Aircraft manipulator device and aircraft flight control system

Abstract

A control arrangement for an aircraft comprises: a primary control member in the form of a lever member having a grip portion at which the lever member can be gripped by a pilot's hand; and an auxiliary control member disposed at an upper portion of the primary control member and having an actuation portion at which the auxiliary control member can be manually actuated by the pilot's thumb. The two control members are associated with respective sensor assemblies configured to generate electronic flight control signals or commands in response to at least one of: i) pivotal movement of the respective control member about each of two independent control axes associated with the control member; ii) a force acting on or via the respective control member in a pivotal direction relative to each of the control axes; and iii) lateral deflection or bending of the respective control member.

Description

Technical Field

[0001] The present disclosure generally relates to an aircraft inceptor device suitable for use as part of a fly-by-wire user interface for an aircraft and a corresponding flight control system for the aircraft. More particularly, the present disclosure relates to a flight control system with a redundant user interface, the flight control system including at least one such inceptor device. Background Art

[0002] Aircraft can generally be divided into fixed-wing types and rotary-wing types. Fixed-wing aircraft typically include a plurality of flight control surfaces that, when positioned in a controllable manner, guide the aircraft from one destination to another. The number and type of flight control surfaces included in an aircraft may vary. Primary flight control surfaces are typically those used to control the movement of the aircraft relative to the pitch, yaw, and roll axes. Auxiliary flight control surfaces are typically those used to affect the lift or drag (or both) of the aircraft. Typical primary flight control surfaces include elevators, ailerons, and rudders, and typical auxiliary flight control surfaces include a plurality of flaps, slats, speed brakes, and spoilers.

[0003] Rotary wing aircraft, such as, for example, helicopters, typically do not have flight control surfaces separate from the airfoils that generate lift, but the airfoils that make up the rotary wing have cyclic control for pitch and roll and collective control for lift.

[0004] Furthermore, aircraft are known that have vertical takeoff and landing capabilities based on propulsion engines that are rotatably mounted relative to the aircraft's lateral or pitch axis. The propulsion engines are controllably movable between a cruising flight position and a takeoff / landing position. In the cruising position, the engines provide forward thrust, and the aircraft's movement through the air is controlled by means of suitable flight control surfaces. In the takeoff / landing position, the propulsion engines are tilted downward to allow vertical takeoff or landing based on the thrust provided by the engines.

[0005] According to publications US 2016 / 0023754 A1 and US 2016 / 0311522 A1, as well as other publications in the same patent series, the applicant, Lilium GmbH of Germany, has proposed an aircraft of this type capable of vertical takeoff and landing and using electrically driven ducted propellers as propulsion engines. The applicant has also developed an aircraft known as the Lilium Jet, a canard-type aircraft equipped with multiple front left, front right, left, and rear right engines in the form of electrically driven ducted propellers. These engines are mounted on the left and right front canards and the left and right rear wings or corresponding flaps of the main wing. The first test flight of this Lilium Jet took place on October 1, 2019.

[0006] For any aircraft of this or any other type, the user interface of the corresponding flight control system is particularly relevant to ensuring safe flight. Pilot convenience and resilience to technical failures are important aspects. Traditionally, the interface between the pilot and the aforementioned flight control surfaces is provided by at least one control stick and pedals. Alternatively, a left and right stick are provided.

[0007] A typical manipulator device for an aircraft (e.g., in the form of a so-called sidestick device) comprises a device base, a manipulator member in the form of a stick member having a grip portion, and an associated sensor assembly. The stick member is movably mounted at the stick member base relative to the device base by means of a multi-degree-of-freedom assembly, such that the stick member is pivotally movable about two independent control axes associated with the stick member. The sensor assembly is configured to generate electronic flight control signals or commands in response to at least one of the following: a pivotal movement of the stick member about each of the control axes and a force acting on or via the stick member in a pivotal direction relative to each of the control axes.

[0008] For example, such manipulator devices are known from US 2008 / 0011905 A1, US 2017 / 0212514 A1, WO 2015 / 001320 A1 and US 2,934,292. In addition, US 8,078,340 B2 and US 3,771,037 are also mentioned.

[0009] Some of such known manipulator devices provide a redundancy in relation to the control commands given by the pilot via the lever member or sidestick, the control commands being based on the forces applied to force sensors integrated into or associated with the lever member or sidestick and the pilot's actuation of the position of the lever member or sidestick.

[0010] According to US Pat. No. 2,934,292, a control column is mechanically or hydraulically connected to the aileron and elevator actuators. Furthermore, a force sensor assembly is integrated into the control column, and the electrical pickup signal from the force sensor assembly is fed through an amplifier to the aileron and elevator servos, which are connected to the aileron and elevator actuators. Thus, the ailerons and elevators can be controlled based on the pilot's positioning of the control column and the force applied to the control column by the pilot.

[0011] According to US Pat. No. 8,078,340 B2, a pilot user interface and a co-pilot user interface are each provided with a flight control stick. Force sensors and position sensors are associated with the respective flight control sticks, which supply user interface position signals and user interface force signals to the aircraft's control arrangement. The control arrangement supplies flight control surface position commands to the flight controls, which in turn power the appropriate flight control surface actuators. Motors are associated with the respective control sticks, and the motors are used to supply user interface feedback forces to the respective control sticks based on motor control implemented by the control arrangement.

[0012] US Pat. No. 3,454,920 discloses a joystick control member for aircraft, helicopters, space vehicles, and the like, comprising a hand grip and an integrated auxiliary control element of the so-called "rigid rod" type. This control element is configured in the form of an elongated flexible shaft or rod member, the lower end of which is attached to the bottom of a recess in the upper portion of the hand grip. The pilot's hand, holding the joystick at the hand grip, can easily press an operating knob fixed to the upper end of the elongated flexible shaft or rod member in any lateral direction. A plurality of strain gauges are mounted on the circumferential surface of the shaft or rod member, which are connected to electronic circuit components to provide electrical signals in response to lateral bending and deflection of the elongated flexible shaft or rod member. Based on the discussion of the technical background in the cited portion of the US patent document, it appears that this auxiliary control element is intended for use as a fire control element or a control element in a radar or other tracking system.

[0013] Commercial aircraft used for passenger air transport are flown by two pilots and therefore have redundant pilot controls. Commercial fly-by-wire aircraft typically use one of two options to provide redundant pilot controls: Aircraft with traditional control columns mechanically link the two pilots' columns. In the event of a jam or malfunction of one control column, a manual disconnect mechanism allows the crew to separate the columns, allowing the flight to be completed using the unjammed column. In aircraft with sidesticks, each sidestick has a "priority" button or similar, allowing the pilot who presses that button to take full control of the aircraft, and if pressed long enough, the other sidestick will be declared faulty.

[0014] Single pilot military aircraft do not have to adhere to the same stringent safety requirements as those used in civilian aircraft and therefore do not require the redundancy provided by two alternative user interfaces that can be used independently of each other.

[0015] However, civil single pilot aircraft intended for passenger transport must comply with regulatory requirements, such as the redundant EASA SC-VTOL 2510 requirement. Meeting such requirements based on traditional concepts may raise specific issues regarding weight and complexity, as well as the required space.

[0016] In view of the above, it is an object of the present invention to provide a manipulator device for an aircraft, on the basis of which sufficient redundancy with respect to technical faults can be achieved without requiring a completely redundant manipulator system.

[0017] Another object of the present invention is to provide a controller device for an aircraft, which a pilot can conveniently use to fly the aircraft. Summary of the Invention

[0018] To achieve at least one of these objectives, the present invention provides, according to a first aspect, a flight control system for an aircraft, the flight control system comprising at least one manipulator device electrically or optically connected to a flight control computer system, the flight control computer system being configured to implement flight control of the aircraft based on flight control signals or commands received from the manipulator device. The manipulator device comprises:

[0019] -device base;

[0020] a main manipulator member, which is provided in the form of a lever member having a grip portion at which the lever member can be gripped by a hand of the pilot, wherein the main manipulator member is mounted at a main manipulator member base relative to the device base;

[0021] a primary sensor assembly arranged to generate electronic flight control signals or commands in response to at least one of: i) pivotal movement of the primary control member about each of the two independent control axes; ii) forces acting on or via the primary control member in a pivotal direction relative to each of the control axes; and iii) lateral deflection or bending of the primary control member;

[0022] an auxiliary manipulator member having an actuation portion at which the auxiliary manipulator member can be manually actuated by the thumb of the pilot, wherein the auxiliary manipulator member is mounted at an auxiliary manipulator member base opposite to the main manipulator member base relative to an upper mounting portion of the main manipulator member; and

[0023] - an auxiliary sensor assembly, which is arranged to generate electronic flight control signals or commands in response to at least one of the following: i) pivotal movement of the auxiliary manipulator member about each of two independent control axes associated with the auxiliary manipulator member; ii) forces acting on or through the auxiliary manipulator member in a pivotal direction relative to each of the control axes; and iii) lateral deflection or bending of the main manipulator member.

[0024] According to the present invention, the flight control computer system is configured to implement flight control in the primary control mode based on flight control signals or commands corresponding to or based on electronic flight control signals or commands generated by the primary sensor assembly of the manipulator device, and to implement flight control in the secondary control mode based on flight control signals or commands corresponding to or based on electronic flight control signals or commands generated by the secondary sensor assembly of the manipulator device.

[0025] According to the present invention, auxiliary control members provide a redundant method for pilot input in the event that pilot input via the primary control member fails for some reason. Thus, a pilot control system for a single-pilot aircraft can be provided that includes two sidesticks in the form of corresponding control devices according to the present invention, one located on each side of the pilot. Auxiliary control members, which can be configured as so-called thumbsticks ("thumbsticks"), are located on the respective primary control members or stick members for operation by the pilot's thumb. The pilot can select these auxiliary control members as primary control devices by actuating an additional control member (e.g., a "stick failure switch"), which can be located at an appropriate location, such as on a grip on the sidestick or sidestick base or device base.

[0026] To achieve at least one of these objectives, the present invention also provides, according to a second aspect, a manipulator device for an aircraft, the manipulator device comprising:

[0027] -device base;

[0028] a main manipulator member provided in the form of a lever member having a grip portion where it can be gripped by a hand of the pilot, wherein the main manipulator member is mounted at a main manipulator member base relative to the device base; and

[0029] a primary sensor assembly arranged to generate electronic flight control signals or commands in response to at least one of: i) pivotal movement of the primary control member about each of the two independent control axes; ii) forces acting on or via the primary control member in a pivotal direction relative to each of the control axes; and iii) lateral deflection or bending of the primary control member;

[0030] According to the present invention, the manipulator device further comprises:

[0031] an auxiliary manipulator member having an actuation portion at which the auxiliary manipulator member can be manually actuated by the thumb of the pilot, wherein the auxiliary manipulator member is mounted at an auxiliary manipulator member base opposite to the main manipulator member base relative to an upper mounting portion of the main manipulator member; and

[0032] - an auxiliary sensor assembly, which is arranged to generate electronic flight control signals or commands in response to at least one of the following: i) pivotal movement of the auxiliary manipulator member about each of two independent control axes associated with the auxiliary manipulator member; ii) forces acting on or through the auxiliary manipulator member in a pivotal direction relative to each of the control axes; and iii) lateral deflection or bending of the main manipulator member.

[0033] In the event that pilot input via the primary control member fails for some reason, the use of auxiliary control members can advantageously provide a redundant method for pilot input. Thus, a pilot control system for a single-pilot aircraft can be provided that includes two sidesticks in the form of corresponding control devices according to the present invention, one located on each side of the pilot. Auxiliary control members, which can be configured as so-called thumbsticks ("thumbsticks"), are located on the respective primary control member or stick member for operation by the pilot's thumb. The pilot can select these auxiliary control members as primary control devices by actuating an additional control member (e.g., a "stick failure switch"), which can be located at an appropriate location, such as on a grip on the sidestick or sidestick base or device base.

[0034] The invention provides lightweight redundancy and intuitive control for the pilot. The lower weight of the aircraft helps increase the range of the aircraft, which is an important factor for electric aircraft.

[0035] The primary and secondary manipulator components may be implemented using various well-known embodiments such as joysticks, sidesticks, thumbsticks, control knobs, and the like.

[0036] For example, the master manipulator member may be rigidly attached to the device base at its master manipulator member base and may include an elongated flexible main shaft portion, with a plurality of primary strain gauges of the primary sensor assembly attached to the main shaft portion in an angularly distributed manner such that the primary strain gauges provide electrical signals in response to lateral bending or deflection of the elongated flexible main shaft portion. Thus, the master manipulator member would be a so-called "rigid rod" type master manipulator member.

[0037] Accordingly, the auxiliary manipulator member may be rigidly attached at its auxiliary manipulator member base to the upper mounting portion of the main manipulator member and may include an elongated flexible auxiliary shaft portion, to which the plurality of auxiliary strain gauges of the second sensor assembly are attached in an angularly distributed manner, such that the auxiliary strain gauges provide electrical signals in response to lateral bending or deflection of the elongated flexible auxiliary shaft portion. Thus, the auxiliary manipulator member will be a so-called "rigid rod" type auxiliary manipulator member.

[0038] According to an advantageous alternative embodiment, the master manipulator member is movably mounted at its master manipulator member base relative to the device base by means of a master multi-degree-of-freedom assembly such that the master manipulator member is pivotally movable about two independent control axes associated with the master manipulator member.

[0039] Accordingly, the auxiliary manipulator member can be movably mounted at its auxiliary manipulator member base relative to the upper mounting portion of the main manipulator member by means of the auxiliary multi-degree-of-freedom assembly, so that the auxiliary manipulator member can be pivotally moved about two independent control axes associated with the auxiliary manipulator member.

[0040] It is not excluded that the main multi-degree-of-freedom assembly provides at least one further degree of freedom of movement, for example a rotational movement of the main manipulator member about a longitudinal axis substantially perpendicular to the control axis, as is known from US 2008 / 0011905 A1 and US 3,771,037. In this way, for example, a convenient way of controlling the rolling movement of an aircraft on the ground can be provided.

[0041] Advantageously, the primary controller member may be configured as a handle that the pilot's hand can grasp at its grip portion. Examples of known handle shapes that may be suitable for use in the context of the present invention are shown in US 2008 / 0011905 A1. Alternatively, the primary controller member may be an elongated member that is substantially longer than its grip portion, where the pilot's hand would typically grasp the primary controller member.

[0042] As already mentioned, the auxiliary control member can be configured in the form of a thumbstick (or thumb-shaped stick). Alternatively, however, the auxiliary control member can be configured, for example, in the form of a thumb knob (or thumb-shaped knob). Finally, any type of control element is suitable that can be actuated at its actuation portion by the thumb of the pilot's hand, by gripping the main control member at its grip portion using the other fingers of the pilot's hand. As mentioned above, the control element, preferably in the form of a thumbstick or thumb knob, can be mounted so as to be pivotally movable about two independent control axes.

[0043] Advantageously, the manipulator device may include at least one additional manually operable control member for generating at least one additional electronic control signal or command. The at least one additional manually operable control member may be located on a surface of the main manipulator member or the device base. Such a manually operable control member may function as a so-called "stick fail switch" for selecting the auxiliary manipulator member for primary control.

[0044] The main sensor assembly may be disposed within the device base, preferably integrally with the main multi-degree-of-freedom assembly.

[0045] The auxiliary sensor assembly may be arranged within the upper mounting portion of the main manipulator member, preferably integrally with the auxiliary multi-degree-of-freedom assembly.

[0046] The primary manipulator member and the secondary manipulator member may be passive or active. For a passive primary manipulator member, it is recommended that the device include a passive main force feedback assembly configured to apply a reaction force to the primary manipulator member that is opposite to a corresponding pivotal displacement applied to the primary manipulator member relative to each of the control axes of the primary manipulator member, wherein the passive main force feedback assembly applies the reaction force according to a predetermined force sensing characteristic.

[0047] For an active master manipulator member, it is proposed that the apparatus includes an active main force feedback assembly configured to apply a reaction force to the master manipulator member opposite a respective pivotal force or displacement applied to the master manipulator member relative to each of the control axes of the master manipulator member, wherein the active main force feedback assembly applies the reaction force in accordance with a variable force feel characteristic commanded by an electronic control signal or command received by the active main force feedback assembly.

[0048] The corresponding passive main force feedback assembly or active main force feedback assembly may be arranged in the device base, preferably integrated with at least one of the main multi-degree-of-freedom assembly and the main sensor assembly.

[0049] For the passive auxiliary manipulator member, it is suggested that the device includes a passive auxiliary force feedback assembly, which is arranged to apply a reaction force to the auxiliary manipulator member opposite to the corresponding pivotal displacement applied to the auxiliary manipulator member relative to each of the control axes of the auxiliary manipulator member, wherein the passive auxiliary force feedback assembly applies the reaction force according to a predetermined force feeling characteristic.

[0050] For an active auxiliary manipulator member, it is suggested that the apparatus comprises an active auxiliary force feedback assembly configured to apply a reaction force to the auxiliary manipulator member opposite to a respective pivotal force or displacement applied to the auxiliary manipulator member relative to each of the control axes of the auxiliary manipulator member, wherein the active auxiliary force feedback assembly applies the reaction force in accordance with a variable force-feeling characteristic commanded by an electronic control signal or command received by the active auxiliary force feedback assembly.

[0051] The passive auxiliary force feedback assembly or the active auxiliary force feedback assembly may be arranged in the upper mounting portion of the main manipulator member, preferably integrated with at least one of the auxiliary multi-degree-of-freedom assembly and the auxiliary sensor assembly.

[0052] Where auxiliary manipulator members are preferably provided only for redundancy purposes, a predetermined force feel characteristic provided by, for example, a spring arrangement as a passive auxiliary force feedback assembly should be sufficient in most cases and advantageously reduce complexity and installation space requirements.

[0053] According to a third aspect, the present invention provides a flight control system for an aircraft, the flight control system comprising a flight control computer system and at least one manipulator device, the latter being provided by the invention according to the second aspect.

[0054] According to the first and third aspects of the present invention, such controller devices, which may be two in number, may be part of the flight control system, such as a left stick and a right stick for providing a pilot user interface. According to the fly-by-wire method, the controller devices, or corresponding controller devices, are electrically or optically connected to a flight control computer system. The flight control computer system is configured to implement flight control of the aircraft based on flight control signals or commands received from the controller devices, or corresponding controller devices. Flight control implemented by the flight control computer system typically includes controlling at least one of the aircraft's flight control surfaces, controlling one or more of the aircraft's engines, and controlling the aircraft's actuators. Furthermore, ground control of the aircraft (typically including wheel speed control and wheel steering control) may be implemented by the flight control computer system based on commands given by the pilot using the controller devices, or corresponding controller devices (i.e., based on ground control signals or commands received from the controller devices, or corresponding controller devices).

[0055] As already mentioned and proposed according to the first aspect of the invention, in order to provide the advantageous redundancy considered in the foregoing, the flight control computer system may be configured to: a) implement flight control in a primary control mode based on a flight control signal or command corresponding to or based on an electronic flight control signal or command generated by a primary sensor assembly of the manipulator device; and b) implement flight control in an auxiliary control mode based on a flight control signal or command corresponding to or based on an electronic flight control signal or command generated by an auxiliary sensor assembly of the manipulator device.

[0056] The redundancy mentioned may be appropriately defined as follows: the primary control mode is preferably a normal control mode, in which flight control is based on flight control signals or commands corresponding to or based on electronic flight control signals or commands generated by a primary sensor assembly of the manipulator device, but not based on flight control signals or commands corresponding to or based on electronic flight control signals or commands generated by an auxiliary sensor assembly of the manipulator device, and the auxiliary control mode is a redundant control mode, in which flight control is based on flight control signals or commands corresponding to or based on electronic flight control signals or commands generated by an auxiliary sensor assembly of the manipulator device, but not based on flight control signals or commands corresponding to or based on electronic flight control signals or commands generated by the primary sensor assembly of the manipulator device.

[0057] The flight control computer system may advantageously be configured to automatically switch between the primary control mode and the secondary control mode based on at least one of: i) monitoring of at least one condition associated with the manipulator device; ii) at least one flight control signal or command received from the manipulator device; and iii) the absence of at least one control signal or command to be received from the manipulator device.

[0058] In this context, a redundant management function of a flight control computer system or a separate redundant management controller of a flight control system (which may belong to a manipulator device) is further proposed, wherein the redundant management function of the flight control computer system or the separate redundant management controller of the flight control system is configured to automatically switch between the main control mode and the auxiliary control mode based on at least one of the following: i) monitoring of at least one condition related to the manipulator device; ii) at least one flight control signal or command received from the manipulator device; iii) the absence of at least one control signal or command to be received from the manipulator device; iv) electronic flight control signals or commands generated by the main sensor assembly; and v) electronic flight control signals or commands generated by the auxiliary sensor assembly.

[0059] Preferably, the flight control computer system, or a redundancy management function or redundancy management controller of the flight control computer system, is configured to identify at least one failover condition for the control device, wherein the at least one failover condition is associated with at least one of a primary sensor assembly and a primary control mode and indicates a possible malfunction or failure in flight control based on electronic flight control signals or commands generated by the primary sensor assembly of the control device; and is preferably configured to initiate or implement a switch from the primary control mode to the secondary control mode upon identification of the at least one failover condition. However, this does not preclude such a switch from being commanded by the pilot in a suitable manner, for example, manually by actuating a suitable control member, typically upon receipt of an audible and / or visual failover warning.

[0060] In this context, it is further proposed that at least the primary sensor assembly of the primary and auxiliary sensor assemblies is a redundant sensor assembly, which is configured to generate redundant electronic flight control signals or commands, preferably at least triply redundant electronic flight control signals or commands.

[0061] Advantageously, the redundant sensor assembly may have at least two, preferably at least three independent sensors for each of the two independent control axes, the independent sensors being configured to generate independent electronic flight control signals or commands, wherein the redundant electronic flight control signals or commands are based on or include the generated independent electronic flight control signals or commands.

[0062] Advantageously, the redundancy management function of the flight control computer system / the redundancy management function or the separate redundancy management controller of the flight control system / the separate redundancy management controller (possibly belonging to the manipulator device) may be configured to monitor the redundant electronic flight control signals or commands for the occurrence of at least one predetermined condition including at least one of a fault condition and a discrepancy condition, and further configured to respond to such occurrence of at least one predetermined condition by at least one of:

[0063] i) mitigate at least one of failures and discrepancies in redundant electronic flight control signals or commands,

[0064] ii) determine the electronic flight control signals or commands used as the basis for flight control, and

[0065] iii) identifying a failover condition of the manipulator arrangement, wherein the failover condition is associated with at least one of the primary sensor assembly and the primary control mode, and preferably automatically switching from the primary control mode to the secondary control mode upon identification of the failover condition.

[0066] In general, it is proposed that the flight control system includes at least one of a visual signaling device and an acoustic signaling device to indicate at least one of the following: i) the currently active control mode of the primary control mode and the secondary control mode; ii) the switch from the primary control mode to the secondary control mode; and iii) the identification of a failover condition / the failover condition.

[0067] In this context, it is further proposed that the flight control computer system is configured to switch between the primary control mode and the secondary control mode based on at least one further control signal or command received from the manipulator device. For example, the flight control computer system can switch between the primary control mode and the secondary control mode by manually operating a control member / control members of the manipulator device.

[0068] According to a preferred embodiment, the control member is a movable guard member that blocks at least one of manual access to and actuation of the auxiliary manipulator member in a blocked position and allows manual actuation of the auxiliary manipulator member by the pilot's thumb in an enabled position.

[0069] Advantageously, the flight control computer system may be configured to control at least one active force feedback assembly of the manipulator device.

[0070] As already mentioned, the flight control system may comprise a first manipulator device according to the second aspect of the invention and a second manipulator device according to the second aspect of the invention.Preferably, the first and second manipulator devices are located to the left and to the right of the pilot's seat.

[0071] Advantageously, redundancy of the user interfaces provided by the respective control devices is provided independently for each control device. To this end, it is recommended that: i) the flight control system be configured to alternately implement flight control according to the primary control mode or the secondary control mode based on flight control signals or commands received from the first control device, regardless of whether flight control is currently implemented according to the primary control mode or the secondary control mode based on flight control signals or commands received from the second control device, and ii) the flight control computer system be configured to alternately implement flight control according to the primary control mode or the secondary control mode based on flight control signals or commands received from the second control device, regardless of whether flight control is currently implemented according to the primary control mode or the secondary control mode based on flight control signals or commands received from the first control device.

[0072] According to a fourth aspect, the present invention provides an aircraft including a flight control system according to the second aspect of the present invention. The aircraft may be a single-pilot aircraft. The aircraft may have vertical take-off and landing (VTOL) capabilities. The aircraft may be a canard-type aircraft.

[0073] However, the invention and its four aspects are applicable to any kind of aircraft, and in particular to all types of aircraft, which have been taken into account in the above description of the technical background. BRIEF DESCRIPTION OF THE DRAWINGS

[0074] Figure 1 A flight control system of an aircraft with a redundant user interface for a pilot is schematically shown.

[0075] Figure 2 The left and right sticks of the user interface are schematically shown for pivotal control movement about two orthogonal control axes and the associated assemblies for allowing such movability and for generating electronic flight control signals or commands reflecting such control movement are schematically shown.

[0076] Figure 3 The left and right thumbsticks of the user interface are schematically illustrated for pivotal control movement about two orthogonal control axes and the associated assemblies for allowing such movability and for generating electronic flight control signals or commands reflecting such control movement are schematically illustrated.

[0077] Figure 4 The possibility of respective sidesticks and respective thumbsticks having associated redundant sensor assemblies is shown.

[0078] Figure 5 A redundant management function or redundant management controller of a flight control system is shown.

[0079] FIG6 shows a so-called “rigid stick” which can be provided as a left or right side stick or a left or right thumb stick, wherein Figure 6a ) is the side view of a “rigid rod” and Figure 6b ) is a cross-sectional view of the "rigid rod" showing four strain gauges attached to the "rigid rod".

[0080] Figure 7 A side lever is schematically shown with a control structure in the form of a guard member that shields the thumb lever in a guarded or blocking position and allows manual actuation of the thumb lever in an activated position.

[0081] Figure 8is a schematic top view of a canard-type aircraft that may be implemented as a single pilot aircraft with VTOL capability and provided with a flight control system according to the present invention. DETAILED DESCRIPTION

[0082] Figures 1 to 3 A non-limiting example of a flight control system 10 according to the present invention is schematically shown and illustrated. The flight control system has a flight control computer system 12, which can be implemented according to conventional concepts, particularly those providing redundancy. An example is a conventional triple architecture with three redundant flight control computers, redundantly connected (e.g., via three networks), which, on the one hand, provide a pilot user interface and, on the other hand, control components and devices of the aircraft based on the pilot's commands. As examples of conventional redundancy concepts, reference may be made to US Pat. No. 7,337,044 B2, US Pat. No. 8,935,015 B2, and US Pat. No. 8,818,575 B2.

[0083] exist Figure 1 In FIG, various components of the aircraft are schematically represented by elements 14 through 24, which may represent various sensors, actuators (e.g., actuators for controllably moving flight control surfaces, such as flaps), propulsion engines, and the like. For simplicity, these components are shown as being directly connected to the flight control computer system 12, which is certainly an option. However, it is preferred to use an avionics backbone network, such as AFDX / ARINC 664 or ARINC 629, or a bus system, such as a CAN bus system, to optically or electrically link the various components to the flight control computer system 12. Depending on the respective device, such links, either directly or via a corresponding backbone network or bus, may be unidirectional or bidirectional.

[0084] The flight control system 10 also includes a pilot user interface, which may include a left side stick assembly 30a having a left stick 32a and a right side stick assembly 30b having a right stick 32b. Both side sticks are pivotable in a left-to-right direction about a first control axis extending at least generally in the longitudinal direction of the aircraft, and in a fore-aft direction about a second control axis extending at least generally in the lateral direction of the aircraft, the second control axis preferably being orthogonal to the first control axis.

[0085] The pivotal mobility of the respective side lever about the first control axis is Figure 2 Indicated by arrow L, and the pivotal mobility of the corresponding side rod around the second control axis is Figure 2 Indicated by arrow T, arrow T is Figure 21 and 2. It is shown as extending vertically in the drawing plane of the figure to illustrate pivotal movement in the fore-aft direction orthogonal to the drawing plane.

[0086] To provide this movability about two independent control axes, the respective sidebars are mounted relative to the device base or device housing 34a or 34b of the respective sidebar device using multi-degree-of-freedom assemblies 36a and 36b. Associated with each sidebar are respective sensor assemblies 38a and 38b, which may be integrated with the respective multi-degree-of-freedom assemblies. Each of these sensor assemblies 38a and 38b requires at least two sensors, one responsive to the sidebar's left-right pivoting movement and the other responsive to the sidebar's fore-aft pivoting movement. Alternatively, the sensor assemblies may respond to pivoting forces applied via the sidebars as well as pivoting forces acting in the left-right or fore-aft directions. The sensor assemblies may provide responses to both the left-right and fore-aft positioning of the sidebars and the pivoting forces acting on or exerted by the sidebars in these directions.

[0087] Figure 1 Only the sensor subassemblies of the respective sensor assemblies 38a and 38b are shown for both sidebars, namely, one or more sensors 40a and 40b, which respond to the fore-aft pivotal positioning of the sidebars 32a and 32b. At least one additional sensor responsive to the sidebars' left-right pivotal positioning would be required.

[0088] The electronic flight control signals or electronic flight control commands generated by sensor assemblies 38a and 38b are transmitted to flight control computer system 12 via electronic or optical connection links 42a and 42b.

[0089] In principle, a predetermined static force-feedback characteristic is sufficient for both sidesticks, which can be suitably achieved by means of an elastic spring arrangement or similar passive force feedback assembly (which may simply be a return spring for the corresponding sensor, etc.). However, suitable force feedback assemblies 44a and 44b can provide advantageous active force-feedback characteristics for both sidesticks, which receive appropriate control signals or commands from the flight control computer system 12 via connection links 46a and 46b. Force feedback assemblies 44a and 44b can be integrated with at least one of the multi-degree-of-freedom assembly 36a and the sensor assembly 38b, and at least one of the multi-degree-of-freedom assembly 36b and the sensor assembly 38b, respectively.

[0090] Both control sticks (sidesticks) 32a and 32b are provided with auxiliary control members 50a and 50b, for example, in the form of thumbsticks or thumb knobs. This auxiliary control member is mounted on the upper mounting portion of the respective sidestick so as to be pivotally movable about two independent control axes, the control axes preferably being parallel to the two control axes of the sidesticks when the sidesticks are in a home or neutral position, in which the sidesticks generally do not deflect in the left-right or fore-aft directions against elastic or active restoring forces acting on the sidesticks (e.g., from the respective active or passive force feedback assemblies).

[0091] Figure 3 The pivotal movability of the auxiliary manipulator members 50a and 50b is shown based on the assumption that the respective side bars 32a and 32b are in their original or neutral positions.

[0092] Similar to the implementation of the side sticks, the auxiliary manipulator components (in particular the thumb sticks 50a and 50b) can be moved about two independent control axes by means of the multi-degree-of-freedom assemblies 52a and 52b. In the home position or neutral position of the respective side stick, these axes can advantageously substantially correspond to the two control axes of the respective side stick, as shown below:

[0093] Both thumbsticks are pivotable in the left-right direction about a first control axis extending at least approximately in the longitudinal direction of the aircraft, and in the fore-aft direction about a second control axis extending at least approximately in the transverse direction of the aircraft, the second control axis preferably being orthogonal to the first control axis.

[0094] The pivotal mobility of the respective thumb lever about the first control axis is Figure 3 Indicated by arrow L, and the pivotal mobility of the corresponding thumb lever around the second control axis is Figure 3 Indicated by arrow T, arrow T is Figure 3 1 is shown extending vertically in the drawing plane of the figure to represent pivotal movement in the fore-aft direction orthogonal to the drawing plane.

[0095] However, other suitable possibilities exist, as are known from conventional pilot user interfaces. For example, the two thumbsticks may be pivotable in the left-right direction about a first control axis extending at least approximately in the longitudinal direction of the aircraft, and in the up-down direction about a second control axis extending at least approximately in the transverse direction of the aircraft, the second control axis preferably being orthogonal to the first control axis. To this end, the thumbsticks may project substantially horizontally toward the pilot from the upper end section of the sidestick, rather than projecting substantially upward from the upper end section of the sidestick, as shown in the schematic diagram.

[0096] Similar to the sidesticks, a respective sensor assembly 54a and 54b is associated with each thumbstick, the sensor assemblies 54a and 54b being responsive to at least one of the pivotal positioning of the thumbstick relative to its two control axes and the pivotal forces acting through the thumbstick in these pivotal directions. The sensor assemblies 54a and 54b may be integrated with the respective multi-degree-of-freedom assemblies 52a and 52b.

[0097] In most cases, it is sufficient for the two thumbsticks 50a and 50b to have predetermined static force-feedback characteristics, which can be achieved, for example, by means of a spring arrangement as a passive force feedback assembly, possibly by a return spring of a sensor of the corresponding sensor assembly. However, it is not excluded that the thumbsticks 50a and 50b are also provided with active force feedback assemblies 56a and 56b, which can be integrated with at least one of the multi-degree-of-freedom assembly 52a and the sensor assembly 54a, and at least one of the multi-degree-of-freedom assembly 52b and the sensor assembly 54b, respectively.

[0098] and Figure 2 Similar connection links 42a and 46a and connection links 42b and 46b have been Figure 3 Reference numerals 58a and 60a in FIG. 5 are associated with reference numerals 58b and 60b.

[0099] As described above, the two thumbsticks 50a and 50b are pivotally mounted to the upper mounting portion of the sidestick 32a and the upper mounting portion of the sidestick 32b. The corresponding multi-degree-of-freedom assemblies are integrated into this portion of the sidestick, along with the corresponding sensor assemblies and the corresponding force feedback assemblies (if provided). These sidesticks can be represented as the main manipulator member 32a and the main manipulator member 32b.

[0100] exist Figure 1 , the sensor subassemblies of the respective sensor assemblies 54a and 54b (i.e., at least one sensor responsive to the pivotal positioning of the respective thumb sticks in the fore-aft direction) are indicated as 62a and 62b, respectively. Each thumb stick must require at least one additional such sensor responsive to the pivotal positioning of the thumb sticks 50a and 50b in the left-right direction.

[0101] In principle, the two auxiliary control members or thumbsticks 50a and 50b can be used for any kind of control of the aircraft independently of the control performed by means of the respective main control members or sidesticks 32a and 32b. However, it is preferred that the auxiliary control members 50a and 50b are provided for redundancy purposes, i.e. for use by the pilot, if the control by means of the respective sidesticks 32a and 32b fails for some reason.

[0102] In this case, it is advantageous if the same control commands assigned to the pivoting movements of the side sticks in the left-right and fore-aft directions are assigned to the respective thumb sticks with respect to these pivoting directions.

[0103] For example, the forward and backward pivoting motion of the left stick 32a and the left thumb stick 50a can be assigned to the vertical motion control of the aircraft, that is, the up and down motion of the aircraft. The left and right pivoting motions of the left stick 32a and the left thumb stick 50a can be assigned to the turning control of the aircraft, that is, the turning motion of the aircraft to the left and right.

[0104] Furthermore, the fore-aft pivoting movement of the right side stick 32b and the right thumb stick 50b can be assigned to the longitudinal movement and speed control of the aircraft, i.e., the movement and speed in the fore-aft direction. The left-right pivoting movement of the right side stick 32b and the right thumb stick 50b can be assigned to the lateral movement control of the aircraft, i.e., the lateral left and right movement of the aircraft.

[0105] These allocations mentioned here as non-limiting examples refer to Figure 8 Instead, for the pilot, the usual, well-known assignment of flight control commands of a conventional user interface may be assigned to the sidesticks and similarly to the thumbsticks, especially if the conventional aircraft does not have vertical takeoff and landing (VTOL) capability.

[0106] In the illustrated preferred redundant configuration, the flight control computer system 12 can operate in two alternative control modes relative to the left sidestick assembly 30a and the right sidestick assembly 30b, preferably independently for both sidesticks. In a first or primary control mode, the flight control computer system 12 implements flight control based on flight control signals or commands received from the sensor assembly (primary sensor assembly) 38a or 38b of the corresponding sidestick 32a or 32b. In a second or secondary control mode, the flight control computer system 12 implements flight control based on flight control signals or commands received from the sensor assembly (secondary sensor assembly) 54a or 54b of the corresponding thumbstick 50a or 50b.

[0107] Switching between the two control modes of the left and right stick devices 30a, 30b can be performed automatically by the flight control computer system, depending on certain inputs received by the flight control computer system via certain connections. However, it is optionally possible to provide for switching between the two respective control modes only under pilot control. Preferably, the automatic switching by the flight control computer is combined with the possibility for the pilot to actively command switching from the first, or primary, control mode to the second, or secondary, control mode, and vice versa.

[0108] To allow the pilot to perform such switching, the two side stick devices 30a and 30b may be provided with manually operable control elements, such as control buttons 63a and 63b, which may be located on the surface of the device bases 34a and 34b, respectively, as shown in FIG. Figure 1 Alternatively, such control elements may be integrated into sidesticks 32a and 32b, for example, so that they can be accessed by the pilot's fingers without removing the pilot's left or right hand from the corresponding sidestick. For example, such control buttons may be embedded in the side surfaces of the corresponding sidesticks.

[0109] It should be added that the two side sticks 32a and 32b and the two auxiliary manipulator members (such as the preferred thumb sticks 50a and 50b) can be provided with redundancy with respect to the sensor arrangement. A plurality of independently operated sensors or sensor pick-offs can be provided for pivotal motion about the respective two control axes.

[0110] Figure 4 A corresponding example is shown with respect to pivotal mobility in the fore-aft direction about the left-right control axis. Assuming the left side stick is shown, the side stick 132 a is associated with a sensor subassembly 190 a, which includes three independent position sensors (or force sensors) 170 , 172 , and 174 . These position sensors (or force sensors) 170 , 172 , and 174 are responsive to pivotal movement (or pivotal force) in the fore-aft direction, and each of these position sensors (or force sensors) 170 , 172 , and 174 is connected to a flight control computer system, possibly to a different one of at least three independent flight control computers of this flight control computer system.

[0111] Accordingly, the auxiliary manipulator member or thumb stick 150a may have associated therewith a plurality of independent sensors. Figure 4In the example of , there are two independent positioning sensors (or force sensors), multiple independent sensors respond to the pivoting movement (or pivoting force) in the fore-aft direction, and each of the multiple independent sensors is connected to the flight control computer system, and may be connected to a different one of the at least three independent flight control computers of the flight control computer system. The corresponding sub-sensor assembly 162a is in Figure 4 , with these two sensors 176 and 178. The possibilities mentioned for the left stick and left thumb stick are similarly applicable to the right stick and right thumb stick. If desired, of course, triple or triple redundancy could be implemented for both thumb sticks instead of the double or dual redundancy shown, and dual or dual redundancy could also be provided for both side sticks instead of the triple or triple redundancy shown. Even higher levels of redundancy (e.g., quadruple redundancy) could be provided if desired.

[0112] Conventional sensors known in the art, such as rotary variable differential transformers (RVDTs) or linear variable differential transformers (LVDTs), potentiometers, Hall sensors, and strain gauges, can be used. RVDTs or LVDTs are recommended for sensors associated with the sidestick, while potentiometers, Hall sensors, and strain gauges are more suitable for thumbstick sensors that require less space.

[0113] In general, the number of sensors used for each pivot direction of the respective sidestick and the respective thumbstick should be selected based on the required integrity, availability, and reliability of the sensor types used and other constraints that must be observed.

[0114] For example, the thumbstick should be small enough to fit on the sidestick grip.Depending on the regulator's requirements, it may be necessary to implement a method for actively monitoring sensor failures.

[0115] Generally speaking, when dealing with simple sensors such as potentiometers, it can be difficult to distinguish the output of a defective sensor from the output of a valid sensor. Therefore, having two sensors improves integrity, as both sensors can be compared in the voter, but does not improve availability, as any failure of a single sensor will result in both sensors being declared faulty. In such cases, it is generally impossible to determine which sensor is faulty without resorting to heuristics, which can be dangerous in corner situations. Therefore, an embodiment with three sensors, each responsive to respective pivoting movements about two control axes, appears to be preferred for the respective sidesticks and respective thumbsticks.

[0116] On the other hand, if the thumbstick serves only as a redundant back-up (auxiliary) operator member in the event that the primary operator member in the form of a sidestick fails to function properly, a lower degree of redundancy or even no redundancy may be considered sufficient, depending on the regulations to be met.

[0117] Non-limiting illustrative examples of suitable implementations are given below:

[0118] Control can be switched to the thumbstick due to two different types of failures:

[0119] 1) Faults that can be automatically identified by the flight control system (FCS);

[0120] as well as

[0121] 2) Failures detectable only by the pilot (usually mechanical failures).

[0122] Automatic detection of the fault relies on the fact that the position of each of the main axes of the sidestick is read by, for example, three separate sensors (the number of sensors may vary in different embodiments). This means that three different measurements are taken for each axis (this is typical for civil FBW systems, where each axis has three or four sensors).

[0123] By checking the value of each sensor and comparing the sensors to each other, the FCS software is able to isolate (ie, detect a faulty sensor and ignore its value) several faults. These situations are handled transparently to the pilot, and the pilot does not see any information or notice any impact in flight.

[0124] In some situations, the FCS can detect the presence of a fault but cannot isolate it. An example of this is when three sensors disagree, or when one sensor has been declared faulty but the remaining two disagree. In such situations, the FCS can advantageously be configured to automatically switch control to the thumbstick and alert the pilot via a message. Thereafter, the signal from the primary sensor (i.e., the main sensor assembly associated with the sidestick) is ignored.

[0125] Methods of detecting failure of redundant sensors in a fly-by-wire (FBW) system and reconfiguring the system are well known (such software components are often referred to as data voters), and there are several different ways to do this, as is well known in the art.

[0126] However, it is meaningful to illustrate a non-limiting example of a decision table:

[0127]

[0128] In the case of the described embodiment, this can be accomplished for the two sensor assemblies 38a and 38b associated with the two control axes of the left and right sticks 32a and 32b of the respective left and right stick (controller) devices 30a and 30b. The FCS software determines the respective electronic flight control signals or commands to be used (cases 1), 2), and 3), mitigates the fault or discrepancy (cases 2 and 3), and identifies the failover condition requiring a switch to the respective thumb stick (cases 4), 5), and 6).

[0129] Figure 5 A corresponding redundancy management function of the FCS software is shown, as well as a corresponding redundancy management controller of the flight control computer system 12 or flight control system, which may be provided separately to the flight control computer system 12 , possibly as a component of a sidestick (controller) arrangement.

[0130] With respect to the left side stick (controller) assembly 30a, the redundancy management function or controller 168 receives the sensor subassembly 190a (see Figure 4 ) (sensor subassembly 190a is associated with one of the two independent control axes) and publishes the resulting mitigated sensor values or determined sensor values to be used at 168a, and the redundancy management function or controller 186 receives the sensor outputs of the three independent sensors 170, 172, and 174 of the other sensor subassembly (the other sensor subassembly is associated with the other of the two independent control axes) and publishes the resulting mitigated sensor values or determined sensor values to be used at 168b. The occurrence of the failover condition is indicated at 168c in the form of a failover signal or command.

[0131] A corresponding redundant management function or controller may be provided for the right side stick (manipulator) device 30b. Alternatively, a common redundant management function or controller may be provided that is commonly associated with the left and right side stick (manipulator) devices 30a, 30b and receives sensor outputs associated with the side sticks 32a and 32b.

[0132] If left and right controller devices are provided as in the described embodiment, such redundancy management can be done independently for each of the two sidestick devices 30 a and 30 b, so that in a failover situation, the pilot would control the aircraft using the sidestick of one of the two sidestick devices 30 a and 30 b and the thumbstick of the other of the two sidestick devices 30 a and 30 b.

[0133] However, it may be more intuitive for the pilot to use either the two sidesticks 32a and 32b or the two thumbsticks 50a and 50b, such that it may be assumed that the occurrence of a failover condition with respect to one of the two sidesticks 32a and 32b results in a failover of the two thumbsticks 50a and 50b.

[0134] The notion of "comparing" two or more sensors is typically achieved by ensuring all sensors are a certain distance from each other (e.g. for a manipulator all sensors agree to be within 0.5°), after some filtering (including resilience to noise, etc.).

[0135] For sensors that have "fault detected", an analysis is used that considers only the values produced by the sensor. In the case of using an advantageous actuator (such as one using a rotary variable differential transformer (RVDT)), the output voltage can be monitored and the sensor output can also be monitored to see if it is within the specified range.

[0136] In the event of a mechanical failure (such as a jam), the flight control system has no way of knowing that a failure exists because all sensors will be operating normally and in agreement. In this case, the pilot must use the stick fault switch to notify the FCS that a major axis failure has occurred. Figure 1 ) or another lever failure switch or in another preferred design, a guard member that opens to cover the thumb entry (see Figure 7 ), the FCS will switch control to the thumbstick and will ignore commands from the primary sensor associated with the sidestick.

[0137] FIG6 schematically shows an elongated manipulator member of the so-called "rigid rod" type, such as is known from US Pat. No. 3,454,920. Both the primary manipulator member and the auxiliary manipulator member can be arranged in the form of such a "rigid rod". Particularly preferred embodiments have the following configuration: Figure 1 and Figure 2 6 . A main manipulator member is schematically shown in FIG. 1 in combination with an auxiliary manipulator member or thumb stick of the “rigid stick” type as shown in FIG. 6 .

[0138] The manipulator member of FIG6 comprises an elongated flexible shaft or rod member 194 rigidly connected at its lower end to a base 196. In the case of a main manipulator member or side stick, this base would belong to the device base. In the case of an auxiliary manipulator member or thumb stick, this base would belong to the upper end of the main manipulator member or side stick. In this case, this base could be formed by the bottom of a recess in the upper end of the main manipulator member, as is known from US Pat. No. 3,454,920.

[0139] A plurality of strain gauge elements 198 are mounted in an angularly distributed manner on the outer circumferential surface of the shaft or rod member 15 on the shaft or rod member 194. These strain gauge elements, which are solid-state or semiconductor-type, respond to bending and flexing of the shaft or rod member using electrical signals that are transmitted to the flight control computer system via appropriate wiring.

[0140] Figure 7 An embodiment of the side stick 232 is shown with an integrated thumb stick 250, as shown in FIG. Figure 2 . The same reference numerals as in this figure are used, with an increase of 200 and without the subscripts "a" or "b". A guard member 263 shields the thumb stick in the position shown (i.e., the guard or blocking position) so that the thumb stick cannot be manually actuated. The guard member is rotationally mounted to the upper surface of the side stick 232. The guard member 263 is lifted from the thumb stick 250 by rotating the guard member 250 upward into the enabled position, allowing manual access to the thumb stick 250 for manual actuation by the pilot's thumb. The guard member 263 is preferably a control member similar to the control buttons 63a and 63b, which commands the normal flight control mode or the first flight control mode via the side stick in its guard or blocking position and commands the redundant flight control mode or the second flight control mode via the thumb stick in its enabled position.

[0141] Therefore, the guard member that needs to be added provides access to the thumb stick that needs to raise the guard member, and it automatically disables the processing of signals from the primary sensor of the primary manipulator or side stick (the signal of the primary sensor can be ignored) and enables the processing of signals from the secondary sensor of the secondary manipulator or thumb stick.

[0142] Figure 8 A canard-type aircraft is shown as a non-limiting example to which the present invention may be applied. Canard-type aircraft 200 has a fixed left rear wing or main wing 202 and a fixed right rear wing or main wing 204 at the rear of the aircraft, and a fixed left front wing or canard 206 and a fixed right front wing or canard 208 at the front of the aircraft fuselage. Each wing is provided with an array of multiple flaps 210, 212, 214, and 216, respectively. For example, each front wing or canard may be provided with six flaps, and each rear wing or main wing may be provided with twelve flaps. The illustrated embodiment has two flaps per front wing or canard, and four flaps per rear wing or main wing.

[0143] These flaps can be pivotally or movably mounted on the corresponding wing and can be pivoted around the pivot axis or moved together with the pivoting motion assembly by the corresponding electric actuator arrangement, preferably independently of each other for each flap. Each flap can be pivoted between the upper first operating position and the lower second operating position. Each flap can present a minimum or disappearing tilt position (possibly the upper first operating position) with respect to the longitudinal axis of the aircraft and present a maximum downwardly tilted position (possibly the lower second operating position) with respect to the longitudinal axis of the aircraft. However, if the maximum downwardly tilted position corresponds to the vertical orientation of the flap, then the lower second operating position can alternatively be the position that exceeds the maximum downwardly tilted position so that the flap is slightly pointed forward.

[0144] At least one propulsion engine in the form of an electrically driven ducted propeller is mounted on each of these flaps. The ducted propeller is preferably mounted on the upper surface of the respective flap. Alternatively, the propulsion engine can be integrated into the respective flap in such a manner that the air duct of the respective propulsion engine is located above and aligned with the upper surface of the respective front or rear wing, and the respective ducted propeller rotates in the air duct.

[0145] In the embodiment shown, the flaps are provided with a propulsion module in which a plurality of propulsion engines in the form of ducted propellers are integrated. For example, such a propulsion module may comprise such propulsion engines that each flap is provided with three propulsion engines in the form of respective ducted propellers.

[0146] In an alternative embodiment, each wing is provided with more flaps and each flap is provided with one propulsion motor per flap in the form of a respective ducted propeller.

[0147] Preferably, the flaps can assume a position corresponding to the lower second operating position or another operating position between the first and second operating positions, in which the ducted propellers provide only downward vertical thrust, thereby providing the aircraft with vertical take-off and landing (VTOL) capability. In the upper first operating position or another operating position between the first and second operating positions, in which the flaps are extended in the longitudinal direction or at a minimum angle relative to the longitudinal direction of the aircraft, the ducted propellers are operated to provide maximum forward thrust for the aircraft. The flaps are not only used to control the thrust direction of the propulsion engines or propulsion modules, but also serve as flight control surfaces to influence the movement of the aircraft in the air based on general aerodynamic principles.

[0148] According to the present invention, the canard aircraft 200 provides the pilot with a user interface according to the present invention, which includes one or two side sticks with corresponding auxiliary control members, such as Figures 1 to 3 The auxiliary manipulator member shown in or Figure 4 Alternatively, as shown in FIG6 , at least one of the respective main and auxiliary manipulator members may be of the “rigid rod” type. As another alternative, a main manipulator member may be provided as shown in FIG6 . Figure 7 Preferably, the canard-type aircraft has a flight control system according to the present invention, such as Figure 1 The flight control system is schematically shown in FIG.

[0149] Based on the pilot's control inputs using two side sticks and two auxiliary control components (particularly thumbsticks), the flight control computer system 12 controls the deflection angles of the flaps at the front and rear wings and the thrust of the propulsion engines by controlling the rotational speeds of the ducted propellers. Preferably, the deflection angles of all flaps can be controlled independently of each other. In addition, it can be assumed that the rotational speeds of all ducted propellers can be controlled independently of each other. This also applies to the situation where a plurality of propulsion modules are provided, each of which has a plurality of ducted propellers as in the illustrated embodiment. However, in this case, it can be decided to collectively control the rotational speeds of the ducted propellers of each corresponding propulsion module.

[0150] It should be pointed out that the user interface according to the invention and the flight control system according to the invention can also be advantageously used in conventional aircraft of any kind, including aircraft without VTOL capabilities.

[0151] A control device for an aircraft includes a primary control member and a secondary control member, wherein the primary control member is configured as a lever member having a grip portion at which the lever member can be gripped by a pilot's hand, and the secondary control member is disposed at an upper portion of the primary control member and has an actuation portion at which the secondary control member can be manually actuated by the pilot's thumb. The two control members are associated with respective sensor assemblies configured to generate electronic flight control signals or commands in response to at least one of: i) pivotal movement of the respective control member about each of two independent control axes associated with the control member; ii) a force acting on or via the respective control member in a pivotal direction relative to each of the control axes; and iii) lateral deflection or bending of the respective control member. According to one aspect of the present invention, a flight control computer system for an aircraft has at least one such manipulator device and is configured to implement flight control in a primary control mode based on a flight control signal or command corresponding to or based on an electronic flight control signal or command generated by a primary sensor assembly of the manipulator device, and to implement flight control in an auxiliary control mode based on a flight control signal or command corresponding to or based on an electronic flight control signal or command generated by an auxiliary sensor assembly of the manipulator device.

[0152] The following amounts were also disclosed:

[0153] 1. A flight control system (10) for an aircraft (200), the flight control system comprising at least one manipulator device (30a; 30b), the at least one manipulator device being electrically or optically connected to a flight control computer system (12), the flight control computer system (12) being configured to implement flight control of the aircraft (200) based on flight control signals or commands received from the manipulator device (30a; 30b);

[0154] The manipulator device (30a; 30b) comprises:

[0155] - a device base (30a; 30b);

[0156] a main manipulator member (32a; 32b) provided in the form of a lever member having a grip portion where it can be gripped by a hand of the pilot, wherein the main manipulator member is mounted at a main manipulator member base relative to a device base (34a; 34b);

[0157] a primary sensor assembly (38a; 38b; 198) configured to generate electronic flight control signals or commands in response to at least one of: i) pivotal movement of a primary manipulator member (32a; 32b) about each of two independent control axes; ii) forces acting on or via the primary manipulator member in a pivotal direction relative to each of the control axes; and iii) lateral deflection or bending of the primary manipulator member;

[0158] - an auxiliary manipulator member (50a; 50b) having an actuation portion at which the auxiliary manipulator member can be manually actuated by the thumb of the pilot, wherein the auxiliary manipulator member is mounted at an auxiliary manipulator member base opposite to the main manipulator member base relative to an upper mounting portion of the main manipulator member (32a; 32b); and

[0159] an auxiliary sensor assembly (54a; 54b; 198) arranged to generate electronic flight control signals or commands in response to at least one of: i) pivotal movement of the auxiliary manipulator member (50a; 50b) about each of two independent control axes associated with the auxiliary manipulator member; ii) forces acting on or via the auxiliary manipulator member in a pivotal direction relative to each of the control axes; and iii) lateral deflection or bending of the main manipulator member;

[0160] The flight control computer system (12) is configured to implement flight control in a primary control mode based on a flight control signal or command corresponding to or based on an electronic flight control signal or command generated by a primary sensor assembly (38a; 38b; 198) of the manipulator device (30a; 30b), and to implement flight control in a secondary control mode based on a flight control signal or command corresponding to or based on an electronic flight control signal or command generated by an secondary sensor assembly (54a; 54b; 198) of the manipulator device (30a; 30b).

[0161] 2. A flight control system according to clause 1, wherein the main manipulator member is rigidly attached to the device base (196) at its main manipulator member base and includes a slender flexible main shaft portion (194), and a plurality of main strain gauges (198) of the main sensor assembly are attached to the main shaft portion in an angularly distributed manner so that the main strain gauges provide electrical signals in response to lateral bending or deflection of the slender flexible main shaft portion (194).

[0162] 3. A flight control system according to clause 1 or clause 2, wherein the auxiliary manipulator member is rigidly attached to the upper mounting portion (196) of the main manipulator member at its auxiliary manipulator member base and includes a slender flexible auxiliary shaft portion (194), and a plurality of auxiliary strain gauges (198) of the second sensor assembly are attached to the auxiliary shaft portion in an angularly distributed manner so that the auxiliary strain gauges provide electrical signals in response to lateral bending or deflection of the slender flexible auxiliary shaft portion (194).

[0163] 4. A flight control system according to clause 1 or clause 3, wherein the main manipulator component (32a; 32b) is movably mounted at its main manipulator component base relative to the device base (34a; 34b) by means of a main multi-degree-of-freedom assembly (36a; 36b), so that the main manipulator component can be pivotally moved about two independent control axes associated with the main manipulator component.

[0164] 5. A flight control system according to clause 1, clause 2 or clause 4, wherein the auxiliary manipulator component (50a; 50b) is movably mounted at its auxiliary manipulator component base relative to the upper mounting portion of the main manipulator component (32a; 32b) by means of an auxiliary multi-degree-of-freedom assembly (52a; 52b), so that the auxiliary manipulator component can be pivotally moved about two independent control axes associated with the auxiliary manipulator component.

[0165] 6. A flight control system according to one of clauses 1 to 5, wherein the primary manipulator member (32a; 32b) is provided in the form of a handle which can be grasped by the pilot's hand at a grip portion of the primary manipulator member.

[0166] 7. A flight control system according to one of clauses 1 to 6, wherein the auxiliary control member (50a; 50b) is arranged in the form of a thumb stick or thumb knob, which can be actuated at its actuation part by the thumb of the pilot / pilot's hand grasping the main control member at its gripping part using the other fingers of the pilot's hand.

[0167] 8. Flight control system according to one of clauses 1 to 7, wherein the device comprises at least one further manually operable control member (63a; 63b) for generating at least one further electronic control signal or command.

[0168] 9. A flight control system according to clause 8, wherein the or at least one further manually operable control member (63a; 63b) is located on a surface of the main manipulator member or device base (34a; 34b).

[0169] 10. A flight control system according to one of clauses 1, 4 to 9, wherein the main sensor assembly (36a; 36b) is arranged in the device base (34a; 34b), preferably integrated with the main multi-degree-of-freedom assembly.

[0170] 11. A flight control system according to one of clauses 1, 4 to 10, wherein the auxiliary sensor assembly (54a; 54b) is arranged in the upper mounting portion of the main manipulator member (32a; 32b), preferably integrated with the auxiliary multi-degree-of-freedom assembly.

[0171] 12. A flight control system according to one of clauses 1, 4 to 11, wherein the device (30a; 30b) includes a passive main force feedback assembly, which is configured to apply a reaction force to the main manipulator member that is opposite to the corresponding pivotal displacement applied to the main manipulator member relative to each of the control axes of the main manipulator member, wherein the passive main force feedback assembly applies the reaction force according to a predetermined force feeling characteristic.

[0172] 13. A flight control system according to one of clauses 1, 4 to 11, wherein the device (30a; 30b) includes an active main force feedback assembly (44a; 44b) configured to apply a reaction force to the main manipulator member (32a; 32b) that is opposite to the corresponding pivotal force or displacement applied to the main manipulator member relative to each of the control axes of the main manipulator member, wherein the active main force feedback assembly (44a; 44b) applies the reaction force in accordance with a variable force feel characteristic commanded by an electronic control signal or command received by the active main force feedback assembly.

[0173] 14. A flight control system according to clause 12 or clause 13, wherein the passive main force feedback assembly or the active main force feedback assembly is arranged in the device base (34a; 34b), preferably integrated with at least one of the main multi-degree-of-freedom assembly and the main sensor assembly.

[0174] 15. A flight control system according to one of clauses 1, 4 to 14, wherein the device (30a; 30b) includes a passive auxiliary force feedback assembly, which is configured to apply a reaction force to the auxiliary manipulator component that is opposite to the corresponding pivotal displacement applied to the auxiliary manipulator component relative to each of the control axes of the auxiliary manipulator component, wherein the passive auxiliary force feedback assembly applies the reaction force according to a predetermined force sensing characteristic.

[0175] 16. A flight control system according to one of clauses 1, 4 to 14, wherein the device (30a; 30b) includes an active auxiliary force feedback assembly (56a; 56b) configured to apply a reaction force to the auxiliary manipulator member (50a; 50b) that is opposite to the corresponding pivotal force or displacement applied to the auxiliary manipulator member relative to each of the control axes of the auxiliary manipulator member, wherein the active auxiliary force feedback assembly (56a; 56b) applies the reaction force in accordance with a variable force feel characteristic commanded by an electronic control signal or command received by the active auxiliary force feedback assembly.

[0176] 17. A flight control system according to clause 15 or clause 16, wherein the passive auxiliary force feedback assembly or the active auxiliary force feedback assembly is arranged in the upper mounting part of the main manipulator component (32a; 32b), preferably integrated with at least one of the auxiliary multi-degree-of-freedom assembly and the auxiliary sensor assembly.

[0177] 18. A flight control system according to one of clauses 1 to 17, wherein the flight control implemented by the flight control computer system (12) includes at least one of controlling flight control surfaces of the aircraft, controlling one or more engines of the aircraft, and controlling actuators of the aircraft.

[0178] 19. A flight control system according to one of clauses 1 to 18, wherein the primary control mode is a normal control mode in which flight control is based on flight control signals or commands corresponding to or based on electronic flight control signals or commands generated by a primary sensor assembly (38a; 38b; 198) of the manipulator device (30a; 30b), but not based on flight control signals or commands corresponding to or based on electronic flight control signals or commands generated by a secondary sensor assembly (54a; 54b; 198) of the manipulator device (30a; 30b). The electronic flight control signal or command generated corresponds to or is based on a flight control signal or command of the electronic flight control signal or command, and wherein the auxiliary control mode is a redundant control mode, in which the flight control is based on a flight control signal or command corresponding to or is based on the electronic flight control signal or command generated by the auxiliary sensor assembly (54a; 54b; 198) of the manipulator device (30a; 30b), but is not based on a flight control signal or command corresponding to or is based on the electronic flight control signal or command generated by the main sensor assembly (38a; 38b; 198) of the manipulator device (30a; 30b).

[0179] 20. A flight control system according to one of clauses 1 to 19, wherein the flight control computer system (12) is configured to automatically switch between the primary control mode and the secondary control mode based on at least one of: i) monitoring of at least one condition associated with the manipulator device (30a; 30b); ii) at least one flight control signal or command received from the manipulator device (30a; 30b); and iii) the absence of at least one control signal or command to be received from the manipulator device (30a; 30b).

[0180] 21. A flight control system according to one of clauses 1 to 20, wherein the redundancy management function of the flight control computer system (12) or a separate redundancy management controller of the flight control system (which may belong to the manipulator device (30a, 30b)) is configured to automatically switch between the primary control mode and the secondary control mode based on at least one of the following: i) monitoring of at least one condition associated with the manipulator device (30a; 30b); ii) at least one flight control signal or command received from the manipulator device (30a; 30b); iii) the absence of at least one control signal or command to be received from the manipulator device (30a; 30b); iv) an electronic flight control signal or command generated by the primary sensor assembly (38a; 38b; 198); and v) an electronic flight control signal or command generated by the secondary sensor assembly (54a; 54b; 198).

[0181] 22. A flight control system according to clause 20 or clause 21, wherein the flight control computer system (12) or the redundant management function or redundant management controller of the flight control computer system (12) is configured to identify at least one failover condition of the manipulator device (30a; 30b), wherein the at least one failover condition is related to the main sensor assembly (38a; 38b; 198) and at least one of the main control modes and indicates a possible obstruction or failure to achieve flight control based on an electronic flight control signal or command generated by the main sensor assembly (38a; 38b; 198) of the manipulator device (30a; 30b); and is preferably configured to initiate or achieve a switch from the main control mode to the auxiliary control mode when at least one failover condition is identified.

[0182] 23. A flight control system according to one of clauses 1 to 22, wherein at least the main sensor assembly (38a, 38b, 198) among the main sensor assembly (38a, 38b, 198) and the auxiliary sensor assembly (54a; 54b; 198) is a redundant sensor assembly, which is configured to generate redundant electronic flight control signals or commands, preferably to generate at least triple redundant electronic flight control signals or commands.

[0183] 24. A flight control system according to clause 23, wherein the redundant sensor assembly has at least two, preferably at least three independent sensors for each of the two independent control axes, the independent sensors being configured to generate independent electronic flight control signals or commands, wherein the redundant electronic flight control signals or commands are based on or include the generated independent electronic flight control signals or commands.

[0184] 25. A flight control system according to clause 23 or clause 24, wherein the redundancy management function of the flight control computer system (12) or the separate redundancy management controller of the flight control system (possibly belonging to the manipulator device (30a, 30b)) is configured to monitor the redundant electronic flight control signals or commands for the occurrence of at least one predetermined condition including at least one of a fault condition and a discrepancy condition, and is further configured to respond to such occurrence of at least one predetermined condition by at least one of:

[0185] i) mitigate at least one of failures and discrepancies in redundant electronic flight control signals or commands,

[0186] ii) determine the electronic flight control signals or commands used as the basis for flight control, and

[0187] iii) identifying a failover condition of the manipulator device (30a; 30b), wherein the failover condition is associated with at least one of the primary sensor assembly (38a, 38b, 198) and the primary control mode, and preferably automatically switching from the primary control mode to the secondary control mode upon identification of the failover condition.

[0188] 26. A flight control system according to one of clauses 1 to 25, which includes at least one of a visual signaling device and an acoustic signaling device to indicate at least one of: i) the currently active control mode of the primary control mode and the secondary control mode; ii) a switch from the primary control mode to the secondary control mode; and iii) identification of a failover condition / the failover condition.

[0189] 27. A flight control system according to one of clauses 1 to 26, wherein the flight control computer system (12) is configured to switch between the primary control mode and the secondary control mode based on at least one additional control signal or command received from the manipulator device (30a; 30b).

[0190] 28. A flight control system according to clause 27, wherein the flight control computer system (12) can be switched between the primary control mode and the secondary control mode by manually operating the control member (63a; 63b) of the manipulator device (30a; 30b) / the control member (63a; 63b).

[0191] 29. A flight control system according to clause 28, wherein the control member is a movable protective member that blocks manual access to the auxiliary manipulator member (50a; 50b) and at least one of actuation of the auxiliary manipulator member (50a; 50b) in a blocked position, and enables manual actuation of the auxiliary manipulator member (50a; 50b) by the pilot's thumb in an enabled position.

[0192] 30. A flight control system according to one of clauses 1, 4 to 29, wherein the flight control computer system (12) is configured to control at least one active force feedback assembly (44a; 44b; 56a; 56b) of the manipulator device (30a; 30b).

[0193] 31. A flight control system according to one of clauses 1 to 30, the flight control system comprising a first manipulator device (30a) and a second manipulator device (30b), wherein the first manipulator device and the second manipulator device are preferably located on the left and right sides of the pilot seat.

[0194] 32. A flight control system according to clause 31, wherein the flight control computer system (12) is configured to alternately implement flight control according to a primary control mode or a secondary control mode based on a flight control signal or command received from a first manipulator device (30a), regardless of whether flight control is currently implemented according to the primary control mode or the secondary control mode based on a flight control signal or command received from a second manipulator device (30b), and wherein the flight control computer system (12) is configured to alternately implement flight control according to a primary control mode or a secondary control mode based on a flight control signal or command received from a second manipulator device (30b), regardless of whether flight control is currently implemented according to the primary control mode or the secondary control mode based on a flight control signal or command received from the first manipulator device (30a).

[0195] 33. An aircraft (200) comprising a flight control system (10) according to one of the preceding clauses.

[0196] 34. The aircraft of clause 33, wherein the aircraft (200) is at least one of a single pilot aircraft, an aircraft with vertical takeoff and landing capabilities, and a canard-type aircraft.

Claims

1. A flight control system (10) for an aircraft (200), comprising at least one manipulator device (30a; 30b), the at least one manipulator device being electrically or optically connected to a flight control computer system (12), the flight control computer system (12) being configured to implement flight control of the aircraft (200) based on flight control signals or commands received from the manipulator device (30a; 30b); wherein the manipulator device (30a; 30b) comprises: - a device base (30a; 30b); a main manipulator member (32a; 32b) provided in the form of a lever member having a grip portion where it can be gripped by a pilot's hand, wherein the main manipulator member is mounted at a main manipulator member base relative to the device base (34a; 34b); a main sensor assembly (38a; 38b; 198) arranged to generate electronic flight control signals or commands in response to at least one of: i) pivotal movement of the main manipulator member (32a; 32b) about each of two independent control axes; ii) forces acting on or via the main manipulator member in a pivotal direction relative to each of the control axes; and iii) lateral deflection or bending of the main manipulator member; - an auxiliary manipulator member (50a; 50b) having an actuation portion at which it can be manually actuated by the thumb of the pilot, wherein the auxiliary manipulator member is mounted at an auxiliary manipulator member base opposite to the main manipulator member base relative to an upper mounting portion of the main manipulator member (32a; 32b); and an auxiliary sensor assembly (54a; 54b; 198) arranged to generate electronic flight control signals or commands in response to at least one of: i) pivotal movement of the auxiliary manipulator member (50a; 50b) about each of two independent control axes associated with the auxiliary manipulator member; ii) forces acting on or via the auxiliary manipulator member in a pivotal direction relative to each of the control axes; and iii) lateral deflection or bending of the main manipulator member; wherein the flight control computer system (12) is configured to implement the flight control in a primary control mode based on a flight control signal or command corresponding to or based on an electronic flight control signal or command generated by the primary sensor assembly (38a; 38b; 198) of the manipulator device (30a; 30b), and to implement the flight control in a secondary control mode based on a flight control signal or command corresponding to or based on an electronic flight control signal or command generated by the secondary sensor assembly (54a; 54b; 198) of the manipulator device (30a; 30b); Characterized in that the flight control computer system (12) is configured such that the primary control mode is a normal control mode in which the flight control is based on pilot input provided by the pilot through the primary manipulator member (32a; 32b), and such that the secondary control mode is a redundant control mode in which the flight control is based on pilot input provided by the pilot through the secondary manipulator member (50a; 50b), such that in the event of a failure of the pilot input through the primary manipulator member (32a; 32b), the secondary manipulator member (50a; 50b) redundantly enables the pilot input.

2. The flight control system of claim 1 , wherein the flight control implemented by the flight control computer system (12) includes at least one of controlling flight control surfaces of the aircraft, controlling one or more engines of the aircraft, and controlling actuators of the aircraft.

3. A flight control system according to claim 1, wherein the flight control computer system (12) is configured to automatically switch between the primary control mode and the secondary control mode based on at least one of the following: i) monitoring of at least one condition associated with the manipulator device (30a; 30b); ii) at least one flight control signal or command received from the manipulator device (30a; 30b); and iii) the absence of at least one control signal or command to be received from the manipulator device (30a; 30b).

4. A flight control system according to any one of claims 1 to 3, wherein the flight control computer system (12) is configured to switch between the primary control mode and the secondary control mode based on at least one further control signal or command received from the manipulator device (30a; 30b).

5. A flight control system according to claim 4, wherein the flight control computer system (12) is switchable between the primary control mode and the secondary control mode by manually operating a control member (63a; 63b) of the manipulator device (30a; 30b).

6. The flight control system according to any one of claims 1 to 3, comprising a first manipulator device (30a) and a second manipulator device (30b), wherein the first manipulator device and the second manipulator device are located on the left and right sides of the pilot seat.

7. A flight control system according to claim 6, wherein the flight control computer system (12) is configured to alternately implement the flight control according to the primary control mode or the secondary control mode based on flight control signals or commands received from the first manipulator device (30a), regardless of whether the flight control is currently implemented according to the primary control mode or the secondary control mode based on flight control signals or commands received from the second manipulator device (30b), and wherein the flight control computer system (12) is configured to alternately implement the flight control according to the primary control mode or the secondary control mode based on flight control signals or commands received from the second manipulator device (30b), regardless of whether the flight control is currently implemented according to the primary control mode or the secondary control mode based on flight control signals or commands received from the first manipulator device (30a).

8. An aircraft (200) comprising a flight control system (10) according to any one of claims 1 to 7, wherein the aircraft (200) is at least one of a single pilot aircraft, an aircraft with vertical take-off and landing capabilities, and a canard aircraft.

9. A method of manipulating a flight control system (10) of an aircraft (200), wherein the flight control system (10) comprises at least one manipulator device (30a; 30b), the at least one manipulator device being electrically or optically connected to a flight control computer system (12), the flight control computer system (12) being configured to implement flight control of the aircraft (200) based on flight control signals or commands received from the manipulator device (30a; 30b); wherein the manipulator device (30a; 30b) comprises: - a device base (30a; 30b); a main manipulator member (32a; 32b) provided in the form of a lever member having a grip portion where it can be gripped by a pilot's hand, wherein the main manipulator member is mounted at a main manipulator member base relative to the device base (34a; 34b); a main sensor assembly (38a; 38b; 198) arranged to generate electronic flight control signals or commands in response to at least one of: i) pivotal movement of the main manipulator member (32a; 32b) about each of two independent control axes; ii) forces acting on or via the main manipulator member in a pivotal direction relative to each of the control axes; and iii) lateral deflection or bending of the main manipulator member; - an auxiliary manipulator member (50a; 50b) having an actuation portion at which it can be manually actuated by the thumb of the pilot, wherein the auxiliary manipulator member is mounted at an auxiliary manipulator member base opposite to the main manipulator member base relative to an upper mounting portion of the main manipulator member (32a; 32b); and an auxiliary sensor assembly (54a; 54b; 198) arranged to generate electronic flight control signals or commands in response to at least one of: i) pivotal movement of the auxiliary manipulator member (50a; 50b) about each of two independent control axes associated with the auxiliary manipulator member; ii) forces acting on or via the auxiliary manipulator member in a pivotal direction relative to each of the control axes; and iii) lateral deflection or bending of the main manipulator member; wherein the flight control computer system (12) is configured to implement the flight control in a primary control mode based on a flight control signal or command corresponding to or based on an electronic flight control signal or command generated by the primary sensor assembly (38a; 38b; 198) of the manipulator device (30a; 30b), and to implement the flight control in a secondary control mode based on a flight control signal or command corresponding to or based on an electronic flight control signal or command generated by the secondary sensor assembly (54a; 54b; 198) of the manipulator device (30a; 30b); wherein the flight control computer system (12) is configured such that the primary control mode is a normal control mode in which the flight control is based on pilot input provided by the pilot through the primary control member (32a; 32b), and such that the secondary control mode is a redundant control mode in which the flight control is based on pilot input provided by the pilot through the secondary control member (50a; 50b), such that in the event of a failure of the pilot input through the primary control member (32a; 32b), the secondary control member (50a; 50b) redundantly enables the pilot input; wherein the method comprises: the pilot manipulating the primary manipulator member (32a; 32b) as a primary control device for providing pilot input to control the aircraft; and The method includes the pilot manipulating the secondary manipulator member (50a; 50b) as a primary control device for controlling the aircraft if a pilot input through the primary manipulator member (32a; 32b) fails.

10. The method of claim 9, wherein the flight control computer system (12) is configured to automatically switch between the primary control mode and the secondary control mode based on at least one of: i) monitoring of at least one condition associated with the manipulator device (30a; 30b); ii) at least one flight control signal or command received from the manipulator device (30a; 30b); and iii) the absence of at least one control signal or command to be received from the manipulator device (30a; 30b).

11. A method according to claim 9 or 10, wherein the flight control computer system (12) is configured to switch between the primary control mode and the secondary control mode based on at least one further control signal or command received from the manipulator device (30a; 30b).

12. The method according to claim 11, wherein the flight control computer system (12) is switchable between the primary control mode and the secondary control mode by manually operating a control member (63a; 63b) of the manipulator device (30a; 30b).

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