Abstract: Systems and methods for managing the exchange of vehicle information between software modules with different safety importance. In one embodiment, a vehicle health management system includes a mission critical software module, a flight critical software module and a gatekeeper. The mission critical software module receives vehicle state information and provides it to the flight critical software module if the gatekeeper confirms the validity of the vehicle information.

Abstract: The invention provides a control box for selectively delivering orders to receivers (8, 12), the control box comprising: a shaft (14) mounted to turn about an axis of rotation (X), while being capable of sliding along said axis (X) between a rest position towards which it is urged by return means (24), and an active position; order delivery means (16, 11) co-operating with the shaft (14) to deliver orders as a function of the angular position of the shaft (14); rotary drive means (15) for causing the shaft to turn; and safety actuation means (23) for causing the shaft to slide from the rest position in which anti-rotation means (27, 28) prevent the shaft from turning to the active position in which the anti-rotation means (27, 28) leave the shaft free to turn under drive from the rotary drive means (15).

Abstract: A cable (7) is routed between a pair of links (1, 2) that are pivotally connected about a lateral pivot axis (4). A wound section (8) is provided in the cable with the winding axis coincident with the pivot axis of the links. The wound section (8) may be preformed. A cable protector (10, 11) is provided each end of the wound section (8) along the pivot axis (4) so as to constrain the adjacent end of the wound section (8) to be keyed with it and the adjacent link.

Abstract: A wing including a spar, a box shaped sleeve in the spar running substantially the entire length of the wing, a skin affixed to spar and to the corners of the sleeve and shaped to from a leading edge and trailing edge of the wing, a spoiler affixed to an upper surface of the trailing edge of the spar, a vent affixed to the lower surface of the trailing edge of the spar below the spoiler.

Abstract: An airfoil surface control system includes a movable surface. An actuator is coupled to the surface. The airfoil surface control system includes a motor. A torque tube assembly operatively couples the motor and actuator and includes first and second shafts coupled by a universal joint. The universal joint is configured to provide a first maximum angle between the first and second shafts. A stop is configured to provide a second maximum angle between the first and second shafts that is less than the first maximum angle.

Abstract: The present invention relates to a friction device (11) for maintaining a control member (2, 8) in a determined position. The device comprises a contact part (16) movable between a declutched stable position and a clutched stable position, and vice versa. The clutched stable position corresponds to a position in which the contact part (16) bears against the control member (2, 8) in such a manner as to establish a determined friction force. An electromechanical drive means moves the contact part (16) between the two stable positions. The device includes remote control means for activating and deactivating the drive means.

Abstract: A flap roller arrangement for supporting a flap on a wing of an aircraft is disclosed herein. The flap roller arrangement includes, but is not limited to, a roller assembly that is configured for rolling engagement with a flap track of the wing and for engagement with a flap fitting. The flap roller arrangement further includes a retaining member that is removably coupled to the roller assembly. The roller assembly is configured to egress through an opening in the flap fitting in a direction away from the flap track. The retaining member is configured to obstruct egress of the roller assembly through the opening when the retaining member is coupled to the roller assembly. The roller assembly is enabled to egress through the opening when the retaining member is removed from the roller assembly.

Abstract: A variable camber Krueger flap deployment linkage mechanism is presented. A first linkage assembly couples a flap assembly and an airfoil, and comprising a first drive arm, a first drive link, and a support arm. A second linkage assembly couples the flap assembly and the first drive arm, and comprises a drive transfer arm, a middle connection segment, and a bullnose link.

Abstract: A component for connecting structures to intersection regions of said component is disclosed, particularly for an aircraft or spacecraft, including a coupling element, including a first fiber which wraps around the coupling element so that the first fiber extends in a first plane in front of the coupling element and in a second plane behind the coupling element, the first and second planes intersecting, and including a second fiber which wraps around the coupling element so that the second fiber extends in a third plane in front of the coupling element and in a fourth plane behind the coupling element, the third and fourth planes intersecting, and with the first fiber portions of the first and second fibers crossing over in a first region and the second fiber portions of the first and second fibers crossing over in a second region.

Abstract: The present disclosure relates to an aircraft high lift system with at least one load station for actuating a flap of a wing, preferably a landing flap and/or a leading-edge flap, at least one transmission with transmission portions located between branch transmissions, wherein by means of the branch transmissions actuating energy can be branched off from the transmission to the load station, and to a method for determining an operating condition of an aircraft high lift system.

Abstract: An edge morphing arrangement for an airfoil having upper and lower control surfaces is provided with an elongated edge portion that overlies the edge of the airfoil, the edge portion having a surface element having first and second edges that communicate with, and form extensions of, respective ones of the upper and lower control surfaces of the elongated airfoil. The surface elements are formed of deformable compliant material that extends cross-sectionally from the first surface element edge to an apex of the edge portion, and to the second surface element edge. There is additionally provided a driving link having first and second driving link ends, the first driving link end being coupled to the interior of one of the first and second rib portions. The second end is arranged to receive a morphing force, and the rib element is deformed in response to the morphing force.

Abstract: An electrical system for driving flight control actuators, electrical accumulator, and methods for managing electrical power for an aircraft electrical system and methods of retrofitting an aircraft electrical system with an electrical accumulator are provided. The electrical system can include a bidirectional accumulator positioned in electrical communication with the plurality of flight control actuators to absorb excess electrical power regenerated by the plurality of flight control actuators and to provide supplemental power to the plurality of flight control actuators to thereby satisfy transient power requirements.

Abstract: A device for the generation of aerodynamic vortices to be arranged on the spanwise side edge of a wing, or a regulating flap adjustably arranged on the latter, which in each case have a chordwise direction and a spanwise direction, wherein the device is formed from one aerofoil component or from a plurality of aerofoil components, wherein the at least one aerofoil component is designed as a part that can be moved relative to the wing or regulating flap in its spanwise direction, wherein the device for vortex generation has an actuation device for the retraction and extension of the aerofoil components into a recess, and also a drive device to operate the actuation device. A regulating flap of a wing, and also a wing, with such a device for the generation of aerodynamic vortices, and a wing, which has at least two aerofoil segments at its side edge situated at the spanwise end.

Abstract: An aircraft flap actuator assembly includes at least one fixed support, at least one track having a curvilinear track surface connected to the fixed support, at least one flap support adapted to traverse the curvilinear track surface, a trailing edge flap connected to the at least one flap support and a flap actuator engaging the at least one flap support.

Abstract: The flap deploying device deploys a flap provided at a leading edge or a trailing edge of a main wing of the aircraft, the deploying device including: a drive source; a moving mechanism with a moving body advancing and retracting by power of the drive source; a carriage mechanism that carries advancing and retracting motion of the moving body to the flap so as to deploy the flap between a retracted position and a deployed position; and a rail that guides the carriage mechanism. Since the moving mechanism is arranged lateral to the rail in the wingspan direction of the main wing, the dimension of the wing in a thickness direction can be reduced at least by a dimension corresponding to the moving mechanism. Therefore, the wing can be made thinner, or the projecting height of a flap track fearing can be reduced.

Abstract: Methods, systems, and devices for determining system/device configuration and setting a mode of operation based on the determined configuration. An air vehicle processor: (a) receives a component information set of at least one external component; (b) determine a mode of operation, by the processor having a current mode of operation setting, based on the received component information and at least one of: an initial mode of operation setting and the current mode of operation setting; (c) determines whether all of the one or more received component information sets match a configuration requirement; (d) transitions to a flight-ready status if the determination is a conjunctive match; and (e) transition to a reset status if the determination is not a conjunctive match.

Abstract: A method for actuating at least one positioning flap on each wing of an aircraft, which positioning flap is actuated by at least two flap coupling devices each including a flap actuator device, where at least on one flap actuator device for each positioning flap a brake mechanism is arranged by means of whose actuation an adjustment state of the respective flap actuator device can be locked, including the steps of: actuating each brake mechanism of a positioning flap individually, subsequently actuating the flap actuator device by means of the drive motor, in the case of a change in the adjustment state of the positioning flap by a predetermined extent, terminating actuation of the positioning flap concerned, and a system for implementing the method.

Abstract: Here invented are efficient road vehicles having special aerodynamic shapes, with stabilizing provisions that enable aerodynamic efficiency. It is a vehicle that is configured to include a carriage part that encloses a driver and passenger riding in tandem. This car width is for persons seated in single file, enabling a narrow width that makes a body shaped like an airship practical, where that shape is characterized by a very low drag coefficient in free flow conditions. This body is elevated on struts above a wheel system to enable such free flow aerodynamic conditions, thus, the drag coefficient of the airship is made applicable to this road vehicle. The wheel system includes wheels on each side of the vehicle that are arranged in horizontal columns, to which the struts are attached. The horizontal columns act as individual aerodynamic entities that function independently of the carriage aerodynamic operation.

Abstract: An apparatus for adjusting a surface of an aircraft model includes, but is not limited to a first linear adjustment unit with a first retaining body that is movable along a first axis, a second linear adjustment unit with a second retaining body that is movable along a second axis, and an angle adjustment unit. The second linear adjustment unit is arranged on the first retaining body, and the angle adjustment unit is arranged on the second retaining body and is configured to adjust and lock an angle between an attachment surface and a retaining surface. Consequently, precise positioning of surfaces of a wind-tunnel aircraft model does not require specially manufactured and individually adapted fittings for each setting position to be moved to.

Abstract: In accordance with one embodiment of the present disclosure, a trunnion includes a first portion and a second portion. The first portion is capable of coupling directly to a drive tube of an aircraft, wherein the drive tube is capable of rotating around a first axis. The second portion is capable of coupling to a swash plate of the aircraft, wherein the swash plate is capable of causing the pitch of at least one of a plurality of aircraft blades to change.

Abstract: An actuator is arranged to move an aircraft component such as a landing gear leg, flap or aileron between a first position and a second position, net load from external forces acting on the aircraft component tending to drive it towards the first position. The actuator comprises a threaded screw and a threaded nut. A main prime mover is configured to apply torque to the screw or nut acting in opposition to the net load under normal operating conditions. An emergency prime mover is configured to apply torque to the screw or nut acting in the same sense as the net load under emergency operating conditions in which the interface between the nut and the screw has become partially jammed to the extent that the component cannot be moved from the second position to the first position by operation of the net load alone.

Abstract: The disclosure relates to a device for testing means of detecting the loading of the secondary path of a flight control actuator of the type including a primary path and a secondary path able to take up the effort of the primary path in the event of a breakdown of the latter, wherein a tool is able to press against at least one zone of at least one element of the secondary path, as well as a lever arm which by tilting allows the tool to press against the zone so that it exerts a traction and/or compression force on the secondary path, the lever arm being mounted pivotingly on a support able to be fastened on a structure that is mechanically independent of the secondary path.

Abstract: The present invention relates to an aircraft having at least one landing flap arranged at the wing of the aircraft and having at least one drive unit for actuating the landing flap, wherein the aircraft furthermore has at least one control unit which controls the aileron function of the aircraft, wherein the control unit is connected to the named drive unit or units for adjusting the landing flap(s) and is configured such that it carries out the aileron function of the aircraft in at least one flight mode only or also by the operation of the named drive unit(s) and thus by the adjustment of the landing flap(s).

Abstract: The invention relates to a method and a device for controlling the power supply of at least one aircraft maintenance actuator (7) from an electrical power supply network (10) of the aircraft comprising means (14) for controlling the electrical power supply of at least one maintenance actuator, and means (15) for establishing communication between the control means and at least one control unit (16) allowing a user to control the operation of at least one actuator. The control means are designed to compare the state of at least one control unit with at least one reference state (SBR) and/or an abnormal state (SBE1, SBE2, SBE3) for switching-on purposes, and to prohibit the activation of the actuator if the state of the control unit is different from a reference state (SBR) or corresponds.

Abstract: An aircraft reaction link includes a pair of linear portions, a coupling portion that couples ends of the pair of linear portions on the same side to each other, a fulcrum shaft attachment portion, and a cylinder attachment portion. A metal frame that is made of a metallic material and that is provided so as to extend across the coupling portion and the pair of linear portions and a composite frame that is made of fiber-reinforced plastic and that is provided so as to extend at least in the pair of linear portions are bonded together, and thereby, the pair of linear portions and the coupling portion are formed. The metal frame is provided so as to extend from the fulcrum shaft attachment portion to the cylinder attachment portion.

Abstract: A method and device for precise control of and controller design for aircrafts consisting of at least one spinning part and at least one non-spinning part is provided. The required torques for control of the spinning parts and for the non-spinning parts are continuously and individually calculated. All torques are combined to get the correct torque for the complete aircraft. Doing this, it's possible to continuously apply the correct torque, both correctly distributed among the roll and pitch axes (correct angle), and correct magnitude. The result is a decoupling of the roll and pitch axes, simplifying controller design to a design of two single input single output controllers, one for each axe.

Abstract: The invention relates to an aircraft control system containing several aircraft control computers (14, 16, 18, 20) for said aircraft, said system having at least one server (10) which: contains at least one aeronautical data base (12); is connected to at least one subassembly of said control computers through data transmission links (26a, 26b, 26c, 26d); is able to supply information from said at least one aeronautical data base to the computers of said control computer subassembly, said at least one server being able to supply information from said at least one aeronautical data base to a computer of said control computer subassembly, in a period of time less than a predetermined duration, upon request from said computer, when said information is not available in a local data base of said computer.

Abstract: A spindle drive has a first load path formed by a first nut which meshes with a threaded bolt and a second load path formed by a second nut which also meshes with the threaded bolt and is arranged to be movable relative to the first nut in an axial direction of the threaded bolt in at least one state of the spindle drive. A sensor unit detects relative movement between the first and second nuts.

Abstract: A method and apparatus is provided, including an actuator system that may be connected to a wing frame for controlling an active element. The actuator system may include sliding elements movable along an axis parallel to the span-wise axis of the wing. The sliding elements may be connected to fixed elements and a crank element, the crank element generally comprising a beam element and a pivot element. The beam element may be offset from the pivot element so that the crank element is rotatable about the pivot element with a negative stiffness under an external force that tends to pull the sliding elements away from the fixed elements.

Abstract: A method and apparatus is provided, including an actuator system that may be connected to a wing frame for controlling an active element. The actuator system may include sliding elements movable along an axis parallel to the span-wise axis of the wing. The sliding elements may be connected to fixed elements and a crank element, the crank element generally comprising a beam element and a cross-axis flexure pivot element. The beam element may be offset from the pivot element so that the crank element is rotatable about the pivot element with a negative stiffness under an external force that tends to pull the sliding elements away from the fixed elements.

Abstract: This invention provides an improvement in a no-back device having a ball screw connected to a variable load of reversible polarity (±L) and having a portion penetrating a housing. The device includes a braking mechanism acting between the housing and the ball screw for producing a force that resists movement of the ball screw in the direction of an “aiding” load, but does not substantially resist movement of the ball screw in the direction of an “opposing” load. The improvement broadly includes: a first spring acting between the housing and the braking mechanism for exerting a first preload force (F1) on the braking mechanism for simulating the application of an external load on the ball screw in one of the directions; whereby the apparent operational integrity of the no-back device may be checked when no external load is applied to the ball screw.

Abstract: A method for obtaining the inertial properties of a movable rotating around a hinge line in an aircraft control surface. The method includes the steps of removing the mechanical connections of the actuators from the movable, leaving the movable free to rotate around its hinge line, further balancing the movable and calculating in a first approach its coarse static momentum. The method includes refining the coarse static momentum and obtaining simultaneously a frictional momentum of the movable; incorporating an elastic element on the control surface and configuring a second order mechanical system; inducing forced oscillations on the movable at a certain frequency, this frequency being increased until it is sensibly close to the resonance frequency of the movable to produce a wave response; calculating, from the wave response, the momentum of inertia of the movable.

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: Provided is an actuator characterized by the use of a shuttle that shifts in response to an overload. The shuttle is movable axially relative to a rotary input member by continued rotation of the rotary input member so that a stop on the shuttle moves from an ambush position allowing free rotation of the rotary input member to a blocking position preventing further rotation of the rotary input member. In this way, the shuttle prevents rotation of a rotary input member during an overload of a control surface.

Abstract: A plurality of tandem actuators including piston rods in each of which two pistons are provided in series are disposed in parallel. A rod end portion couples the piston rods of the plurality of tandem actuators on the outside of case portions and can be rotatably linked to a control surface. For each of the tandem actuators, first hydraulic chambers on the side opposite to the rod end portion side are in communication with each other in the two piston movement areas, respectively, and second hydraulic chambers on the rod end portion side are in communication with each other in the two pistons areas, respectively.

Abstract: A system and method of mitigating a force fight between hydraulically-operated actuators that are coupled to a single flight control surface is provided. The differential fluid pressure across each hydraulically-operated actuator is sensed. The position of a user interface is sensed using a plurality of user interface position sensors. Flight control surface position is sensed using one or more position sensors. The sensed differential pressures, the sensed user interface positions, and the sensed flight control surface position are used to generate a plurality of substantially equal actuator commands.

Abstract: An actuation system for trailing-edge flap control suitable for use in reducing vibration in rotorcraft blades as well as primary flight control and noise mitigation employing an antagonistic pair of fluidic artificial muscles (FAMs) located and operated inside the rotor blade. The FAMs are connected to a force transfer mechanism such as an inboard bellcrank and engaged to an outboard bellcrank by one or more linkages running spanwise out through the spar. The outboard mechanism translates the spanwise linkage motion into chordwise motion of a flap control rod which is connected to the trailing-edge flap. A torsion rod flexure (TRF) device is included connecting the trailing-edge flap to the blade. The actuation system can produce large flap deflections at relatively high operating frequencies for vibration reduction and noise cancellation and is capable of larger flap deflections at lower operating frequencies for embedded primary control of the rotorcraft.

Abstract: The invention relates to a flight control system for an aircraft comprising control surfaces and actuators associated with the control surfaces to control flight functions, including roll, yaw, pitching, and aerodynamic braking of the aircraft. The actuators associated with the control surfaces that control at least one of the flight control functions are electromechanical actuators. A part of the control surfaces associated with the electromechanical actuators is divided, where each of the divided control surfaces is comprised of at least two independent surfaces.

Abstract: The invention relates to a method of powering at least one brushless DC electric motor having a plurality of phases for powering, the method including the steps of associating a static contactor with the motor for taking input voltage pulses and delivering polyphase voltage pulses to the motor in a manner that is servo-controlled to the angular position of the rotor of the motor, and for generating from a DC voltage source voltage pulses of frequency that is fixed and at a duty ratio that is controllable, thereby forming the input voltage pulses to the static contactor.

Abstract: A method to maneuver an aircraft in flight, in which the center of gravity of the aircraft is shifted by transferring fuel from at least one first fuel tank to at least one second fuel tank of the aircraft. A system implementing this method, the system including: at least one first fuel tank and at least one second fuel tank, a flight control unit capable of sending out a maneuver command upon being handled. A computer capable, as a function of this command, of determining a quantity of fuel to be transferred from the first tank to the second tank, at least one means of transfer connecting the first and second tanks and being controlled by the computer, to transfer the fuel from the first tank to the second tank.

Abstract: A flight control system includes a dual stage actuator for moving a control surface. Each stage includes several control valves that are controlled independently to provide a desired redundancy. A flight controller generates a position command that is indicative of the position desired for the control surface. A first communication link is provided between several flight controllers to share information. Each of the flight controllers forwards the position command to actuator remote processing unit. The actuator remote processing unit receives position commands and generates a command signal that controls movement of the actuator using the control valves. Each of the actuator remote processing units is linked through a second communication link. Feedback and balancing of the different control valves is provided by the visibility accorded each actuator remote processing unit by the second communication link.

Abstract: A method for stepping a first member relative to a second member associated with a projectile. The method including: providing one of the first and second members with one of a plurality of pockets and movable pins offset from each other with a first spacing; providing the other of the first and second members with the other of the plurality of pockets and movable pins offset from each other with a second spacing, where the first spacing is different from the second spacing; and engaging at least one of the movable pins into a corresponding pocket to step one of the first and second members a predetermined linear and/or rotary displacement.

Abstract: A first actuator drives a control surface by being operated by supply of pressure oil from a first aircraft central hydraulic power source including a first aircraft central hydraulic pump. A second actuator drives the control surface by being operated by supply of pressure oil from a second aircraft central hydraulic power source including a second aircraft central hydraulic pump. A backup hydraulic pump is installed inside a wing of the aircraft and is provided so as to be able to supply pressure oil to the first actuator when a loss or degradation in a function of at least one of the first aircraft central hydraulic power source and the second aircraft central hydraulic power source occurs. A maximum discharge pressure of the backup hydraulic pump is set to be greater than maximum discharge pressures of the first aircraft central hydraulic pump and the second aircraft central hydraulic pump.

Abstract: A pump unit installed inside a wing includes a backup hydraulic pump that can supply pressure oil to an actuator when a loss or reduction occurs in the function of an aircraft central hydraulic power source and an electric motor that drives the pump. A wing structure portion forming the surface structure of the wing is provided with an inlet port and an exhaust port that are formed therethrough. The inlet port is provided so as to be opened and closed by an inlet port opening/closing portion, and the exhaust port is provided so as to be opened and closed by an exhaust port opening/closing portion.

Abstract: An actuator system (14) comprising a valve assembly (40) having an inner spool (50), an outer spool (60), and a sleeve (70). An assembly (80) directly drives the inner spool (50) to move it relative to the outer spool (60), and thereby hydromechanically causes the outer spool (60) to move relative to the sleeve (70). A control assembly (90) provides current input to the drive assembly (80), which converts current input into mechanical motion. The control assembly (90) senses the position of the inner spool (50) and regulates current in accordance with the sensed position.

Abstract: The invention provides a wing control system aimed at countering the aeroelastic effect of twisting of a length of wing of an aircraft due to dynamic air pressure acting on an aileron of the wing. The wing control system includes a shaft extending along the length of wing and actuation means responsive to aileron control inputs to induce a variable torque T in the shaft. Outboard of the length of wing, the system operatively transfers T partially to the aileron to pivot the aileron and partially to the wing at an outboard end of the length of wing to counter twisting of the length of wing due to dynamic air pressure on the aileron. Inboard of the length of wing, the system operatively transfers T to the aircraft, e.g. to its fuselage, thereby effectively balancing the sum of the moments transferred respectively to the aileron and the wing.

Abstract: A support assembly for deployment and retraction of an aero surface from an aircraft is disclosed. The assembly comprises a guide track, a primary support arm having one end coupled to a carriage mounted on the track such that the primary support arm is rotatable relative to the carriage about multiple axes, and a control arm having one end coupled to the primary support arm and a second end pivotably attachable to a fixed support forming part of the structure of the aircraft. The assembly being configured such that, when the carriage is driven along the guide track, the control arm causes the primary support arm to pivot about said multiple axes to deploy and/or retract an aero surface pivotally attached to an opposite end of the primary support member along an arcuate path.

Abstract: When a loss or degradation in the function of one of a first aircraft central hydraulic power source and a second aircraft central hydraulic power source occurs, a controller performs a control so as to operate the other backup hydraulic pump, out of a first backup hydraulic pump and a second backup hydraulic pump, which is connected downstream of the other hydraulic power source, which is the other of the first and second aircraft central hydraulic power sources. Oil flowing through the other backup hydraulic pump is cooled by an oil cooler of the other hydraulic power source by operation of the other backup hydraulic pump in a state where the other hydraulic power source is being operated.

Abstract: A method and apparatus is provided, including an actuator system that may be connected to a wing frame for controlling an active element. The actuator system may include sliding elements movable along an axis parallel to the span-wise axis of the wing. The sliding elements may be connected to fixed elements and a crank element, the crank element generally comprising a beam element and a pivot element. The beam element may be offset from the pivot element so that the crank element is rotatable about the pivot element with a negative stiffness under an external force that tends to pull the sliding elements away from the fixed elements.

Abstract: An adjusting device for adjusting a flap at an wing of an aircraft includes at least one flap drive for operating the flap and a plurality of drive stations comprising drive struts structured and arranged to movably connect the flap to the wing. The plurality of drive stations includes at least two first drive stations that guide the flap in a defined position in a wing chord direction. The plurality of drive stations includes at least one second drive station at which the flap is moveable in the wing chord direction. The at least one second drive station includes at least one compensation element structured and arranged to compensate constraining forces occurring in the plurality of drive stations due to relative movements between the flap and the wing in the wing chord direction.