Abstract: A fly-by-wire control system for an aircraft including detection of pilot induced oscillations and a mobile control unit for such a system. According to the invention, provision is made for the pivotings of the mobile control unit to be damped by a controllable damper controlled by a detector that detects oscillations corresponding to pilot induced oscillations.

Abstract: A system for augmenting ducted fan thrust is provided, the system including a peripheral ejector comprised of inner and outer cowling members. With the addition of actuators mounted between the trailing edges of the inner and outer cowling members, the system may be used to generate control moments in the ducted fan. The peripheral ejector may be segmented to form discrete ejector control sections.

Abstract: Control station which comprises: a seat (10) for the operator of the said control station, the seat (10) comprising at least one arm rest (30), and a control and command assembly, said assembly comprising a control stick (1) with controls, mechanical components for transmitting and generating forces and movement to and from the control stick (1), components (17) for measuring the position of the control stick (1), and electronic components which are connected to the control stick (1) and via which the control and command assembly is operated, the control stick (1) of the said control station being incorporated in the seat (10), the control stick (1) being situated moreover on the armrest (30).

Abstract: A method for performing missions with a refueling aircraft. A number of control stations are configured to selectively control a plurality of systems in the refueling aircraft to form a number of configured control stations. The plurality of systems includes a refueling system and a number of other systems. Each of the plurality of systems is capable of performing a different mission. A number of missions are performed during flight using the number of configured control stations.

Abstract: A method is provided for operating a turbo charger of a combustion engine that includes, but is not limited to providing a set of values of a basic boost pressure for opening a waste gate for the turbo charger at a standard Temperature and at a standard pressure and measuring an ambient air temperature and an ambient air pressure. The method also includes, but is not limited to calculating a density of ambient air based on a mathematical formula using the measured ambient air temperature and the measured ambient air pressure and transforming at least one point of the provided set of values of the basic boost pressure at standard conditions into at least one point of an estimated set of values of the basic boost pressure at ambient conditions by a correction factor based on the calculated density, and controlling the turbo charger with least one corrected value of the basic boost pressure.

Abstract: The present invention relates to a mechanical device (1) suitable for combining first and second pitch control orders for controlling the blade pitch of at least one rotary assembly, the device comprising a carrier structure (10) suitable for being fastened to a support (5) by at least one main fastener pin (13) about which said carrier structure (10) is capable of performing a pivoting movement. In addition, the device includes at least one connection lever (20, 30) per rotary assembly, and at least one secondary fastener pin (25, 35) per connection lever (20, 30), said secondary fastener pin (25, 35) being secured firstly to said carrier structure (10) and being fastened secondly by rotary means (26, 36) to the connection lever (20, 30).

Abstract: A control lever assembly for a tilt-rotor aircraft, comprises at least one control lever which is movable relative to a control lever support. The control lever support has a rotational position that varies in correspondence with the tilt of the rotor of the aircraft. For example, the control lever support is movable by an actuator between a first position, in the airplane mode of the aircraft, in which the control lever moves substantially horizontally and a second position, in the helicopter mode of the aircraft, in which the control lever moves substantially vertically.

Abstract: The present invention relates to haptic feedback for operating at least one manual flight control device (21) for controlling the cyclic pitch of the blades (5) of a rotary wing (4) of a hybrid helicopter (1) via power assistance (27). Said operations of said control device (21) are defined according to a predetermined damping force relationship (A) that is a function of an instantaneous load factor of the hybrid helicopter (1) in such a manner that the instantaneous load factor is maintained between its minimum and maximum limit values in proportion to a position of a thrust control member (20) between its minimum and maximum thrust values (23, 22).

Abstract: A lift platform with a kinesthetic control system that is coupled to means for altering air flow through the first and second longitudinally-spaced ducts comprising the lift platform is provided. The control system includes a control handle bar with left and right hand grips, and first and second control roll bars located on either side of the lift platform's central cowling. Forward/rearward movement of the control handle bar from a neutral position generates nose-down/nose-up pitching moments, respectively; counterclockwise/clockwise movement of the control handle bar from the neutral position generates counterclockwise rotation/clockwise rotation of the lift platform about a lift platform vertical centerline; and left movement/right movement of the control roll bars generates left roll/right roll moments about the lift platform roll axis.

Abstract: The invention relates to a control system and to a method of operating such a control system, particularly to a control system for pilot command inputs for a helicopter, with a mechanical input signal (2), at least one electric position sensor (21, 21?) for said input signal (2), at least one electric power supply (25, 25?) and at least one controllable, electromechanical actuator (27, 27?) fed by the at least one electric power supply (25, 25?) and controlled by the at least one electric position sensor (21, 21?). The mechanical input signal (2) is applied mechanically to the at least one controllable electromechanical actuator (27, 27?).

Abstract: Embodiments of the invention relate to a flight control system for controlling an aircraft in flight having a backup control system integrated into an active control stick. The actuated control stick may include a processing unit that includes independent and separate hardware and/or software dedicated to the primary control system and the backup control system. For the primary control system, the processing unit may receive a sensed primary control stick signal and communicate with a primary processor, which may be configured to generate a primary control signal. For the backup control system, the processing unit may receive a sensed backup control stick signal and generate a backup control signal. The processing unit may also generate tactile signal for use by the actuated control stick to adjust the feel of a pilot's control stick.

Abstract: Input/steering mechanisms and aircraft control systems are provided. In an embodiment, by way of example only, an input/steering mechanism is provided for use with an aircraft control system. The input/steering mechanism includes a yoke that includes a hub, an alphanumeric keyboard, and a first grip surface. The alphanumeric keyboard is disposed on a face of the hub and is adapted to receive a manual input from a user and to transmit an output signal to the aircraft control system in response to the manual input. The first grip surface is formed on an outer periphery of the hub and is contoured to correspond with one or more fingers of the user, the first grip surface is formed such that a thumb of the user is positioned to rest in proximity to at least a portion of the alphanumeric keyboard when the one or more fingers grip the first grip surface.

Abstract: This invention provides an improvement in a control stick (e.g., joystick, side-stick, etc.) (20) adapted to control the movement of an object (e.g., an airfoil surface). The improvement includes: a support (21); an intermediately-pivoted upper member (23) mounted on the support, the upper member having an upper portion (24), and lower portion (25); an intermediate member (26) having an upper portion pivotally connected to the upper member lower portion, and having a lower portion; and a lower member (29) having a lower portion pivotally mounted on the support, and having an upper portion; and wherein the intermediate member lower portion is movably mounted on the lower member upper portion such that pivotal movement of the upper member upper portion relative to the support will produce pivotal movement of the intermediate and lower members relative to the support; and a resilient member (31) arranged to bias the direction of relative movement between the intermediate and lower members.

Abstract: An augmented kinesthetic control system for use with a lift platform, the lift platform comprising first and second longitudinally-spaced thrust generating means, is provided. The first and second lift planes defined by the first and second thrust generating means are positioned below the lift platform center of gravity. The kinesthetic control means are coupled to means for aerodynamically altering the air flow from the first and second thrust generating means such that the intuitive and balancing movements of the pilot are magnified to allow kinesthetic control of a vehicle of greater size and utility.

Abstract: An aircraft flight deck includes: first and second seats disposed side-by-side longitudinally in a flying direction of an aircraft, and separated by a central pedestal; control or display elements distributed ergonomically in the flight deck; and a third seat disposed longitudinally in the flying direction, located behind the first and second seats, and at a rear of the central pedestal. The central pedestal includes: a connecting device for the display elements, a control device dedicated to a third crew member and disposed at a side of the third seat; and display or control elements dedicated to tasks other than piloting, and visible and accessible from the three seats.

Abstract: The device for flying an aircraft includes a first unit for determining a control value corresponding to an instruction value representing the actuation of a control member by a pilot, a second unit for determining an effective control value corresponding to the instruction value which is actually applied to the aircraft, a third unit for automatically controlling the aircraft, a fourth unit for computing an auxiliary control value, which is closer to the effective controlled value, and a fifth unit for monitoring the control value and for detecting a pilot induced oscillation, where the automatic control is carried out with the aid of the controlled effective value and the auxiliary control value in the case of the detection of the pilot induced oscillation.

Abstract: An engine speed control device includes an engine speed control lever that generates an engine speed instruction and a device for delivering the indicative information on the actual engine speed. An actuator applies a mechanical force on the lever according to the difference between the instruction and the indicative information on the actual engine speed.

Abstract: A position sensing assembly includes a bearing element and a helically shaped rotational member used to drive a portion of a sensor assembly, such as a Digital Rotary Magnetic Encoder. Interaction between the bearing element and a helically shaped rotational member minimizes the presence of backlash in the position sensing assembly. Accordingly, as an actuator assembly drives both a control element, such as a flight control surface, and the position sensing assembly, the sensor assembly generates an output signal that accurately reflects the position of the control element.

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 augmented kinesthetic control system for use with a lift platform, the lift platform comprising first and second longitudinally-spaced thrust generating means, is provided. The first and second lift planes defined by the first and second thrust generating means are positioned below the lift platform center of gravity. The kinesthetic control means are coupled to means for aerodynamically altering the air flow from the first and second thrust generating means such that the intuitive and balancing movements of the pilot are magnified to allow kinesthetic control of a vehicle of greater size and utility.

Abstract: A flight control system according to the present invention includes a first sensor, a flight control computer, a link mechanism, a separation unit, and a second sensor detecting a force transmitted from the first control lever to the link mechanism. The first sensor detects a force applied from an outside to a first control lever. The flight control computer determines whether or not stacking arises in the first control lever on the basis of the force detected by the first sensor and the force detected by the second sensor, and outputs a separation command to the separation unit when determining that the stacking arises. The separation unit disconnects the link mechanism on the basis of the separation command to separate a connection between the first control lever and the second control lever.

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: The present invention relates to a sensor system for monitoring the synchronism of control surfaces of an aircraft with two transmission links for the mechanical transmission of the movements of one or more control surfaces to at least one sensor, wherein the two transmission links are coupled with each other mechanically and/or via the at least one sensor, whereby a difference between the movements transmitted by the transmission links can be monitored.

Abstract: A device for remotely controlling the control surfaces of an aircraft, the device comprising: an actuator member pivotable about an axis and entraining a rotary shaft; a stationary finger parallel to the shaft and supported at a radial distance from the shaft; a moving finger secured to the shaft and supported at a radial distance therefrom, both fingers being parallel to the shaft; a first slab supported at a radial distance from the shaft beside the two fingers on one side thereof and suitable for turning about the axis of the shaft; a second slab supported at a radial distance from the shaft beside the two fingers on their side opposite from the first slab, and suitable for turning about the axis of the shaft; a third slab supported at a radial distance from the shaft beside the second slab at an angular distance therefrom and suitable for turning about the axis of the shaft; a first spring between the first and second slabs; and a second spring between the first and third slabs.

Abstract: A method is disclosed of determining the power demand on a power subsystem (2) of a system (1) by optimising a respective demand-dependent operating characteristic based on one or more operating conditions affecting the power subsystem, the method comprising: using a system-authority (3, 14) to determine system-level power demand limits on the basis of a system-level objective associated with an operating period; inputting the power demand limits to a separate power control processor (4, 16) configured for regulating the power demand on the power subsystem (2); determining each of said operating conditions; and using the power control processor (4, 16) autonomously to determine the overall power demand on the power subsystem (2) within said system-level limits, based on each of said operating conditions, thereby to optimise said operating characteristic. A method of regulating the power demand during the operating period is also disclosed.

Abstract: A control system for placing controlled members in required positions including two control columns assigned to the controlled members to be moved, each control column having two degrees of freedom. Two actuators controlled by two control circuits apply to their associated control column either a resisting torque or a displacement torque. Each control column is provided with a mechanical spring system spring-loading the associated control column into its neutral position and adapted to provide, in the event of manipulation of the corresponding control column, a resisting torque in support of the resisting torque supplied by the associated actuator.

Abstract: An aircraft control input apparatus is configured to accept and provide to the aircraft control inputs from a user regarding the magnitude and direction of the aircraft's thrust vector. The present invention enables a user to continually provide control inputs to an aircraft in which both the magnitude and the direction of thrust vary. A rotational throttle interface is configured to alter its orientation within the aircraft based on the directional component of the aircraft's thrust vector. The rotational throttle interface enables the user to provide continual control inputs to command both the directional component of the thrust as well as the magnitude component. Accordingly the user can provide inputs regarding direction and magnitude throughout the operating envelope of the aircraft's thrust vector while maintaining continuous physical contact with the throttle.

Abstract: A process wherein an aircraft starts from a cruising position by flying at a cruising speed to reach a position that intercepts the glide slope. The process can include the steps of decelerating from the begin descent speed and the begin descent altitude of the aircraft during a first descent phase with a first flight path angle until reaching a predetermined speed corresponding to an aircraft speed at which the aircraft flaps are extended for transitioning to a first intermediate position; following a second phase of descent at a considerably constant speed with a second flight path angle; and decelerating during a third phase of descent with a third flight path angle to reach the glide slope interception position. The aircraft slats and/or flaps adopt their first intermediate position considerably when transitioning from the second to the third phase of descent.

Abstract: A system and method of controlling a rotary-wing aircraft includes transforming a non-rate limited servo position command into a rate limited servo position command.

Abstract: A device for remotely controlling the control surfaces of an aircraft, the device comprising: an actuator member pivotable about an axis and entraining a rotary shaft; a stationary finger parallel to the shaft and supported at a radial distance from the shaft; a moving finger secured to the shaft and supported at a radial distance therefrom, both fingers being parallel to the shaft; a first slab supported at a radial distance from the shaft beside the two fingers on one side thereof and suitable for turning about the axis of the shaft; a second slab supported at a radial distance from the shaft beside the two fingers on their side opposite from the first slab, and suitable for turning about the axis of the shaft; a third slab supported at a radial distance from the shaft beside the second slab at an angular distance therefrom and suitable for turning about the axis of the shaft; a first spring between the first and second slabs; and a second spring between the first and third slabs.

Abstract: An apparatus and method for rotary code-based control for command systems. A flight deck module comprises a knob connected to a shaft; a plurality of sensors affixed to a surface of a printed circuit board, the printed circuit board connected to the shaft; and a carrier platter. The carrier platter is connected to the shaft and a plurality of sources is affixed onto a first side of the carrier platter in an arcuate orientation (such as in a circular fashion along the circumference of the carrier platter or spanning a sector of a circle).

Abstract: The invention relates to a control device, in particular for an aircraft, having a multiaxially tiltable joystick for the actuation of signal transducers, in particular for the pitch control and roll control of an aircraft, as well as having a cardan-like joint by means of which the joystick is tiltable about different pivot axes, said joint furthermore having at least one freewheel for a tilt movement of the joystick about one of the pivot axes. In accordance with the invention, the freewheel is formed by a lever mechanism or by an elastic component.

Abstract: This onboard flight management system displays on the navigation screen the plots of the flight plan parts corresponding to the navigation procedures whose names are displayed on the MCD console during the introduction by the crew of the aircraft, by means of the MCD console, of the elements allowing the FMS flight management computer to plot a flight plan. This facilitates the task of the crew when choosing navigation procedure since the plot of the flight plan part corresponding to a navigation procedure is much more expressive than the name of the procedure.

Abstract: Methods and systems for linking input control signals, such as control signals used to control aspects of aircraft operation. In one embodiment, the method includes receiving first and second force signals corresponding to first and second forces applied to first and second controllers. The method can further include directing first and second position signals to the first and second controllers to move the first and second controllers to approximately the same positions. Each force signal is transmitted along a signal path, and the signal paths can be linked at a point where the signals on each path correspond to a quantity other that a position of a controller. The signal paths can be linked such that only one of the forces must exceed a threshold value for both controllers to be moved, and if one of the forces is outside a selected limit range, that force can be at least partially discounted.

Abstract: The present invention relates to a control apparatus for an aircraft comprising a multiaxially tiltable joystick for the actuation of at least two control transducers for the pitch and roll control of the aircraft, with the control transducers being associated with two control shafts which are connected to the joystick via a Cardan-like joint with two pivot axes aligned transversely to one another, with a pitch movement of the joystick being able to be converted via said joint into a rotation of the one control shaft and a roll movement of the joystick being able to be converted into a rotation of the other control shaft. In accordance with the invention, the control apparatus is characterized in that the two control shafts are rotatably journaled in a fixed manner at a common rack and in that the joint in each case has a freewheel with respect to the control shafts for tilt movements of the joystick in a plane parallel to the respective control shaft.

Abstract: A kinetic energy system which transfers the kinetic landing into recoverable electric energy for an aircraft. The system incorporates at least one wheel supporting the aircraft for landing and takeoff coupled with a dynamic functioning motor/generator mounted to and operated by rotation of the wheel to create electrical energy from kinetic energy. An induction shoe structurally connected to the aircraft and electrically connected to the motor/generator, which shoe draws the converted energy from the generator which supplies the load created by the inductively coupled induction shoe to the an ancillary load provided by the resistive heat sink on by the capacitor storage bank. This provides the generator circuit for conversion of the rotational energy of the wheel to electrical energy and creates braking drag. In exemplary embodiments, the system employs an energy storage system acting as the load to store electrical potential energy created by the generator.

Abstract: The inventive method consists in forming a difference (D1) between left and right braking commands (FG, FD), in converting said difference (D1) into an additional control command (D2) for rudder (16) and for a steerable nose gear (4) and in applying said additional control command (D2) to said rudder (16) and steerable nose gear (4) according to both following conditions: the difference (D1) is greater than a first threshold and the combined control command transmitted to the rudder and steerable nose gear (4) by a rudder bar is less than a second threshold.

Abstract: A process for improving the landing of an aircraft may include, prior to the aircraft contacting the ground, nose-up under-deflecting the aircraft's adjustable horizontal tail plane and nose-up deflecting the elevators. This arrangement increases the maximum nosedown swing of the elevators to increase the ability of the elevators to make the nose of the aircraft tilt downwards.

Abstract: An autogyro, or aircraft with a rotating wing, has an airframe providing a motorcycle-like configuration for the rider. The motorcycle-like straddle-type seat locates the rider in front of the rotating wing, behind a teardrop shaped simulated fuel tank, and above the motorcycle engine used for turning the front-mounted propeller. A motorcycle-like handlebar controls the aircraft, including the adjustment for the rotating wing axis of rotation with respect to the aircraft and the engine throttle. Additional controls for operating the aircraft on the ground, such as wheel brakes and the steering, are also controlled from the handlebar.

Abstract: The present invention concerns a single pull horn with a control arm that may be used to control the movement of a component of a remote or radio-controlled vehicle having a center line. The control arm includes a threaded rod as well as a base member. The base member is positionable on the side of the component.

Abstract: A distributed control system is provided where the controllers are split into two dissimilar groups and flight control responsibility is further allocated within each group such that one entire group plus one further controller can fail without compromising the pilot's ability to fly the aircraft.

Abstract: The present invention concerns a control arm that may be used to control the movement of a component of a radio controlled vehicle having a center line. The control arm includes a threaded rod as well as first and second base members. The base members are positionable on opposing sides of the component. Each of the base members has a planar surface and an opposingly located raised section that has an outer surface that is partially spherical in shape. An opening is located in each of the base members which extends through the base members. Also provided are opposingly located locking members, each of the locking members has a cavity shaped to engage the spherical section of the clamping member and an internally threaded bore which coacts with the threaded rod. The coaction between the threaded portions creates a biasing force which urges the base members against the components.

Abstract: A vehicle is in the general shape of a land vehicle, such as a car, but has a plurality of rotors so the vehicle is capable of flight in the manner of a VTOL or a helicopter. The vehicle has foot pedals and steering that can be operated in the manner similar to that of a car.

Abstract: A flight control surface control unit controls a swinging angle of a flight control surface of an aircraft by providing a swinging force to the flight control surface and swinging the flight control surface about a pivot. The flight control surface control unit comprises an actuator mounted on an airframe of the aircraft with a final output shaft of the actuator positioned coaxially with the pivot of the flight control surface. The final output shaft of the actuator and the flight control surface are connected to each other. The flight control surface is formed with a recess in the vicinity of the pivot thereof and the actuator is accommodated in the recess.

Abstract: The present invention is structured such that lift control apparatus such as flaps and flaperons operate in association with elevator operation performed by a pilot. Lift control conforming to elevator operation by the pilot is performed.

Abstract: An integrated side stick controller combines air speed, turning and altitude changing rate control into one pilot input control device. Movements of the integrated side stick controller will perform manipulations on aircraft surfaces devices in order to maneuver the aircraft. For instance, fore and aft movement of the side stick will increase/decrease the air speed, left/right movements of the side stick will control the turning of the aircraft, and up/down movements of the slider on the side stick will change the ascend/descend rate of the aircraft.

Abstract: A system is provided for increasing autopilot control authority in a vehicle, such as aircraft including mechanical control systems. The system includes an autopilot system, a control element and an autopilot supplement assembly. The autopilot system can automatically control the vehicle by applying a variable autopilot force to control surfaces. The control element can control the vehicle by applying a variable control force to control surfaces, where the control force acts counter to the autopilot force. The autopilot supplement assembly can measure the control force and, in turn, determine a variable supplemental force. Thereafter, the autopilot supplement assembly can apply the supplemental force to the control surfaces such that the sum of the supplemental force and the autopilot force is greater than the control force. Thus, the system may provide the benefits of systems that require full control authority to vehicles such as aircraft that include mechanical control systems.

Abstract: A system and method for providing variable motion-resisting loads for a side stick controller on an aircraft where the primary resistive load is provided by a mechanical spring mechanism which is augmented or supplemented by an electric servo motor and electric servo motor linkage system.

Abstract: A system providing aft fuselage flight controls on forward lifting elevator aircraft. My invention relates to aft fuselage controls on a forward lifting elevator aircraft, with the main lifting wing placed aft on the fuselage, and equipped with trailing edge flaps. My embodiment includes a means for controlling a nose down pitching condition produced by lowering trailing edge flaps, using aft vertical flaps 2. The design of the aft vertical flaps 2 produces a tail-down moment to counter the main aft wing trailing edge flap action. In addition, the aft vertical flaps 2 add drag to the aircraft when deployed.

Abstract: A flight control module with integrated actuator spoiler control electronics, where the flight control functions have been integrated into the integrated modular avionics through the use of a flight control module (“FCM”), the FCM being configured to contain spoiler actuator control electronics (“ACE”). The spoiler ACE is used to control the roll functions of the spoiler. The spoiler ACE is configured to be separate from the FCM, even though it is located within the same modules and receives its power independent of the power supply for the FCM. In the event of a failure of the primary flight control surfaces of an airplane, the spoilers can be used to control the roll of the aircraft because the spoiler ACE is independent of the ACE used to control the primary flight control surfaces. The spoiler ACE can also be used in the event of a failure of the FCM because the spoiler ACE is independent of the FCM.