Abstract: A helicopter includes a rotor system having a rotor with an adjustable pitch that is controlled at least in part by a pilot using a collective control and which helicopter generates a Low RPM signal that is indicative of a threshold low rotational speed of the rotor. An actuator arrangement can move the collective control by exerting a force on the collective control such that the pilot is able to overcome the actuator force but which otherwise can move the collective control from a current operational position toward a minimum pitch position. A clutch can co-rotate with a motor to serve in transferring the actuation force to reduce the adjustable pitch and can slip relative to the actuator shaft assembly responsive to an application of a counterforce applied by the pilot to the collective control such that the counterforce overcomes the actuation force.

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 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: An electromechanical portion of the control stick includes a two-axis gimbal, with each axis including a mechanical gimbal structure supported by rolling element bearings, cam based centering mechanisms, linkages to connect a geared power-drive including a resolver commutated brushless DC motor and compound-planetary gearhead to provide active force feedback, and several electrically independent RVDT position sensors. The gearing architecture uses a fixed-cage, rotating internal gear arrangement on a planetary gearhead, which may be single or multi-stage. The output torque of the gearhead is provided by a feature on the outer housing of the rotating internal ring gear, allowing an axial placement of the entire power-drive in a more central location, reducing the moment load on the gearhead output cage bearings, and facilitating a compact drive arrangement of the gimbal using linkages. Additionally, a common power-drive can be used for both the roll and pitch axes.

Abstract: A system for adjusting tactile cues includes a controller having an axis and a cross-axis; an axis tactile cue generated in response to the position of the controller along the axis; a position scaling unit scaling a cross-axis controller position to generate a scaled cross-axis controller position; a force scaling unit scaling a cross-axis controller force to generate a scaled cross-axis controller force; a combiner combining the scaled cross-axis controller position and the scaled cross-axis controller force to generate an adjustment factor; and an adjuster adjusting the axis tactile cue in response to the adjustment factor to generate an adjusted axis tactile cue.

Abstract: Methods and apparatus are provided for estimating aircraft dynamic pressure. The load on the flight control surface actuator that is coupled to a flight control surface is measured. An estimate of the aircraft dynamic pressure is calculated from the measured load.

Abstract: A tactile cueing apparatus for incorporation in an aircraft flight control system comprising a flight control surface, and a pilots inceptor (12) for moving the surface via a servo-assisted mechanical linkage (28) connecting the inceptor to the control surface, the apparatus comprising a force sensor for sensing a force applied to the inceptor by the pilot to move the control surface, an electromechanical actuator (34) configured to be installed with the mechanical linkage between the inceptor and means in the system providing said servo- assistance, and control means programmed to cause the actuator (i) to move so that the linkage moves to a position determined by said force according to a predetermined relationship, (ii) to apply to the inceptor a resisting force according to a predetermined relationship and which when the linkage has moved to its commanded position is equal and opposite to the force sensed by the force sensor.

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 flight control system includes a controller which defines a controller displacement and a control surface which defines a control surface authority. A module operable to provide a displacement feel to the controller in response to a remaining portion of the controller displacement being greater than a remaining portion of the control surface authority and the module operable to re-reference a center of the controller displacement to equate the remaining portion of the controller displacement with the remaining portion of the control surface authority in response to the remaining portion of the controller displacement being less than the remaining portion of the control surface authority.

Abstract: A control system for an aircraft including a passive feedback arrangement, a stick and a positioning arrangement is provided that provides for user adjustability of the resistance applied to the stick, such as in a fly-by-wire system. The passive feedback arrangement is movable relative to a mechanical ground. The stick is moveable relative to the mechanical ground and the passive feedback arrangement. The passive feedback arrangement acts on the stick to resist movement of the stick relative to the passive feedback arrangement. This resistance provides passive feedback to the pilot for the fly-by-wire system. The positioning arrangement is coupled to the passive feedback arrangement for adjusting the position of the passive feedback arrangement relative to the mechanical ground in response to movement of the stick relative to the mechanical ground.

Abstract: An assisted control system for controlling the attitude of a rotorcraft comprises a flight control device; at least one control member configured to act on an aerodynamic element of the rotorcraft; a mechanical connection connecting the flight control device to the at least one control member, the mechanical connection including at least one connecting rod moveable in translation, a crank device pivotably disposed about a stationary support shaft passing through the crank device, and a motor including a drive rotor and a stator configured to facilitate a pivoting movement of the crank device about the stationary support; a motor control device configured to control a rotation of the drive rotor relative to the stator; and at least one sensor configured to measure information representative of an operation performed by the flight control device under pilot control and to deliver a signal to the motor control device.

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 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 active control column transitionable to a fully passive state for an aircraft and methods of use are provided. The control column includes a passive feedback arrangement, a stick and a ground lock mechanism is provided. The passive feedback arrangement is moveable relative to a mechanical ground to adjust a feedback profile provided to the stick. The stick is movable relative to the mechanical ground and the passive feedback arrangement. The ground lock mechanism has a locked state in which the passive feedback arrangement is maintained in a fixed position relative to the mechanical ground. This places the control column in a fully passive state. The ground lock mechanism also has a normal state in which the passive feedback arrangement is permitted to move relative to the mechanical ground such that active feedback can be provided to the stick.

Abstract: An indirect drive active control column for an aircraft control system is provided. The indirect drive active control column provides both active and passive feedback to the control stick. The passive feedback relates to adjustments of the control stick relative to a feedback neutral position. The active feedback actively adjusts the position of the feedback neutral position to adjust a feedback profile of the passive feedback.

Abstract: A aircraft control system is provided. that provides tactile feedback between control columns of the aircraft relating to discrepancies in the control inputs to the sticks of the respective control columns. In one implementation, the sticks each have an associated feedback assembly that is adjustable relative to mechanical ground to adjust the feedback profile applied to the corresponding stick. The position of each feedback assembly is adjusted based on a relative displacement between the other feedback assembly and its corresponding stick to provide active feedback relating to the control of the other control column.

Abstract: An active control stick assembly. In one embodiment, the active control stick assembly includes a housing assembly, a control stick coupled to the assembly housing for rotation about at least a first rotational axis, a first artificial force feel (AFF) motor disposed in the housing assembly, and a first traction drive mechanically coupling the first AFF motor to the control stick. A controller is operatively coupled to the first AFF motor. The controller is configured to selectively activate the first AFF motor to supply a torque through the first traction drive and acting on the control stick about the first rotational axis.

Abstract: A system and method are provided for supplying haptic feedback to, and for electronically linking, pilot and co-pilot user interfaces. The user interface haptic feedback and linking are implemented using either force or position data. If the force or position data become unavailable, then position or force data, respectively, are used to implement the user interface haptic feedback and linking.

Abstract: The present invention relates to an active control column system for controlling an aircraft, comprising a control member architecture and a control architecture, wherein the control member architecture has at least one mechanically movable control column, at least one actuator for controlling the control column and at least one detection means for detecting at least one state variable of the control column, and the control architecture includes at least one movement regulator for controlling at least one actuator, a feeling generation means for generating at least one desired movement parameter, wherein the feeling generation means is indirectly/directly connected to at least one movement regulator and the generated desired parameter can be supplied to the movement regulator, and wherein at least one detection means is indirectly or directly connected to the feeling generation means for the supply of at least one state variable.

Abstract: The invention relates to a method for detecting a contact state between at least one driver/operator of a vehicle and a control input device designed to control the vehicle were a frequency spectrum is calculated from sensors detected movement signals based on which the contact state between the control input device and the driver/operator is determined.

Abstract: A method and apparatus for a split detent tactile cueing control system comprising an inceptor, a position sensor, vehicle sensors, and a flight control computer. The inceptor can be moved into different positions measured by a position sensor. The vehicle sensors generate signals in response to detecting parameters about a vehicle during a flight. The flight control computer is coupled to the inceptor and the vehicle sensors. The flight control computer is capable of generating actuation signals used to generate tactile cues to generate a flight path hold detent and an altitude hold detent within the plurality of positions using a force feel profile and the parameters. An extension of a latch force from the flight path hold detent to the altitude hold detent is present during changes in vehicle direction. Series actuator compensation allows increased split detent separation with insignificant command overshoot.

Abstract: A variable rate limit is implemented in an active inceptor haptic feedback control system. The rate limit is modulated based on a rate error between an aircraft rate command supplied from the active inceptor, and actual aircraft rate. As the rate error increases, the rate limit is reduced, which limits inceptor movement and provides haptic feedback to a user when the rate error is exceeded.

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: Rudder assist mechanisms and methods are capable of being operably connected to an aircraft's rudder control system. The rudder assist mechanisms most preferably have over-the-center spring biasing functions so as to cause either substantially no spring force (i.e., when the linkage is over the spring-bias center) or substantially all spring force (i.e., when the linkage is left or right of the spring-bias center) to be exerted on the rudder control system. The rudder assist mechanism may include a control spring assembly, and a linkage assembly which operably connects the control spring assembly to the rudder control assembly. The linkage assembly is moveable operably between a null position wherein substantially no spring force of the control spring assembly is transferred to the rudder control system by the linkage assembly, and right and left spring-biased positions wherein right and left spring forces of the control spring assembly are transferred to the rudder control system, respectively.

Abstract: A flight control system includes a controller which defines a controller displacement and a control surface which defines a control surface authority. A module operable to provide a displacement feel to the controller in response to a remaining portion of the controller displacement being greater than a remaining portion of the control surface authority and the module operable to re-reference a center of the controller displacement to equate the remaining portion of the controller displacement with the remaining portion of the control surface authority in response to the remaining portion of the controller displacement being less than the remaining portion of the control surface authority.

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: 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: 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 pedal system particularly tailored to a Fly-By-Wire (FBW) flight control system includes a double gradient linkage assembly. The double gradient linkage assembly includes a damper system and a spring system that improves yaw axis (azimuth) control of the aircraft. Control is only required when a change in the yaw axis state is demanded. Since only minimal displacement inputs to such a FBW flight control system is required, the travel of the pedals are exceeding compact, such that pilot workload is significantly reduced through the reduction in the frequency and magnitude of aircraft control inputs.

Abstract: The invention relates to a control and command assembly for an aircraft, particularly for controlling and commanding aircraft flight control surfaces, as well as for controlling and commanding aircraft devices requiring aerodynamic control, comprising: actuation means for moving the flight control surfaces; an automatic flight control system for the aircraft or aircraft device, connected to actuation means for moving the flight control surfaces; and at least one flight control knob (1) on which the operator or pilot acts and which receives a force (2) applied by the pilot, connected to the automatic flight control system and to the actuation means for moving the flight control surfaces, and which comprises: means for generating force on the knob and means for detecting the position of the knob; the flight control knob (1) further comprising: means for detecting the force (2) applied on the knob (1); and at least one control unit receiving information about the position of the knob (1) and about the force (

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 pedal operated apparatus controls an aircraft rudder during flight using a mechanical linkage and controls a nose wheel power steering system while the aircraft is on the ground. The apparatus includes a pair of foot pedals operatively connected to the rudder and also connected to the power steering system. Springs are operatively connected to the pedals only when the aircraft is on the ground to center the nose wheel after a turn. The springs are operatively disconnected when the aircraft is in flight.

Abstract: A pilot flight control stick haptic feedback system includes a pilot user interface, a position sensor, a pilot motor, and a control circuit. The pilot user interface is movable to a position at a movement rate. The position sensor senses the position of the pilot user interface and supplies a pilot user interface position signal. The pilot motor is coupled to the pilot user interface, and receives pilot motor feedback signals. The pilot motor, in response to the pilot motor feedback signals, supplies feedback force to the pilot user interface. The control circuit determines one or more of the pilot user interface position, movement rate, aircraft control surface slew rate capacity, aircraft control surface load rate capacity, and aerodynamic stall risk and, based on at least a subset of these determinations, supplies pilot motor feedback signals to the pilot motor.

Abstract: An active control stick assembly is provided. In one embodiment, the active control stick assembly includes a housing assembly, a control stick coupled to the assembly housing for rotation about at least a first rotational axis, a first artificial force feel (AFF) motor disposed in the housing assembly, and a first traction drive mechanically coupling the first AFF motor to the control stick. A controller is operatively coupled to the first AFF motor. The controller is configured to selectively activate the first AFF motor to supply a torque through the first traction drive and acting on the control stick about the first rotational axis.

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: A variable rate limit is implemented in an active inceptor haptic feedback control system. The rate limit is modulated based on a rate error between an aircraft rate command supplied from the active inceptor, and actual aircraft rate. As the rate error increases, the rate limit is reduced, which limits inceptor movement and provides haptic feedback to a user when the rate error is exceeded.

Abstract: An active pilot inceptor system includes a pilot inceptor, a multi-phase motor, and a motor control. The pilot inceptor is configured to receive user input and is operable, in response to the user input, to move to a control position. The multi-phase motor is coupled to the pilot inceptor to selectively supply haptic feedback thereto. The motor control is operable to selectively energize the multi-phase motor in a manner that causes the multi-phase motor to generate torque and supply the haptic feedback to the inceptor, and to selectively energize the multi-phase motor in a manner that the multi-phase motor does not generate torque.

Abstract: A method and apparatus for a split detent tactile cueing control system comprising an inceptor, a position sensor, vehicle sensors, and a flight control computer. The inceptor can be moved into different positions measured by a position sensor. The vehicle sensors generate signals in response to detecting parameters about a vehicle during a flight. The flight control computer is coupled to the inceptor and the vehicle sensors. The flight control computer is capable of generating actuation signals used to generate tactile cues to generate a flight path hold detent and an altitude hold detent within the plurality of positions using a force feel profile and the parameters. An extension of a latch force from the flight path hold detent to the altitude hold detent is present during changes in vehicle direction. Series actuator compensation allows increased split detent separation with insignificant command overshoot.

Abstract: The system contains the active inceptor having mobility in a first direction. A feedback mechanism is in communication with the active inceptor. The mechanism provides a variable level of force to the active inceptor in the first direction. A programmable device communicates with the feedback mechanism. The programmable device controls the level of force provided to the active inceptor from the feedback mechanism. The programmable device is capable of recognizing and distinguishing between regimes wherein the operator is physically engaging the inceptor (“hands-on” state) and when the operator is “hands-off” the inceptor. The programmable device limits the maximum rate of displacement of an active inceptor to a specified safe and effective value regardless of changes in forces applied by the variable force feel feedback mechanism.

Abstract: An elevator variable feel unit for aircraft pilot control. The variable feel unit has a single cam and a roller unit. The cam attaches by a spline to the input shaft and input crank of the feel unit. The input crank, connected to the control column torque tube, turns the shaft and the cam. A cam follower arm assembly has a roller that causes a cam follower arm to pivot as the cam is pivoted due to movement of the control column. Two base feel centering springs between the cam follower arm and a fixed point to keep the roller on the cam, and provide the base feel force and a centering function. In a base feel position, the preload on the base feel spring keeps the variable feel unit in a detent position. The variable feel spring has a minimum preload and does not add to the feel at low airspeed. When the control column is moved, the movement causes an increase in the extension of the base feel springs, thus increasing the feel forces at the column.

Abstract: A pilot flight control stick haptic feedback mechanism provides variable force feedback to the pilot flight control stick. The flight control stick is movable to a control position in a displacement direction. A motor control unit is operable to selectively supply motor feedback signals to a motor that is coupled to the flight control stick. The motor is responsive to the motor feedback signals to supply a variable feedback force to the flight control stick in a direction that opposes the displacement direction. A passive electromagnetic damping mechanism is electrically coupled to the motor and is at least selectively and passively supplies a non-braking damping force to the flight control stick.

Abstract: An aircraft user interface haptic feedback system includes a user interface, a position sensor, a cogless motor, and a control circuit. The user interface is movable to a position. The position sensor senses the position of the user interface and supplies a user interface position signal. The cogless motor is coupled to the user interface, and receives motor drive signals. The cogless motor, in response to the motor drive signals, supplies feedback force to the user interface. The control circuit receives at least the user interface position signal and a signal representative of the motor current and is operable, in response to at least these signals, to control the motor current supplied to the cogless motor using a non-trapezoidal motor commutation scheme.

Abstract: A pilot flight control stick haptic feedback system includes a pilot user interface, a position sensor, a pilot motor, and a control circuit. The pilot user interface is movable to a position at a movement rate. The position sensor senses the position of the pilot user interface and supplies a pilot user interface position signal. The pilot motor is coupled to the pilot user interface, and receives pilot motor feedback signals. The pilot motor, in response to the pilot motor feedback signals, supplies feedback force to the pilot user interface. The control circuit determines one or more of the pilot user interface position, movement rate, aircraft control surface slew rate capacity, aircraft control surface load rate capacity, and aerodynamic stall risk and, based on at least a subset of these determinations, supplies pilot motor feedback signals to the pilot motor.

Abstract: An active human-machine interface system is implemented without a force sensor. The system includes a user interface that is configured to receive user input and, upon receipt thereof, to move to a position. A position sensor is coupled to the user interface and is operable to sense user interface position and supply a position signal representative thereof. A motor is coupled to the user interface and to receive motor current. In response to the motor current the motor supplies a feedback force to the user interface at a magnitude proportional to the motor current. A control circuit is coupled to receive at least the position signal and a signal representative of the motor current and controls the motor current supplied to the motor.

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: A force-feel system is implemented by mechanically coupling a servo-actuator to and in parallel with a flight control system. The servo-actuator consists of an electric motor, a gearing device, and a clutch. A commanded cockpit-flight-controller position is achieved by pilot actuation of a trim-switch. The position of the cockpit-flight-controller is compared with the commanded position to form a first error which is processed by a shaping function to correlate the first error with a commanded force at the cockpit-flight-controller. The commanded force on the cockpit-flight-controller provides centering forces and improved control feel for the pilot. In an embodiment, the force-feel system is used as the basic element of stability augmentation system (SAS). The SAS provides a stabilization signal that is compared with the commanded position to form a second error signal. The first error is summed with the second error for processing by the shaping function.

Abstract: A method and apparatus for tactile cueing of aircraft controls (21) is disclosed. The apparatus of the present invention warns pilots of approaching limits on certain aircraft performance parameters. The most common warnings are for rotor speed exceeding a moving limit. The present invention uses tactile cueing through the collective stick (21). Tactile cueing means that the pilot does not need to scan the intruments to ascertain proximity to the aforementioned limits. Instead, the pilot can operate the aircraft within proper limits by touch, while maintaining situational awareness outside of the cockpit (20). The method and apparatus of the present invention provides customary friction resistance up to a limit position that is continuously updated. According to the present invention, continued motion of the collective (21) in a direction beyond that limit position results in a breakout force and an increasing resistive force.

Abstract: A method and computer program product are provided for estimating the states of a dynamic system based upon a combination of first and second feedback signals. The first feedback signal is based upon anticipated state changes and is typically represented by a state propagation model. The second feedback signal is based upon the difference between the anticipated and actual measurements of the sensors. This difference may be weighted based upon a predetermined criteria, such as the credibility of the actual measurements and/or the degree to which outlying sensor measurements are to be discounted. The weighted difference is converted into a corresponding change in the state estimates. At least one feedback signal may then be modified to define its relative contribution to the state estimates. The first and second feedback signals are thereafter combined to produce the state estimates, subject generally to limitations upon the permissible changes in the state estimates.

Abstract: The present invention is a power lever tactile cueing system for providing tactile alerts to pilots as operational limits of an aircraft are approached. The cueing system generates a tactile cue comprising a variable dive rate and a variable friction force on a power lever of an aircraft. The cueing system provides spring-like tactile cues when power commands reach a predetermined operating limit, without the use of mechanical springs. The cueing system trims down the power lever position and provides the additional friction force based upon aircraft and engine state. The cueing system remains activated until the aircraft is again operated within its operational limits. The pilot may override the cueing system in certain situations.

Abstract: A split detent tactile cueing vehicle control system (10) for a vehicle (11) is provided including an active control inceptor system (12). The active system (12) includes a control inceptor (22) having a plurality of positions and a position sensor (42) that generates a control inceptor position signal. The tactile cueing system (10) also includes a plurality of vehicle performance sensors that generate a plurality of vehicle performance signals. A flight controller (20) is electrically coupled to the position sensor (42) and the plurality of vehicle performance sensors, and generates a control inceptor actuation signal by applying a tactile cueing model having a split detent and in response to the position signal and the plurality of vehicle performance signals. A method of performing the same is also provided.