Abstract: A flexible transmission system having a connection element for cables, which transmit rotation from the drive shaft to the dispensers, transmission housings are used. These are arranged in a manner to allow that possible vertical oscillations of the equipment, caused by irregularities in the ground, so not to interfere in the consistency and regularity of the rotation transmission, maintaining the product deposition rate for which the machine was initially regulated, to guarantee its productivity and using, to achieve this, a reduced number of component parts. This facilitates not only the assembly but also the maintenance of the equipment, with direct consequences on its production cost.

Abstract: Systems and methods provide for the mitigation of vibrational forces acting on a horizontal stabilizer of an aircraft. According to one aspect, a damper is coupled to a front portion of a horizontal stabilizer to dampen vibrations in a first degree of freedom, with another damper coupled to a mounting point of the horizontal stabilizer to dampen vibrations in a second degree of freedom. The dampers may be passive, operating independently to mitigate vibrational forces, or active, applying a mitigating force to the horizontal stabilizer based on real-time or estimated vibration states.

Abstract: A bias gain system for aircraft rudder comprises a pair of connector ends receiving an actuation force from a bias actuator. A rudder bar interface is positioned between the connector ends. The interface rotates about the rudder bar as a function of the actuation forces from the bias actuators. A mechanism comprises links and joints between the connector ends and the rudder bar is actuatable between a contracted configuration, in which first moment arms are defined between the connector ends and the rudder bar interface, and an expanded gain configuration, in which second moment arms have a greater dimension than the first moment arms. An actuator is connected to the mechanism to actuate the mechanism to actuate the mechanism independently from the actuation forces from the bias actuators, to move the mechanism between configurations. An aircraft and a method for controlling a torque on a rudder bar of an aircraft are also provided.

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: 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: An aircraft flight control system advantageously is provided with a control rod which is spline-connected to a bearing assembly so as to permit simultaneous independent longitudinal and rotational movements of the control rod while isolating such movements from one another (e.g., so as to allow operative interconnection to an aircraft's aileron and elevator control surfaces). Thus, the control rod is moveable in longitudinal and rotational directions relative to a longitudinal axis of the control rod in response to pitch and roll command inputs, respectively. The control rod is splined operatively to the bearing assembly so as to allow for independent simultaneous longitudinal and rotational movements of the control rod relative to the longitudinal axis thereof to thereby allow the command inputs to be transferred to the aircraft's respective flight control surfaces.

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: 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: An aircraft flight control disconnect mechanism between the pilot and co-pilot controls, including a pair of concentrically positioned opposed circular jaws, each jaw having either mating tapered teeth or mating tapered openings, which when the jaws are axially separated, disconnects one pilot control from the other and a rotating control sleeve concentrically aligned with and rotatably attached to one of said jaws, the sleeve including a helical cam slot surrounding a fixed roller whereby rotation of the control sleeve moves the said connected jaw toward or away from the adjacent jaw so that the two jaws are free to rotate independent of each other.

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 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: In a flap operating system, left and right actuators for operating left and right flaps are synchronized with each other by left and right pulleys and first and second synchronizing cables wound in an X-shape around the left and right pulleys. If one of the hydraulic actuators fall into a free failure or fails due to sticking, a difference is generated between the rotational angles of the left and right pulleys. When the difference exceeds a threshold value, the operations of the left and right actuators are stopped, whereby an excessive load is previously prevented from being applied to a main wing structure or the flap operating system.

Abstract: An apparatus for operating a controlled member on a rotary-wing aircraft is provided with at least one control intended to be subject to the action of a pilot of the rotary-wing aircraft and capable of moving a linkage, a device connected to the linkage for operating the controlled member as a function of movement of the linkage, a ram incorporated into the linkage which is capable of influencing the movement of the linkage as a function of control commands received, a trim device capable of acting on the control and on the linkage as a function of control commands received, a computer determining the control commands which are transmitted to the ram and to the trim device, and at least one sensor which is capable of measuring the values of a parameter that represents an action exerted by a pilot of the rotary-wing aircraft on an auxiliary control.

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 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 device for controlling an aerodynamic surface (E) for balancing in terms of pitch a helicopter (He) including a main rotor (R1), the fore-and-aft cyclic pitch of which is controllable by a pitch-control channel (3A) as a function of a pitch control command. According to the invention, the device includes a unit (1A) associated with the control channel (3A) for controlling the aerodynamic surface (E) in such a way that it generates lift that represents part of a command dependent on the pitch-control command, which part can be executed by the aerodynamic surface (E), and the combined pitching action of the aerodynamic surface (E) and of the main rotor (R1) represents the pitch-control command.

Abstract: A cable control system is constructed to isolate a controlled member from uncontrolled motion upon sudden breakage or disconnection of cables in the system. The control system has an input mechanism connected to the controlled member by a control circuit which includes an input pulley and an output pulley system. The output pulley system has first and second quadrants which are rotatable about a common axis of rotation. The quadrants have a pivot connection to permit relative pivoting motion between the quadrants. A spring connected between the quadrants urges them to rotate toward each other. The cables are connected to respective quadrants and to the input mechanism to cause conjoint rotation of the quadrants about the common axis in response to corresponding rotation of the input pulley. Tension in the cables holds the spring in an extended position. An output lever is pivotally mounted for free pivoting motion relative to the quadrants.

Abstract: A pilot-operated lever assembly for adjusting control surfaces of an aircraft including a bobweight for creating inertia forces that simulate a force feedback due to aerodynamic forces on the control surfaces. The bobweight effect is variable as a function of airspeed and other operating variables. An actuator for adjusting the geometry of the lever assembly creates a variable bobweight effect. The mass of the actuator acts as a bobweight mass.

Abstract: Herein disclosed is a flight control system comprising a control member, a control surface controllable to assume different angle positions within a control angle range, a transmission linkage provided between the control member and the control surface to transmit the control force from the control member to the control surface, and a power assist actuator associated with the control member and the transmission linkage to control the control surface.

Abstract: Apparatus for detecting and signaling a skewing or misalignment of adjacent aircraft leading edge slats is disclosed. A cable is attached to an actuator having a compression spring system and located in an outboard slat. The cable passes through cable guides in several adjacent slats before being attached to an inboard slat. The compression spring system utilizes a dual concentric pair of compression springs for maintaining a tight cable. When a misaligned condition is detected by a proximity switch, the increased cable load will cause the actuator to lock itself in a position out of the range of the proximity sensor.

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: A hardover protection system for an aircraft. A differential motion sensor is mounted to a sector for receiving cockpit pitch commands input via a cable system. The motion sensor includes a pair of cranks held together by a predetermined spring preload. One of the cranks is coupled to a rod that forms a portion of a power linkage for hydraulically driving an elevator surface while the other is coupled to a rod that is linked to a shutoff valve. A linkage for mechanically driving an elevator control tab is also mounted to the sector. The design of the shutoff valve and its location within the aircraft's hydraulic control system interact to disable powered operation of the elevator surface upon a predetermined degree of deflection of the shutoff valve piston. Such deflection is responsive to the detection of a predetermined mismatch between the input command motion to the sector and the output motion of the power linkage.

Abstract: A flight control apparatus for use in an aircraft includes support structure for suspending a pilot beneath a pair of wings while permitting movement of the pilot relative to the aircraft in the forward, rearward and both lateral directions. A control system is connected between the support structure and the wings for altering the geometries of the wings during flight to vary the drag and lift characteristics of the wings and alter the direction of flight and the speed/performance range of the aircraft in response to movement of the pilot relative to the aircraft in any of the forward, rearward, and lateral directions. The geometries of the wings are altered during flight by moving the leading edges between extended and retracted positions relative to the central longitudinal axis of the aircraft in response to movement of the pilot in the forward, rearward and both lateral directions relative to the aircraft.

Abstract: A retrofit apparatus for providing a signal indicative of the position of an aircraft control surface comprises a rotary coupling flexibly coupled to the control surface, an extensible coupling driven by the rotary coupling, a quadric-chain linkage coupled to the extensible coupling for converting a linear output into a substantially translatory displacement, a linkage for converting the translatory displacement into a substantially angular motion, and a transducer coupled to the linkage for converting the angular motion into an electrical output indicative of the position of the aircraft control surface. The invention is a simple modification to an existing quadric-chain linkage driving a mechanical indicator, enabling an electrical transducer to be retrofitted in the crowded control stand of an aircraft.

Abstract: A helicopter collective control stick having a pilot grip positioned by a linkage assembly whose kinematics permits the control stick to occupy a small envelope and to have the pilot grip motion to be about a large radius. Our collective stick includes a biasing member to balance the control stick and linkage in the mid collective position and which provides a force gradient when the control stick is moved from the mid collective or trimmed position. Further, our collective stick is operable in concert with the full authority side arm controller to operate in either a tracking or a command mode.

Abstract: A system is disclosed wherein two or more lifting surfaces of an aerodynamic, hydrodynamic or other fluid dynamic device may be linked into a single system that in some circumstances improves the functioning of the device. An important species of the invention is the "Slave Tandem Freewing" airplane--an airplane with two flying surfaces (a wing and tail) both of which are free to rotate about a spanwise axis but are linked together in rotation by a linkage mechanism. Such an airplane exhibits significant improvements in performance and handling including attentuated responses to atmospheric turbulence, freedom from stall and spin, and higher than customary maneuverability. The same device may be built as submarine, boat or other fluid dynamic device.

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 flying control system for aircraft in which a control circuit comprising a cable and quadrant pulley arrangement is arrange to effect pivotal displacement of a control surface in response to pilot's control demand, the control circuit including system disengagement means whereby if one of the cables is broken or becomes disconnected, the disengagement means will effectively isolate the control surface or pilot's control demand input means from adverse residual control forces arising as a result of the cable break or disconnect. By this arrangement the secondary or standby control system is isolated from adverse control limitations which may arise as a consequence of cable severance in , for example, the primary control device.

Abstract: A hydrofoil flap control rod system for communicating forces between an actuator and a hydrofoil flap. Guide (40), having a rectangular conduit defined by its guide surfaces (66, 72, 74 and 88), accommodates a rectangular-shaped control rod (36) upon which wear pads (42) are mounted. Simple planar machining requirements of the guide and control rod reduce the time and cost of construction of the system. One element (76) of the guide (40) is readily detached to allow lateral removal of the control rod (36) for maintenance and repair, negating the need for substantial axial clearance for rod removal.

Abstract: Helicopter tail rotor control system having a quadrant (18) with two flexible cables (20,22) wrapped around the quadrant surface in opposing directions and each attached to the quadrant at a point (42,60) opposite to initial contact of the cable with the quadrant, and spring extension (44, 62) from each cable passing around a pulley (46) and attached to the quadrant at a point on a radial line with the cable attachment.

Abstract: A flight control system for a helicopter tail rotor having a semicircular quadrant 18 with bell cranks 36, 40 mounted on either end of the quadrant and flexible control cables 20, 22 connected to each bell crank. The bell cranks are spring loaded in opposition to cable tension, and a fixed abutment 72 provides a reaction against the bell crank springs in the event of a cable severance. The quadrant works against the spring loading of one bell crank in the event of breakage of the opposite control cable and is centered by the spring loading of both bell cranks if both cables are broken.

Abstract: There is provided a cable tension regulator having a pivotable hub which is rigid with an operating lever. Two quadrants are pivotably mounted on the hub and have fixed on their peripheries respective cables for connection to a control or controlled element. Resilient means urge the quadrants to pivot in the direction corresponding to tensioning of the cables. Means are provided for locking the quadrants on the hub when an additional traction is exerted on one of the cables by the control element and for releasing the quadrants when the tensions of the two cables change simultaneously. Each quadrant is pivotably mounted on the hub by means of a disengageable one-way coupling which prevents, when in operation, the quadrant from pivoting under the effect of the resilient means. There is provided means for disengaging the one-way coupling when the respective cable is taut.

Abstract: A flight control system utilizing pilot actuated flexible cables to selectively move a control quadrant and utilizing balanced, preloaded springs connected to the quadrant to be selectively automatically releasable in response to cable severance so that the quadrant can be pilot actuated through its full control regime despite the severance of one of the cables.