17 results about "Flight control surfaces" patented technology

The invention relates to an aircraft system for suppressing movement of a structural flight element. The aircraft system includes a movable aircraft structure, a power source, a controller, a resistor, and a first transistor connected in series to the resistor. When the power source of the aircraft provides power, the controller controls the first transistor to prevent current from flowing through a terminal of the first transistor and through the resistor. Further, when the power supply of the aircraft does not provide power, the first transistor allows a current generated by a back electromotive force (EMF) voltage generated by movement of the movable aircraft structure to flow through a terminal of the first transistor and through the resistor.

Aircraft performance modification system including a center-of-gravity (CG) subsystem and processor system(s) operatively integrated with components of the aircraft. The CG subsystem is configured to adjust the location of the aircraft CG within, and at times outside, a range of CG locations specific to the aircraft. The processor system(s) is / are configured to manage and concurrently adjust the aircraft CG, aircraft flight controls settings, and aircraft engine power control settings to manipulate control forces about one or more axes of the aircraft, and for automatically or autonomously controlling adjustments to (i) the aircraft CG such that the CG location is within, and at times outside, the range of CG locations, (ii) movement and positions of aircraft flight control surfaces, and (iii) aircraft engine(s) output power, to reduce drag by providing / controlling aircraft configurations that result in adjusted drag, yielding flight performance improvements attributable to decreased drag, and to prevent a stalled condition.

An aircraft includes an onboard power supply, an empennage assembly, and a horizontal main wing each connected to a fuselage, and a vertical cross-wing arranged orthogonally with respect to the main wing. Flight control surfaces are arranged on the empennage assembly, vertical cross-wing, and horizontal main wing. A distributed propulsion system includes a first pair of propellers connected to the horizontal main wing and a second pair of propellers connected to the vertical cross-wing. Each of the propellers is connected to and powered by the power supply. Each propeller forms an acute canting angle with respect to an axis of the particular horizontal main wing or the vertical cross-wing to which the propeller is connected. The flight modes may include vertical takeoff and landing (VTOL), hover mode, rapid descent, and forward and backward flight modes. The propellers are unpowered during the rapid descent mode.

A lightweight, pocket-sized unmanned aerial vehicle (UAV) can be held in the outstretched palm of a user for takeoff and landing. The UAV includes a semi-annular or substantially annular hollow body defining a passageway. The UAV also includes a motor for rotating a fan that directs air into or out of the passageway to achieve takeoff. The UAV includes a flight control system comprising at least two flight control surfaces that can guide and modify the airflow as it passes through the passageway to control the UAV's roll, pitch, and optionally yaw during flight. The flight control system can be controlled by a microprocessor controller. The UAV also includes a payload configured with at least one wireless transmitting and receiving unit.

A valve for an actuator of a flight control surface is provided. The valve comprises an inner spool actuatable in a first direction and a second direction responsive to a first pressure differential between a first pressure chamber and a second pressure chamber, an outer spool actuatable in the first direction and second direction between an active position and a bypass position, an activation chamber for receiving hydraulic fluid, a bypass chamber for receiving hydraulic fluid, and a bypass spring. The inner spool is located within the outer spool. The outer spool is actuatable based upon forces from the bypass spring and a second pressure differential between the activation chamber and the bypass chamber.

A lightweight, pocket-sized unmanned aerial vehicle (UAV) that can be held in an outstretched hand by a user for take-off and landing of the UAV. The UAV comprises a semi-toroidal or a substantially toroidal hollow body that defines a duct. The UAV further comprises a motor for rotating a fan that directs air into and out of the duct enabling UAV to take flight. The UAV comprises a flight-control system that comprises at least two flight control surfaces that can alter the directed air as it flows through the duct for controlling the roll and pitch and optionally the yaw of the UAV during flight. The flight control system may be controlled by a microprocessor controller. The UAV further comprises a payload, with at least a wireless transmitter and receiver unit.

Methods and systems for testing the performance of a flight control surface system are disclosed, providing a method, apparatus, and system for testing the performance of a device under different load conditions. A load profile to be applied to the device by a linkage system including a support member, a load member, and an actuation member is identified. A value for a setting of an actuator for the actuation member is determined based on the load profile. The actuator is operated with the setting having the determined value, causing a load to be applied to a control surface of the device via the load member. The load applied to the control surface is determined by both the value for the setting of the actuator and the geometry of the linkage system.

A flight control surface actuation system includes a rotary actuator having an output part configured to rotate about an axis (R-R), a connecting rod for connecting a flight control surface to the rotary actuator, and a connection mechanism connecting a first end of the connecting rod to the output part such that rotation of the output part about the axis causes at least part of the connection rod to rotate about the axis. The connection mechanism comprises a connection structure fixed to the output part and an engagement part mounted for rotation about a longitudinal axis. The engagement part extends through the connecting rod and is fixed to it. A position sensor is arranged to measure the angular displacement of the first end of the connecting rod about the axis.

An assembly for maintaining the pitch angle of a flight control surface for an aircraft. The assembly includes a shaft comprising a screw thread and defining a shaft axis, and a nut. The nut includes a housing, a barrel located in the housing and comprising a screw thread for engaging with the screw thread of the shaft, and at least one locking element located in the housing. The housing comprises a radially inner cam surface adjacent to the locking element. The barrel is configured to rotate relative to the housing when the screw thread of the barrel is engaged and rotating with the screw thread of the shaft so as to move the locking element along the cam surface from a disengaged position in which the locking element is spaced from the screw thread of the shaft, to an engaged position.

A method may include receiving, from a ground station and at an aircraft computing system onboard the aircraft, a definition of a primary route, the primary route representing a trajectory, for the aircraft, from an origin location to a destination location, causing the aircraft to autonomously traverse the primary route using a flight controller, the flight controller configured to automatically control a set of flight control surfaces of the aircraft, while autonomously traversing the primary route, receiving an input from an inceptor, automatically mapping a direction and magnitude of the input to a predetermined flight maneuver, computing a definition of a modified route, the modified route initiating the predetermined flight maneuver, validating the modified route, including determining whether the modified route intersects known obstacles, and in response to the validation succeeding, causing the aircraft to autonomously traverse the modified route using the flight controller.

A stability and control augmentation system (SCAS) actuator is operable for actuating a flight control surface of an aircraft. The SCAS actuator includes an actuator housing having a first aperture, a second aperture and a hydraulic chamber therebetween. A piston extends through the actuator housing. Fluid inlets are in fluid communication with regions of the hydraulic chamber. A first end portion of the piston is arranged to slide through the first aperture without a seal between the first end portion and the first aperture. A second end portion of the piston is arranged to slide through the second aperture without a seal between the second end portion and the second aperture. An intermediate portion of the piston is arranged to slide in the hydraulic chamber without a seal between the intermediate portion and the hydraulic chamber.

A cartridge is disclosed with a casing and a projectile, wherein external ballistic stability is provided by a center of pressure of the projectile being rearward of a center of mass of the projectile. The projectile includes flight control surfaces that cooperate with the bore of a barrel without requiring rifling or sabots. The projectile can include fin configurations that cooperate with the bore to form a bearing surface with the bore.

Aircraft modification system (AMS) for operatively integrating multiple controllers and including an aircraft dynamics management coordinator (ADMC) subsystem that coordinates management of changes to aircraft center-of-gravity (CG) and changes to the movements or positions of the aircraft flight control surfaces effected by one or more of the multiple controllers via an aircraft flight control system (of the aircraft). The ADMC subsystem is configured to manage coordinated movement of the aircraft CG and the aircraft flight control surfaces to maintain balanced flight and reduce induced drag and to provide improved aircraft flight performance. The AMS also includes an aerial refueling system (ARS) and associated subsystems, an ARS carriage assembly that secures the ARS in relation to the aircraft fuselage, and a CG subsystem for moving fuel between, and to or from, fuel tanks to adjust the location of the aircraft CG and is configured to provide refueling presentations.

A control system and method for mitigating control device jamming eliminates the need for sensors other than position sensors on the control devices, such as force sensors. It does not rely on the magnitude of the force applied by the pilot to select the disengagement method for each control device, and can safely and reliably eliminate the adverse effects of a jammed control device on the control device on the other side, allowing the control device on the unjammed side to be used to control the entire flight control surface. The control system includes multiple control devices and a control unit. Each of the control devices has redundant position sensors and force sensing mechanisms. The control unit determines the overall position command for controlling the entire flight control surface of the aircraft by voting on the individual position command signals output from the multiple control devices.

An aircraft system for damping movement of a structural flight element. The aircraft system including a moveable aircraft structure, a power source, a controller, a resistor, and a first transistor connected in series to the resistor. When the power source of the aircraft is providing power, the controller controls the first transistor to prevent current flow through its terminals and through the resistor. Further, when the power source of the aircraft is not providing power, the first transistor allows current generated by a back EMF (electromotive force) voltage to flow through its terminals and through the resistor, the back EMF voltage being created by movement of the moveable aircraft structure.

Systems and methods according to embodiments of the present technology vary engine throttle and flight control surfaces (such as high-lift devices, which can include flaps and / or slats) during takeoff, climb, approach, and / or landing of a supersonic aircraft to reduce noise. A representative computing device automatically controls thrust output of the propulsion system according to a schedule of thrust output, such that the thrust output remains below levels at which the jet exhaust becomes supersonic, and such that noise is reduced to comply with noise regulations or other limitations. The computing device also automatically controls the position and configuration of flight control surfaces to compensate for the reduced thrust and to maintain an appropriate climb and / or descent rate.

An aircraft apparatus comprises a flight control surface, an actuation assembly, a link, and an arm. The actuation assembly transitions the flight control surface between a stowed configuration and a deployed configuration. The link is pivotably coupled to a support and comprises a stop surface. The arm is connected to the flight control surface and is pivotally coupled to the link. The arm comprises a contact surface arranged to engage the stop surface to limit pivotal movement of the arm relative to the link and thus define the deployed configuration of the flight control surface.A method comprises translating an arm and a flight control surface in a first direction towards a deployed configuration while simultaneously rotating a link. The method further comprises bringing the arm and the stop surface of link into contact to stop translation of the arm at the deployed configuration of the flight control surface.