment an automatic lock feature ensures that a pilot is able to continue to complete the flight in case of severance of a control cable due to a discrete damage without interruption attributable to the control system. Yet another embodiment utilizing either the same or a separate locking feature enables the pilot to lock the surfaces upon parking the aircraft.

Abstract: A device for monitoring a plurality of systems of an aircraft including a monitoring unit configured to monitor the systems and to detect a failure of at least one of the systems, a display configured to display information output by the monitoring unit including at least one failure condition including a list of tasks to perform to address a detected failure including tasks already performed and tasks to be performed, and an input device configured to input information indicating that a task has been completed.

Abstract: A force sensor rod for an aircraft actuator system. The force sensor rod is constructed from a tube and a force sensing transducer. The force sensing transducer has a body containing a force responsive primary element and electronic circuitry. The force sensing transducer is provided with a protruding end composed of a material relatively harder than the tube material. The threads on the protruding end terminate in a plurality of axially spaced grooves adjacent to the force sensing transducer body and normal to the axis of the force sensing transducer. The tube is threaded onto the protruding end of the force sensing transducer and swaged onto the protruding end by causing the tube material to flow into the grooves.

Abstract: An aircraft flight surface actuator has at least one eccentric cam mechanism, the eccentric cam mechanism imparting movement onto the flight surface.

Abstract: An apparatus and method for inserting a waypoint into a preexisting flight plan which includes selecting a waypoint on a graphical display of a portion of the flight plan and automatically generating a proposed changed flight plan based upon inserting the waypoint into the nearest leg of the flight plan.

Abstract: A trim actuator for actuating mechanical controls in an aircraft flight control system in response to signals from a pilot having a stepper motor, a gear train member coupled to the stepper motor, an output member coupled to the gear train member. The trim actuator has a locked mode in which the mechanical controls are held in a fixed position relative to the aircraft, and a non-interference mode in which the mechanical controls are free to be moved by the pilot without interference from the aircraft flight control system. The non-interference mode and the locked mode are both achieved by the stepper motor.

Abstract: A fixed-wing four-to-six-seat light aircraft that can be easily converted to a roadway vehicle within minutes by a single person in the field, comprising a one-piece wing center panel with foldable wing tips on each sides. The whole wing unit is then rotatably mounted on top of the fuselage. The aircraft features a conventional front-engine-and-propeller lay-out, with a foldable tail section for convenient roadability and garageability. All the wheels are retractable in flight, and it has a long-span, high aspect-ratio wing for exceptional climb and cruise efficiency. The vehicle has a low ride-height with a low center of gravity, four wheels with independent suspension, nose-height leveling for take-off and landing, and anti-sway mechanism for good ground handling ability. Ground propulsion is by automotive-style transmission driving the rear wheels or by hydraulic motors in the all-wheel retractable version.

Abstract: A flying aid device for a fly-by-wire aircraft which has at least two mechanically independent control columns (M1, M2). The device (1) includes: a system (SO) for detecting multiple control corresponding to simultaneous operation of at least two of the control columns (M1, M2); and informing systems (S1, S2, S3, S4), each of which is associated with one of the control columns (M1, M2) and is intended to generate within the control column (M1, M2), when the detection system (SO) detects multiple control, a tactile sensation that informs a pilot of the aircraft who is operating the control column (M1, M2) of the multiple control.

Abstract: An electrical lock for a moving part prevents the part from moving unless a device controlled by the part is in a safe mode. The invention may find a use in many different environments. The specific example here described is a set of reverse thruster doors on a jet engine. The lock prevents a throttle from applying or removing power unless the reverse thruster doors are properly set for such application or removal of power. The lock is removed when the doors reach full deployment or retraction, respectively, which is appropriate for the direction in which said throttle is moved. These functions are provided under the control of a single solenoid.

Abstract: The present invention provides a slotted cam control system for controlling pitch angles of fan blades of a relatively low-pressure-ratio fan within a fuselage of a helicopter. The stream of air generated by the fan is directed into the tailboom of the helicopter, and is selectively discharged through the circulation control tailboom and left and right openings of a direct jet thruster. A force-receiving arm of a slotted cam control system receives left and right forces from corresponding left and right foot rudder pedals. An end of the force-receiving arm fits into a V-shaped cam. When the pilot depressed a left foot rudder pedal and releases a right foot rudder pedal, for example, the end of the force receiving-arm is first moved along a first predetermined distance of the V-shaped cam in order to decrease the pitch angles of the fan blades while the opening of the direct jet thruster corresponding to the released foot rudder pedal is closed.

Abstract: A short take off and landing (STOL) aircraft is optimized for STOL performance and flight at minimum airspeed. The aircraft includes leading edge wing slats that are extended and retracted under the direct manual control of the pilot. The aircraft further includes an aileron/flap mixing mechanism that automatically droops the ailerons when the flaps are lowered. A flap bellcrank, which pivots to lower the flaps, carries a pair of pulleys. Aileron control cables, that actuate an aileron bellcrank to raise and lower an aileron, are threaded around and between the two pulleys. When the flap bellcrank pivots to lower the flap, the pulleys vary the positions of the aileron control cables relative to each other to pivot the aileron bellcrank and thereby lower the aileron. The aileron control cables remain independently movable to maintain pilot control over the bank and roll of the aircraft.

Abstract: In an aircraft control system a standby cable system which does not significantly affect existing control system friction, but detects when the primary cables are severed and actuates an alternative elevator control mechanism. The standby cable loop of the instant invention consists of two similar type mechanisms located outside the uncontained rotor or propeller shrapnel area. One mechanism attaches to the primary cables and is located forward of the engine and the other is located aft. Each mechanism operates such that negligible friction is added because during normal control motions the standby cable loop does not move, only individual elements input cranks are in motion. The primary cables are provided with an index cable that is routed close to and parallel to the primary cables. In the event the engine shrapnel cuts the primary cables, the index cable will also be cut because of its close proximity to the primary cables and due to the fact it is of smaller size.

Abstract: Airbags are positioned in a general aviation aircraft cockpit relative to a control yoke, a pilot, and a front seat passenger. Airbag actuation is controlled by a adaptive programmable controller such as a microcomputer. Airbag actuation is based upon information that the controller receives from multiple acceleration sensors. The outputs of the acceleration sensors are subjected to thresholding techniques, such as output signal weighting and/or majority voting. A programmable threshold is adaptively established for the controller based upon unique aircraft parameters, such as weight, altitude, angle of attack, ground and/or air speed, etc. The controller ignores all acceleration sensor inputs that do not meet this adaptive threshold. Thus, airbag actuation takes place only when a sufficient acceleration event occurs concurrently with the presence or absence of defined aircraft parameters that establish a proper threshold for the acceleration event.

Abstract: A servo controlled system is provided for electrically coupling the motions and applied forces of pilot and co-pilot control sticks. Servo-coupling between the two control sticks is accomplished by detecting the position of the control sticks of respective controllers and/or detecting torque exerted on the control sticks. The position and torques signals are processed and employed in a feedback loop for each control stick to generate a feedback signal to motors to which the control sticks are mechanically coupled. The motors act on the control stick to simulate the feel of traditional mechanical controllers, and to cause the controllers to track each other's movements.

Abstract: A device for the adjustment of the maneuver forces of movable members of an aircraft.

Abstract: An aircraft having a wing with trailing edge control flaps and with upwardly extending winglets at the outer wind ends, the winglets being provided with rudder surfaces, the craft has the usual control stick and left and right foot pedals, is improved by a cable directly connecting the rudder surfaces to the control stick for lateral control of the aircraft through operation of the rudder surfaces by the control stick. Another cable directly connects the trailing edge flaps to the foot pedals for further lateral control operation of the flaps through the foot pedals. The two cables are decoupled from each other and constructed so that the rudder surfaces can be controlled by the control stick even when the foot pedals hold the flaps in position, and the control flaps can be controlled by the foot pedals even if the control stick holds the rudder surfaces in position.

Abstract: A digital power controller for an aircraft having a computer controlled propulsion system is disclosed. A movable handle is in electronic communication with a computer of the propulsion system. The handle is positionable is a neutral location for maintaining the aircraft at a substantially constant velocity and for resetting power command functions. The handle is also positionable in locations forward the neutral location for commanding increasing acceleration rates of the aircraft. The handle is positionable in locations aft the neutral location for commanding increasing deceleration rates of the aircraft. A switch associated with the movable handle is engagable at the forward end aft positions for commanding velocity hold and for permitting reposition of the handle to the neutral location for resetting power command functions.

Abstract: A throttle controller includes a manual mode where engine output is a function of throttle lever angle, and an alternatively selectable Speed Hold/Thrust Hold mode which is initiated when the throttle is placed in a center Hold position. Throttle operation during the Speed Hold mode is governed by (i) a selected speed entered at a mode control panel, or (ii) a speed existing when the lever was placed in the Hold detent, given that no speed is entered and selected at that mode control panel or (iii) a selected speed/thrust designated in a flight plan entered into the aircraft's flight management computer. During the Thrust Hold mode, the throttle controller maintains the level of thrust which existed when the throttle lever was placed in the Hold detent. When out of the Hold detent, the controller operates to control output thrust as a function of Throttle Lever Angle (TLA).

Abstract: A force control throttle suitable for military or civil aircraft which is stowable in a console when not required for use. Fore and aft forces applied to the throttle handle by the pilot are sensed by pressure transducers which generate, in response, signals for controlling engine thrust. Tactile information relating to engine thrust demand is fed back to the pilot by means of a drive motor which tilts the throttle handle as fore or aft pressure is exerted. The angle of tilt is a function of the degree of pressure exerted and the demanded engine thrust.

Abstract: A hand-operated control system for aircraft comprises a push-pull cable operatively connected between a hand-operated actuator and an orientation means that controls the orientation of the aircraft during flight. The actuator is mounted on an existing hand-operated control in the cockpit of the aircraft with sufficient slack in the cable to permit independent operation of the control cable and existing control. The control system provides a redundant control system for pedal-operated controls, thereby allowing wounded pilots, paraplegics, and others to control pedal functions by hand manipulation of an actuator on an already existing hand-operated control.

Abstract: A slider wheel housing assembly 10) is provided for mounting an aircraft pitch and roll control stick or shaft (28) to control panel structure (34) in the aircraft's cockpit. The assembly (10) includes a housing (12) having a pair of parallel guide rails (14, 16) that extend along opposite outside surfaces of the housing (12). Each guide rail (14, 16) laterally projects outwardly away from its respective side of the housing (12). Each rail (14, 16) further has first and second beveled outer surfaces (18, 20) which extend along the length of each rail (14, 16). These surfaces (18, 20) provide running surfaces for a plurality of roller wheels (44, 46, 48, 50) which are rotationally mounted to the control panel structure (34). The wheels (44, 46, 48, 50) and guide rails (14, 16) cooperatively hold the housing (12) in the control panel structure (34) while at the same time permitting the housing (12) to translate back and forth, the direction of translation being defined by the direction of the rails (14, 16).

Abstract: A device useful for verifying and setting the minimal resistive force setting of a collective stick in an aircraft using a collective stick is disclosed. The device is permanently attached to the collective stick and may be used by the pilot at any time. A method of setting the minimal resistive force setting on an aircraft using a collective stick is also disclosed.

Abstract: A modular thrust control lever assembly for manual pilot control of the forward/idle/reverse thrust operational modes of multiple engine aircraft and including manually manipulable pilot control levers (24L, 24R) each having a fixed lever portion (69L, 69R) and an integral crank (42L, 42R) mounted about a fixed pivot axis (44) and a radially extendable handle portion (85L, 85R and 26L, 26R) with the fixed pivoted lever portions (69L, 69R) and radially extendable handle portions (85L, 85R) being secured together by a slide assembly (70L, 70R) and a lever assembly (71L, 71R) having a roller (64L, 64R) movable in an arcuate slot (66L, 66R); pivotal inhibit means (48L, 48R, and 49L, 49R) for inhibiting motion of the roller (64L, 64R) within the slot (66L, 66R) when the engines are not properly configured; means (31L, 31 R, 60L, 60R, 58L, 58R, 55L, 55R) for disengaging said inhibit means when the engines are properly configured; a plurality of resolvers (30L, 30R) of opposite hand and disposed at different distanc

Abstract: The invention is an improved flight control system for aircraft. The improved flight control system mixes or blends several flight control movements into a unified operation. The flight control mixing system of this invention combines the functions of standard ailerons (a roll and lateral control device) with standard flaps (a lift control device) on aircraft into a single control device, referred to herein as flaperons. The improved system can also be used on tailess or flying wing type aircraft to combine the functions of standard ailerons with the elevator functions (a nose up or down pitch control device) into a single control device, referred herein as elevons. The improved system is also applicative to V-tail type aircraft for controlling the elevators in a similar single control operation, herein referred to as ruddervators.

Abstract: A conventional aircraft having horizontal stabilizers and hinged elevators, which is controlled, preferably, through push-pull rods, is provided with a dynamic torque (bob) weight connected to a rotating member, in the direct line of control to the elevator surfaces. The torque member is located in the nose portion of the aircraft with its center of gravity angled up from 20.degree. to 50.degree. when the elevator surfaces are in the neutral position. The torque member is also mounted in a flexible manner to isolate it from horizontal tail vibrations, or flutter.