Abstract: It is essentially applicable to a horizontal stabilizer that includes two side symmetrical boxes that converge at one end (its root) thereof in a shared center area in order to connect integrally in said central area. It is characterized in that both boxes connect by means of a single part that constitutes a center rib with a double T-shaped profile. The root of the side boxes overlap converging on the inside surfaces of the wings of the center rib. The connection is ensured with rivets (lap joint). The proposed connecting means simplifies the assembly process (single part) and lead to a weight reduction since that a carbon fiber connecting rib can be used.

Abstract: A fixed-wing VTOL aircraft features a forward-swept wing configuration coupled with a tripod arrangement of the engines (two forward, one rear), a forward-swept empennage or tail assembly, and a forward canard. The engines and wings/empennage are located relative to each other such that the engine outlet nozzles, which pivot downwardly to provide lift-off thrust, are minimally covered by the wings/empennage, if at all. The wings and empennage may include lifting fans to supplement lift and provide pitch and/or roll control.

Abstract: An aircraft motion control mechanism for regulating aircraft motion from a location remote from an aircraft body portion. The aircraft auxiliary control mechanism has at least one control surface support arm connected to and extending from the aircraft body portion, and an auxiliary flow control surface connected to the support arm. By pivotally controlling the movement of the support arm, the auxiliary flow control surface is operative to deflect airflow to regulate orientation of the aircraft. In addition, the auxiliary flow control surface may further deflect the airflow by deflecting about the support arm.

Abstract: A fairing for streamlining the junction between the horizontal stabilizer and the fuselage or the fin of an aircraft, comprising an upper fairing shell, a lower fairing shell, a leading edge extension, and several fittings to join the upper and lower fairing shells to the horizontal stabilizer. The upper and lower fairing shells are solid laminates of composite material that are designed with a shape, composition, and thickness such that they can be elastically deformed when they are fitted to the horizontal stabilizer, providing a contact force permitting them to lay permanently in contact with the fuselage or fin. A process for manufacturing the fairing shells.

Abstract: A multi-redundant motor may be used to implement a relatively small, lightweight redundant actuator assembly package. The motor is implemented as a brushless DC motor and includes N-number of stators and M-number of rotors. Each stator has a plurality of independent stator coils disposed thereon, and N is an integer greater than two. Each permanent magnet rotor is disposed between, and is spaced axially apart from, two of the stators. Each rotor has a plurality of magnetic dipoles disposed thereon, and M is an integer equal to (N?1).

Abstract: According to the invention, the elevators (8) and/or the adjustable horizontal stabiliser (6) are operated in such a way that a negative lift (DP2) is generated and a nose-up moment (CDP) is thus created to counter the nose-down moment (CB) resulting from braking. The value of the negative lift (DP2) matches the vertical force exerted by the ground on the front landing gear (12), which force is subject to a reference value (Fav3).

Abstract: A fairing for streamlining the junction between the horizontal stabilizer and the fuselage or the fin of an aircraft, comprising an upper fairing shell, a lower fairing shell, a leading edge extension, and several fittings to join the upper and lower fairing shells to the horizontal stabilizer. The upper and lower fairing shells are solid laminates of composite material that are designed with a shape, composition, and thickness such that they can be elastically deformed when they are fitted to the horizontal stabilizer, providing a contact force permitting them to lay permanently in contact with the fuselage or fin. A process for manufacturing the fairing shells.

Abstract: A contra-bevel driven control mechanism repositions a control surface in a fluid environment such as an aerodynamic or hydrodynamic environment. This involves mechanically coupling an airfoil and a control surface. The control surface may pivot about a spanwise axis between upwardly deflected and downwardly deflected positions. A forward beveled rotor mounted to the airfoil and an aft beveled rotor mounted to the control surface counter rotate. The forward beveled rotor rotates about a forward chordwise axis within the airfoil while the aft beveled rotor rotates about an aft chordwise axis within the control surface. The angular rotation between the forward beveled rotor and the aft beveled rotor deflects the aft beveled rotor and the aft chordwise axis within the control surface.

Abstract: An aircraft can include a tail section and a stabilizing system coupled to the tail section. The stabilizing system has a vertical stabilizer and at least one strake that cooperate to generate forces that compensate for a reaction torque generated by a main lifting rotor that produces lifting forces when the aircraft is in flight. Methods for improving aircraft performance include installing the at least one strake and retrofitting of a vertical stabilizer to increase thrust forces produced by a tail rotor.

Abstract: A method and a device reduces the vibration generated on the structure 17 of a helicopter 2 by the flow of air through the main rotor 5 and by the flow of air along the fuselage 3. The device 1 includes: at least one sensor 18, 19, 20 measuring the vibration generated on the structure 17; and computer element 30 responsive to the vibration measurements to determine variation in the angle of incidence of a tail fin 9 of the helicopter 2 suitable for generating an opposing force {right arrow over (T1)}, {right arrow over (T2)} for opposing the vibration, and transmitting the variation in angle of incidence as determined in this way to a control system 10 for controlling the angle of incidence of the tail fin 9.

Abstract: A method and a device allow for reducing the vibration generated on the structure 17 of a helicopter 2 by the air flow through the main rotor 5 and by the air flow along the fuselage 3. The device 1 includes: at least one sensor 18, 19, 20 measuring the vibration generated on the structure 17; and computer element 30 responsive to the measurements to determine a variation in angle of incidence for a stabilizer 39 of the helicopter 2 that is suitable for generating a vertical opposing force {right arrow over (TZ)} for opposing the vertical vibration, with the variation in angle of incidence as determined in this way being transmitted to a system 10 for controlling the angle of incidence of the stabilizer 39.

Abstract: An improved structure and method for powering the flight of a model airplane by positioning the motors and propellers on the back side of the top wings of an airplane using a single or double-deck wing design so that the propellers and motors of the airplane are better protected from damage in the event of a crash. The fuselage of the airplane is formed of a deformable material such as a foam to aid in crash resistance.

Abstract: An airship may include a hull substantially shaped as an oblate spheroid, one or more frame members defining a support structure, wherein the support structure forms at least a partial support for the hull, at least one horizontal stabilizing member operably coupled to a lower surface of the airship, and at least one horizontal stabilizing member having a first end and a second end. The at least one horizontal stabilizing member may define an anhedral configuration. The airship may also include a vertical stabilizing member having a first end pivotally coupled to the airship and a second end oriented to remain below an upper surface of the airship. The vertical stabilizing member may be configured to pivot within a vertical plane, and the first end of the vertical stabilizing member and the first end of the at least one horizontal stabilizing member may be operably coupled to one another.

Abstract: An improvement and method for improved structural dynamic stability for 20 and 30 Series Learjets are disclosed. The improvement includes a redistribution of the elevator mass balance to uncouple the elevator rotational motion from the stabilizer translation motion for the higher order horizontal frequencies having node lines in the proximity of the mass outboard counterbalance weights. The original tail section includes a rudder, and a horizontal stabilizer supporting an elevator mounted adjacent the rudder. The elevator includes a proximal end adjacent the rudder and a distal end that includes a counterbalance portion. The improvement includes replacement of an original mass counterbalance weight from within the counterbalance portion with a new mass counterbalance weight of less mass, and the inclusion of additional mass counterbalance weights disposed within the elevator and interposed between the proximal end and the counterbalance portion.

Abstract: Systems and methods for implementing control linkages that may be employed to produce synchronous motion in two adjacent controlled devices controlled by a common input. In one example implementation, a semi-rigid modified constant velocity (CV) joint control linkage may be provided that is laterally self-stabilizing. The modified constant velocity CV joint control linkage may include an input push rod assembly that is self-aligning, deflectable and of an adjustable length. The CV joint may be configured with a central cage that is allowed to skew to allow for alignment of the controlled devices.

Abstract: Systems and methods for implementing control linkages that may be employed to produce synchronous motion in two adjacent controlled devices controlled by a common input. In one example implementation, a semi-rigid modified constant velocity (CV) joint control linkage may be provided that is laterally self-stabilizing. The modified constant velocity CV joint control linkage may include an input push rod assembly that is self-aligning, deflectable and of an adjustable length. The CV joint may be configured with a central cage that is allowed to skew to allow for alignment of the controlled devices.

Abstract: This invention is a servo mounting system, which allows a servo with a rotating output shaft to directly power an aircraft control surface. A specially designed servo mount securely positions the servo with the central axis of its rotational output shaft on, and axially aligned with, the hinge line of the control surface it drives. The servo shaft and servo body are directly connected to the airframe and control surface, thereby conserving rotational motion while driving control movement. Electronic means are then used to control the neutral point and the limit of travel of the servo. The system eliminates lost motion without generating adverse linear loads within the drive assembly.

Abstract: A supersonic cruise configuration aircraft comprises a fuselage extending on a longitudinal axis from a forward nose to an aft tail, and a wing coupled at an inboard section to the fuselage and extending to an outboard tip, and having a leading edge and a trailing edge. The aircraft further comprises a landing gear that is coupled to the wing and capable of stowing into the wing and fuselage on retraction. The landing gear has a landing gear strut. The wing is gulled with a dihedral at an angle that is increased inboard and aligns with the retracted landing gear. The wing has a minimum thickness sufficient to enclose the landing gear.

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 aircraft motion control mechanism for regulating aircraft motion from a location remote from an aircraft body portion. The aircraft auxiliary control mechanism has at least one control surface support arm connected to and extending from the aircraft body portion, and an auxiliary flow control surface connected to the support arm. By pivotally controlling the movement of the support arm, the auxiliary flow control surface is operative to deflect airflow to regulate orientation of the aircraft. In addition, the auxiliary flow control surface may further deflect the airflow by deflecting about the support arm.

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: An empennage assembly for a model aircraft. The empennage assembly includes a fuselage having a bottom portion with an opening and a housing positioned in the opening in the bottom portion of the fuselage. The housing has a first end defining an opening and a second end. A rod extends from an underside of a vertical stabilizer, and a horizontal stabilizer having a hole is aligned with the opening in the bottom portion of the fuselage, the housing and the rod, whereby the rod is positioned within the opening in the first end of the housing to secure the vertical and horizontal stabilizers to the fuselage. A method and device for attaching an empennage assembly to a model aircraft are also disclosed.

Abstract: A foldable tail assembly for an aircraft includes a stabilizer and a pair of right and left fins mounted with respect to the stabilizer so that the fins may lay flat over the stabilizer during periods when the aircraft is not flight-ready, and so that the fins may be erected above the stabilizer to form a triangular configuration when the aircraft is ready to fly.

Abstract: The present invention is a 2 passenger aircraft capable of vertical and conventional takeoffs and landings, called a jyrodyne. The jyrodyne comprises a central fuselage with biplane-type wings arranged in a negative stagger arrangement, a horizontal ducted fan inlet shroud located at the center of gravity in the top biplane wing, a rotor mounted in the shroud, outrigger wing support landing gear, a forward mounted canard wing and passenger compartment, a multiple vane-type air deflector system for control and stability in VTOL mode, a separate tractor propulsion system for forward flight, and a full-span T-tail. Wingtip extensions on the two main wings extend aft to attach to the T-tail. The powerplants consist of two four cylinder two-stroke reciprocating internal combustion engines.

Abstract: An empennage assembly for a model aircraft. The empennage assembly includes a fuselage having a bottom portion with an opening and a housing positioned in the opening in the bottom portion of the fuselage. The housing has a first end defining an opening and a second end. A rod extends from an underside of a vertical stabilizer, and a horizontal stabilizer having a hole is aligned with the opening in the bottom portion of the fuselage, the housing and the rod, whereby the rod is positioned within the opening in the first end of the housing to secure the vertical and horizontal stabilizers to the fuselage. A method and device for attaching an empennage assembly to a model aircraft are also disclosed.

Abstract: A supersonic aircraft comprises a fuselage extending forward and aft along a longitudinal axis, the fuselage having a lower surface and an upper surface, a highly swept low aspect ratio wing coupled to the fuselage and having a forward leading edge and an aft trailing edge, an effector flap coupled to the wing trailing edge, and a tail empennage. The tail empennage is coupled to the fuselage aft of the wing on the fuselage upper surface in a position high relative to the wing. The tail empennage forms a channel region subject to complex shock patterns at transonic conditions. The aircraft further comprises an effector coupled to the tail empennage and a controller coupled to the effector flaps and the effectors. The controller further comprises a control process that reduces drag through channel relief by deflecting both the effector flap down and the effector up.

Abstract: To achieve the required optional conformability and navigability of the hovering motion of the hovering body in a free liquid environment, the hovering body is equipped with a suitable created mechanism for optional control of direction and/or the position of the hovering motion in the form of the basic jacket suitably equipped with at least one slot jet where the basic jacket is suitably connected to the elongated jacket mechanism for the optional stabilization of the direction and/or the position of the hovering motion suitably equipped with at least one uplift component.

Abstract: The present invention is a 2 passenger aircraft capable of vertical and conventional takeoffs and landings, called a jyrodyne. The jyrodyne comprises a central fuselage with biplane-type wings arranged in a negative stagger arrangement, a horizontal ducted fan inlet shroud located at the center of gravity in the top biplane wing, a rotor mounted in the shroud, outrigger wing support landing gear, a forward mounted canard wing and passenger compartment, a multiple vane-type air deflector system for control and stability in VTOL mode, a separate tractor propulsion system for forward flight, and a full-span T-tail. Wingtip extensions on the two main wings extend aft to attach to the T-tail. The powerplants consist of two four cylinder two-stroke reciprocating internal combustion engines.

Abstract: A supersonic aircraft comprises a wing having upper and lower surfaces and extending from a leading edge to a trailing edge and at least two engine nacelles coupled to the lower surface of the wing on the trailing edge. The supersonic aircraft further comprises an inverted V-tail abutting to the upper side of the wing comprising a central vertical stabilizer, at least two inverted stabilizers coupled to sides of the central vertical stabilizer and coupled to the wing and supporting at least two engine nacelles, and at least two ruddervators respectively pivotally coupled to at least two inverted stabilizers. The supersonic aircraft also comprises a controller coupled to at least two ruddervators and capable of adjusting the aircraft longitudinal lift distribution throughout a flight envelope to maintain a reduced sonic boom and reduced drag trim condition.

Abstract: A missile includes a missile body and a guide assembly mounted on the missile body. The guide assembly has a plurality of pivots and a plurality of vanes mounted on respective pivots for a swinging motion between a folded position of rest and a deployed flight position. The vanes are arranged for free pivotal motion during flight in response to forces acting thereon to determine the flight position. In the folded position of each vane, its center of gravity is situated at a greater distance from the longitudinal axis of the missile body than the pivotal axis of the respective vanes. Abutments limit the flight position of the vanes to a maximum angle between the length dimension of the vanes and the longitudinal axis of the missile body. The maximum angle is greater than 90°.

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: An unmanned air vehicle includes a singular rear landing gear wheel on the aft end of the fuselage. Port and starboard wings with rear facing propellers are retractable to the aft of the fuselage. Upon retraction, the propellers may freewheel and a reversible motor-generator is provided to convert the freewheeling propeller energy into electric power. Photovoltaic cells also provide electric power to the unmanned air vehicle. Port and starboard nose fairings are control surfaces for the vehicle. The port and starboard nose fairings also include landing gear wheels. A method of flying an unmanned air vehicle includes retracting port and starboard wings to achieve a ballistic dive.

Abstract: A horizontal stabilizer actuator for a winged aircraft which is selectively pivotally controlled by a pilot or operator at a remote location in the aircraft and which has a primary load path responsive to the selective control by the pilot or operator for setting the pivoted position of the stabilizer and which has a secondary load path which is responsive to a failure in the primary load path to be automatically actuated to a condition locking the stabilizer in a fixed position.

Abstract: A ruddervator for an aerospacecraft. The ruddervator is formed by a plurality of airfoil sections nestably disposed in side by side fashion and supported by a pair of titanium box beam frame elements extending through central openings in each of the airfoil sections. Each airfoil section includes an oxide fiber/oxide matrix-based ceramic matrix composite (oxide-CMC) panel made up of multiple plies of oxide-CMC fabric which are fused over a rigid ceramic foam insulation member. The lower ends of the frame elements are secured to a transition component comprising a conventional torque box. The ruddervator can be manufactured with less cost and lower weight over previous ruddervator designs which require one or more large skin sections which are mechanically fastened to a substructure. The ruddervator of the present invention further minimizes fabrication costs by using a common design for the nesting airfoil sections so that a common female lay-up mold can be used for fabricating all of the airfoil sections.

Abstract: A control system for an aircraft, said control system including: a primary aerofoil surface; mounting means connecting the aerofoil surface to the aircraft for rotation about an axis generally normal to a longitudinal axis of the aircraft such that the effective center of pressure of the aerofoil surface is spaced rearwardly from its axis of rotation; and bias means operate to urge the aerofoil surface toward a central rest position while permitting limited rotational movement of the control surface away from the central rest position in response to unbalanced pressure loadings whereby unbalanced aerodynamic reaction pressures acting on the aerofoil surface tend automatically to effect a corresponding rotation against a restoring force provided by the bias means and furthermore, is complimented by conventional control surfaces in the form of canard wings and canard rudders, disposed towards the front of the aircraft and adapted to initiate directional changes.

Abstract: A vehicle that combines the freedom and swiftness of flight with the utility of surface travel. A simple, light weight, safe and stable conveyance with positive yaw-roll coupling, special safety features, no fold wing stowage and a unique single power source. It can be built using common tools and techniques with readily available materials at a cost competitive with the family automobile.

Abstract: The fin 12 has an end plate 16 mounted at its upper end and the end plate covers the upper end of the rudder, so that the rudder 14 seals against the end plate at all rudder deflections. The fin and rudder lift curved slopes are increased by the effect of the end plate 16.

Abstract: In accordance with the present invention, there is provided a low observable aerodynamic control system for integrated use with an aircraft fuselage. The control system is provided with a shadow structure having an inner sloping region and an outer sloping region. The inner sloping region defines a shadow structure concavity. The outer sloping region is attachable to the aircraft fuselage. The control system is further provided with an aerodynamic control device having a body portion and a base portion. The base portion is disposed within the shadow structure concavity. The body portion extends from the base portion beyond the shadow structure concavity.

Abstract: A vertical stabilizer fin and rudder assembly for use on an aircraft including a stabilizer fin with airfoil surfaces and a rudder with a forward margin pivotally mounted on the trailing edge of the stabilizer fin. The assembly is subjected to Bernoulli forces as a relatively moving airstream passes over it in a chordal direction. A fin spoiler is pivotally mounted on each fin surface at a forward chordal location on the assembly whereby the effective sideslip capability for the fin surfaces, when the aircraft is operated in a crosswind, is substantially increased.

Abstract: An aircraft of the type having twin booms (14): which connects the main wing (28) with two fin stabilizers (16) and an optional trim stabilizer (22) articulate to change aircraft direction and airspeed.

Abstract: An aerodynamic control system for an aircraft comprises a pair of low-aspect-ratio strakes integral with the fuselage, each of the strakes being substantially co-planar with an associated one of the wings and extending between a leading region generally blended with the trailing edge of the wing, a trailing edge and an outer edge. An aft airfoil is pivotally mounted to the trailing edge of each of the strakes movable between an extreme positive angle of attack position and an extreme negative angle of attack position. The aft airfoil includes an inner airfoil member which is laterally coextensive with said trailing edge of said associated strake and an outer airfoil member integral with the inner airfoil member which extends laterally beyond the outer edge of the associated strake. In one embodiment, the outer and inner airfoil members are substantially co-planar. In other embodiments, the outer airfoil member may be canted either upwardly or downwardly with respect to the inner airfoil member.

Abstract: A tail (14) for an aircraft (10) has a center member (20) pivotally attached to the aircraft (10). A leading edge flap (22) extends along a length of the center member (20). An elastomeric skin (30) is connected between an exterior surface (26) of the center member (20) and an adjacent exterior surface (28) of the leading edge flap (22).

Abstract: One of the routines required for maintaining the air worthiness of an aircraft is the frequent inspection of rudder and elevator cables. Given traditional aircraft design, for example the Cessna "335" and "340" aircraft, access to these cables has been achievable only by removing the tail-cone from the body of the aircraft. Composed as they have been of aluminum or ABS plastic, these tail-cones have been prone to breakage. Their replacements, also of ABS plastic, have consisted of two large halves bolted together, one of which must still be removed from the aircraft to allow cable inspection and for which breakage is still a concern. The invented generally one-piece tail-cone molded of fiberglass constitutes a durable replacement for a broken cone. Equipping the new fiberglass cone with relatively small doors to be used for cable inspection allows the tail-cone to remain in place on the aircraft during its conceivable considerably lengthened life span.

Abstract: The boundary layer flow along the surface of an aircraft rudder assembly is controlled by suction applied through perforations primarily installed in the leading edge of the rudder assembly. The control is such that a laminar flow is enforced or at least such that any turbulent flow is displaced so that it begins downstream of the rudder assembly leading edge. Suction air chambers are arranged along the leading edge inside a nose box of the rudder assembly and these boxes are connected through air ducts and a valve system to an exhaust fan. The valve system and the exhaust fan are controlled by a central processing unit providing a flow controller for the suction in response to control signals produced from rated values and sensed actual valves to provide a uniform distribution of the suction along the leading edge of the rudder assembly. The suction system may be switched over to a de-icing mode by blowing warm air out through the perforations in a controlled manner.

Abstract: A helicopter having two engines driving a single rotating drive shaft on which are mounted two spaced counter-rotating coaxial rotors at the same speed and having a tail boom free of a tail rotor and supporting two horizontally spaced pairs of air foils for controlling the direction of yaw in flight.

Abstract: First and second pylon flaps are located on aft portions of the first and second jet engine pylons, respectively. The first and second pylon flaps are moveable between retracted pylon flap angular orientations and extended pylon flap angular orientations. The first and second pylon flaps can assume only fully retracted angular orientations and fully extended angular orientations. When the T-tailed aircraft enters into a deep stall condition, the pilot will more than likely push the control column forward to its maximum position. This full forward movement of the control column commands the first and second pylon flaps to assume fully extended angular orientations. A first pylon flap controller controls the first pylon flap to move between the fully extended and fully retracted angular orientations, and a second pylon flap controller controls the second pylon flap to move between the fully extended and fully retracted angular orientations.

Abstract: The present invention relates to a rotary-wing aircraft, especially such as a helicopter, of the compound type including:a fuselage (2),fixed-wing elements (6) arranged on either side of said fuselage (2),at least one main rotor (4),an anti-torque rear rotor (9), anda rear thruster propeller (14), arranged at the end of the tail boom (8) of said fuselage (2).According to the invention, said rear thruster propeller (14) has a shroud (15).

Abstract: The invention discloses a method for fabricating a deployable, inflatable aerodynamic control structure for aerospace vehicles which has a desired noncircular or noncylindrical cross-section. In a preferred embodiment, the control structure is configured as an inflatable airfoil and includes a flexible skin and a plurality of internally disposed airfoil-shaped bulkheads or integral rib members that are arranged, spaced apart, in cross-wise fashion along the axial length of the airfoil shaped control structure. The flexible skin is fabricated as a lay up, in ordered sequence, of plural layers of elastomeric rubber material and plural ply layers of resin-impregnated yarns or fabric. The result is a fiber-reinforced pressure membrane that is flexible and compactly foldable.

Abstract: An aircraft control system for computing a yaw compensated angle of attack is disclosed. The system includes an angle of attack sensor for generating a signal which represents an aircraft's angle of attack as determined by an angle of attack vane and a transverse accelerometer for generating a signal in response to the lateral acceleration of the aircraft. A summing device sums the two signals to thereby provide a yaw compensated angle of attack signal. The system may also include a rudder deflection sensor for generating a signal which represents the deflection of an aircraft's rudder. The rudder deflection signal is then subtracted from the yaw compensated angle of attack in the summing device. A stall warning system incorporating the yaw compensation system includes a stall warning computer for comparing the yaw compensated angle of attack signal to a predetermined value.

Abstract: An aerodynamic vane is mounted on the fuselage of an aircraft for purposes such as sensing the angle of attack of an aircraft. The vane is attached to a fuselage mounting hub by means of a deformable hinge member and a weakened linear portion of the vane which is designed to give way under the force of impact of an object striking the vane. Should an object such as a bird strike the vane, the vane will separate from the hub along the weakened linear portion without the main body of the vane shattering. The hinge member, while it will deform under the impact, retains the vane to the fuselage so that it cannot fly into the engine or otherwise cause damage to the aircraft.