Abstract: A selector lever with redundant detent pins and detent plates and a method for using the selector lever to test for a failure of one or more detent pins. The selector lever includes at least two slides for independently moving the detent pins within the detent plates. The independent slides allow one detent pin to remain engaged. With only one detent pin engaged, the operator may test the ability to move the shaft and conclude whether or not the detent pin has failed.

Abstract: An easily removable and lightweight horizontal stabilizer configured to provide aerodynamic stability for a rotorcraft. The horizontal stabilizer comprising a spar removably coupled to a tailboom with a removable spar attachment means, the spar being located transversely through a tailboom opening and configured to provide structural support for at least a first horizontal airfoil and a second horizontal airfoil. The first and second horizontal airfoils are configured to fittingly receive the spar so that the spar fits at least partially inside the first and second horizontal airfoils. The first and second horizontal airfoils extend outboard from the tailboom to provide aerodynamic pitch stability.

Abstract: An aircraft apparatus is disclosed that has a fuselage boom having proximal and distal ends, a wing coupled to a proximal end of the fuselage boom and at least one transparent stabilizer coupled to a distal end of the fuselage boom.

Abstract: A method for controlling control surfaces. A position limit is identified for movement of a control surface based on a load limit set for the control surface and a number of vehicle current operation parameters to form an identified position limit. Responsive to receiving a command to move the control surface on a vehicle to a new position, the control surface is commanded to move to a position within the identified position limit.

Abstract: An easily removable and lightweight horizontal stabilizer configured to provide aerodynamic stability for a rotorcraft. The horizontal stabilizer comprising a spar removably coupled to a tailboom with a removable spar attachment means, the spar being located transversely through a tailboom opening and configured to provide structural support for at least a first horizontal airfoil and a second horizontal airfoil. The first and second horizontal airfoils are configured to fittingly receive the spar so that the spar fits at least partially inside the first and second horizontal airfoils. The first and second horizontal airfoils extend outboard from the tailboom to provide aerodynamic pitch stability.

Abstract: A method of manufacturing a structure, the method comprising: forming a panel assembly by bonding a stack of thickness control plies of composite material to a laminar composite panel, the stack of thickness control plies having a first edge proximate an edge of the laminar composite panel, a second edge opposite the first edge, and a ramp where the thickness of the stack of thickness control plies decreases towards the first or second edge; measuring the thickness of the laminate composite panel or the panel assembly; controlling the number of thickness control plies in accordance with the measured thickness; attaching a first component to the panel assembly, the first component having a surface which engages the laminar composite panel and a ramp which engages the ramp in the stack of thickness control plies; and attaching the laminar composite panel at or near its edge to a further component.

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: 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: An aircraft structure comprising; a rear spar, an upper cover which is attached to the rear spar and overhangs to its rear; a lower cover which is attached to the rear spar and overhangs to its rear, a hinge rib assembly comprising: a first hinge rib arm attached to a first one of the covers; and a second hinge rib arm connected to the first hinge rib arm and attached to a second one of the covers; and an aerodynamic control element pivotally mounted to the hinge rib assembly. The first and second hinge rib arms are separate parts. This provides the ability to disassemble the hinge rib in-situ for repair or maintenance purposes; the ability to install or remove the hinge rib without having to move it inboard along the structure; reduced material wastage during manufacture; and the ability to install one or more elongate lines which extend in a span-wise direction along the aircraft structure.

Abstract: A method for controlling control surfaces. A position limit is identified for movement of a control surface based on a load limit set for the control surface and a number of vehicle current operation parameters to form an identified position limit. Responsive to receiving a command to move the control surface on a vehicle to a new position, the control surface is commanded to move to a position within the identified position limit.

Abstract: An airplane includes a fuselage having a shape elongated along a longitudinal axis X of the airplane and at least one wing fixed to the fuselage between the front end and the rear end of the fuselage. The fuselage includes a substantially cylindrical central part and a rear tapered part on which a vertical empennage is fixed. Between a section connecting the rear part with the central part of the fuselage and the rear end the maximum width of each section of the fuselage is constant or increasing rearwards up to a maximum width L of the fuselage, the height of each section of the fuselage is decreasing rearwards in the direction of the negative X, so that the rear end of the fuselage forms a trailing edge having a small thickness which is substantially horizontal in an airplane reference system and substantially rectilinear.

Abstract: An adjustable, or all-moving, horizontal stabiliser for an aircraft, the stabiliser having a leading edge, a trailing edge, a root and a tip, and a strake fixed with respect to the stabiliser and attached to, or integrally formed with, the stabiliser leading edge adjacent the root.

Abstract: A hinge rib for pivotally connecting an aerodynamic control element such as a spoiler or aileron to an aircraft structure. The hinge rib includes a first hinge rib arm having a grain oriented in a first direction and a second hinge rib arm having a grain oriented in a second direction which is not parallel with the first grain direction. The arms may be formed together from a single piece of material, or more typically they are formed separately before being attached together such that the grain of the first arm is not parallel with the grain of the second arm.

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: 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: A lifting or stabilising component (11) for an aircraft comprising in the area of its trailing edge a rotary control element (13) rotating around an axis (61) with at least one slot (21) between the tip (15) of the component (11) and the control element (13), the edges of which are configured such that the distance therebetween, that is, the dimension of the slot (21), is constant for different angles of deflection of the control element (13), being located between them a seal (23) that assure the aerodynamic continuity of the component (11) when the control element (13) is at rest. In a preferred embodiment, the component (11) is a horizontal tail stabilizer and the control element (13) is a rudder.

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: A sealing system for a gap (2) existing between the fuselage (3) and the elevator (4) of a orientable horizontal stabilizer (5) of an aircraft, comprises a main body (1) formed by an upper surface (18) and a lower surface (19) and at least one longitudinal vertical element (22) arranged between the two surfaces (18,19) which grants rigidity to the main body (1), and a plurality of first elastic sealing profiles (9) between the first surface (11) of the main body (1) and the outer surface of the fuselage (3) and making contact with them, and a plurality of second elastic sealing profiles (13) between the second surface (12) of the main body (1) and the first end of the elevator (15) and making contact with them, in such a way that the sealing of the gap (2) takes place and an aerodynamic continuity is produced between the fuselage (3) and the elevator (4) when the elevator (4) is at rest in the plane of the orientable horizontal stabilizer (5) for any of the orientation positions of the orientable horizontal s

Abstract: Fitting with torsion box produced from a plastic material reinforced with carbon fiber, comprising a torsion box (2) with side walls and individual members for attaching the box to respective frames of the tail fuselage (1), along with a stiffening element (4) which joins the side walls (2a, 2b) and which comprises individual end parts (4a, 4b) and a central part (4c); where each end part (4a, 4b) comprises first sections (4d, 4e) which are extended parallel to the side walls (2a, 2b) to both sides of the central part (4c), second sections (4f, 4g) which are extended towards the corresponding side wall (2a, 2b) and third sections (4h, 4i) each one backing onto and attached to the side wall (2a, 2b); the first sections (4e, 4d) of the end parts (4a, 4b) and the side walls (2a, 2b) of the torsion box include individual primary passage holes (5a, 5b, 5c, 5d) aligned in order to create the first fastening.

Abstract: Improved miniature trailing edge effectors for aerodynamic control are provided. Three types of devices having aerodynamic housings integrated to the trailing edge of an aerodynamic shape are presented, which vary in details of how the control surface can move. A bucket type device has a control surface which is the back part of a C-shaped member having two arms connected by the back section. The C-shaped section is attached to a housing at the ends of the arms, and is rotatable about an axis parallel to the wing trailing edge to provide up, down and neutral states. A flip-up type device has a control surface which rotates about an axis parallel to the wing trailing edge to provide up, down, neutral and brake states. A rotating type device has a control surface which rotates about an axis parallel to the chord line to provide up, down and neutral states.

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: 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: An aircraft lift device comprises a strake capable of coupling to an aircraft fuselage and extending to a leading edge of a wing. The strake has a leading edge. The life device further comprises a leading-edge flap coupled to the strake leading edge.

Abstract: An arrangement for generating control commands for controlling the slats and landing flaps of an aircraft includes two manually operable command input levers which are arranged directly side-by-side or as a “rod-within-rod” and are connected respectively by two linkages to two rotatable sensor disks that respectively cooperate with two sets of signal emitters that are electrically connected respectively to two control computers. The two levers and two linkages are coupled to form a single command transducer having two coupled parallel command transmission paths. Based on the signals of the signal emitters, the control computers generate actuating signals that are provided to actuators for adjusting the positions of the slats and landing flaps.

Abstract: An articulation device for articulating a flap to an aircraft aerodynamic surface, the flap having its front edge facing a rear edge of the aerodynamic surface and the articulation device including two fittings bearing the flap. The articulation device pivots about a common axle borne by the aerodynamic surface and arranged at the interior side thereof, in order to cause the flap to adopt either a retracted position or a deployed position. The portion of each fitting facing a corresponding cutout, when the flap is in the retracted position, is set back toward the inside with respect to the outer faces of the aerodynamic surface and the flap. A flat blanking piece, the shape of which corresponds to that of the cutout, is associated with each cutout. Each blanking piece is borne by a linkage articulated to the aerodynamic surface and to the flap.

Abstract: Apparatus and methods for actuating rotatable members are disclosed. In one embodiment, an assembly for actuating a rotatable member includes an extendible actuator having a first end and a second end, and a drive member having a first portion pivotally coupled to the second end, and a second portion non-pivotally coupled to the rotatable member. The second portion of the drive member is spaced apart from the first portion. The drive member further includes a third portion spaced apart from the first and second portions in a non-linear orientation. The assembly further includes a reaction link having an anchoring end pivotally coupled to the first end of the extendible actuator, and a driving end pivotally coupled to the third portion of the drive member.

Abstract: An integrated and/or modular high-speed aircraft and method of design and manufacture. The aircraft can have a supersonic or near-sonic cruise Mach number. In one embodiment, the aircraft can include an aft body integrated with a delta wing and a rearwardly tapering fuselage to define a smooth forward-to-rear area distribution. A propulsion system, including an engine, inlet, and exhaust nozzle can be integrated into the aft body to be at least partially hidden behind the wing. In one embodiment, the entrance of the inlet can be positioned beneath the wing, and the exit of the nozzle can be positioned at or above the wing. An S-shaped inlet duct can deliver air to the aft-mounted, integrated engine. The aircraft can include aft-mounted elevators, wing-mounted elevons, and forward-mounted canards for pitch control. The construction of the aircraft can be modular to take advantage of commonalties between near-sonic and supersonic structures.

Abstract: An aircraft is disclosed. The aircraft has a canard control surface 25 and an aft control surface 10. The canard control surface comprises an integral aerofoil which in its entirety pivots about a first axis of rotation 28. The canard control surface has a center of lift p which is rearward of the first axis. The aft control surface is rearward of the canard control surface and comprises an integral aerofoil which in its entirety pivots about a second axis of rotation 13. The aft control surface having a center of lift P which is rearward of the first axis. The canard control surface and the aft control surface act in unison to produce a directional change in the aircraft.

Abstract: Flight controls with automatic balance for use in controlling the movement of an aircraft through a fluid system, the control system includes ailerons divided into two parts, which at lower speed adopt the shape of a conventional aileron and rotate in their entirety with the same degree, and at high speeds a first part of the flap rotates or extends to a determinated angle by an actuator while the second part of the aileron, which is hinged or articulated to the first part of the aileron, rotates with reference to the main part, where the amount of rotation is a function of the air speed pressure, and one or more springs oppose the rotation caused by air speed pressure.

Abstract: Airplane (1) including a mainplane (3), elevator aerodynamic surfaces (4) and a front canard empennage adjustable in orientation. This airplane includes:a device for calculating (14) continuously receiving measurements:of the speed (V) of the airplane with respect to the air,of the centering (c) of the airplane (1),of the flight altitude (H), andof the mass (m) of said airplane and calculating the angular setting to be given to said planes (5) of the canard empennage, during phases of stabilized flight without atmospheric disturbances, so that the lift of said canard empennage corresponds, at any moment, to the smallest possible value of the drag of the airplane; and a device (9) forconferring an at least substantially constant lift on said empennage when the airplane in flight is not in a phase of stabilized flight without atmospheric disturbances.

Abstract: A vehicle, lacking an empennage, has a gull wing with ailerons movably mounted at the trailing edges of the wing for controlling pitch, yaw and roll, or has a wing and a gull tail with flaps movably mounted at the trailing edges of the tail surface for controlling pitch, yaw and roll.

Abstract: A maneuvering system for a flight vehicle rotates a lifting aerodynamic surface of the flight vehicle about an axis parallel with a direction of flight of the vehicle in a rotational direction corresponding to the desired change of flight direction to which the vehicle is to be steered, while maintaining attitude stability of the flight vehicle by altering other aerodynamic surfaces of the vehicle.

Abstract: This invention involves a simple but radical approach to airplane design. Many advantages and benefits result therefrom including improved flight efficiency, better handling and control response, less tail area required, increased safety, increased utility of airplanes, and reduced ground handling and hangar facility requirements. A solution is provided for the inherent problems of combining the utility of a surface conveyance with the freedom and swiftness of flight.

Abstract: An all-wing aircraft is disclosed that has novel foreplane and depending aftplane, a center wing section and outer wing panel flying surfaces which cooperate aerodynamically to eliminate the need for conventional fuselage and tail structures. The foreplanes are strategically located to create a positive pitching moment which is sufficient to significantly reduce elevator forces and to balance the negative pitching moment induced by the outer wing panels and the downwardly extending aftplane units that provide static and dynamic pitch and yaw stability. At the same time, the foreplane structures serve as an unobstructed means to mount engines forward on the airframe to established a forward empty center of gravity. Additionally the aftplane structure serves as a means to mount main landing gears, elevators, ruddervators and to provide structural means for interconnecting outboard wing sections of the airplane.

Abstract: A flying emergency ejection seat for endangered airman to escape from distressed aircraft and to fly cross country in the seat to sanctuary of a more favorable environment for recovery having the following existing state-of-the-art non-flying seat survival features of an airman's ejection seat including: a parachute, a rocket/catapult propelled escape seat for ejection, a survival kit for air, land, and water survival equipment, guidance controls on the escape seat and mating guides in the aircraft to direct the path of the seat ejection from the aircraft, seat/man separation device, and added on design features of this invention to make it a flying seat:shall include add-on folding wings for extension in flight to sustain the seat in flight, add-on extendable empennage for extension during ejection to stabilize and guide the direction of flight of the seat in a prone attitude, add-on actuators on the seat bucket to stretch out the airman into a physical prone head down, face forward configuration for minimum

Abstract: This invention relates to an aircraft having three lift surfaces, and precisely a main wing lift surface located in an intermediate position of the aircraft and two less extended lift surfaces positioned, respectively, in a position ahead of the main wing surface and astern thereof.

Abstract: Aircraft having subsonic and supersonic flight capabilities which utilize travelling tail units with circular arc motions, connected with the rear fuselage by means of two arm-frames that swing upward and rearward and vice versa, to generally increase stability and control of aircraft during low-speed flight and to reduce accidents at zero altitude operations.

Abstract: The control surface-type wing, forward of the center of gravity of the aircraft is placed to be shiftable longitudinally with respect to the center of gravity of the aircraft and also adjustable with respect to a transverse and longitudinal axis of the aircraft to thereby provide for sensitive control of the aircraft flight.

Abstract: This invention relates to an aircraft having three lift surfaces, and precisely a main wing lift surface located in an intermediate position of the aircraft and two less extended lift surfaces positioned, respectively, in a position ahead of the main wing surface and astern thereof.