A system for driving and guiding a trailing edge control surface on a trailing edge region of an aircraft wing comprises a first guide device coupled with the control surface to guide the control surface along a predetermined trajectory relative to the trailing edge region between a retracted position and an extended position, a first drive device couplable with the wing and the control surface to move the control surface along the trajectory, and a second drive device coupled with the control surface and couplable with one of the wing and the first guide device to influence the incidence angle of the control surface, wherein the first drive device and the second drive device are separate from each other and are operable independently, such that the incidence angle of the control surface is influencable at least in the retracted position of the control surface.

A system for driving and guiding a trailing edge control surface on a trailing edge region of an aircraft wing comprises a first guide device coupled with the control surface to guide the control surface along a predetermined trajectory relative to the trailing edge region between a retracted position and an extended position, a first drive device couplable with the wing and the control surface to move the control surface along the trajectory, and a second drive device coupled with the control surface and couplable with one of the wing and the first guide device to influence the incidence angle of the control surface, wherein the first drive device and the second drive device are separate from each other and are operable independently, such that the incidence angle of the control surface is influencable at least in the retracted position of the control surface.

An avionics system may comprise a plurality of self-contained small vehicle systems, each of the self-contained small vehicle systems comprising: a display system having a display, a processor operably coupled to the display, and a nonvolatile memory including executable code operably coupled to the processor, and a sensor operably coupled to the display system.

Methods and apparatus to measure multiple control surfaces with a sensor are disclosed. A disclosed example apparatus for determining a condition associated with first and second control surfaces includes a sensor to measure a rotation of a shaft operatively coupled thereto. The apparatus also includes a first differential operatively coupled between the shaft and a first pivot of the first control surface, and a second differential operatively coupled between the first differential and a second pivot of the second control surface.

An actuator of an aircraft includes at least one limit stop in which at least one of the bearing surfaces, named destructible bearing surface (19), has at least one destructible portion which is able to, and is arranged to, be irreversibly deformed under the effect of the co-operation by limit contact between the driving member bearing surface (19) and the driven member bearing surface (20). Each destructible portion of each destructible bearing surface is mounted to be removable with respect to the stop as to be able to be replaced.

An actuator of an aircraft includes at least one limit stop in which at least one of the bearing surfaces, named destructible bearing surface (19), has at least one destructible portion which is able to, and is arranged to, be irreversibly deformed under the effect of the co-operation by limit contact between the driving member bearing surface (19) and the driven member bearing surface (20). Each destructible portion of each destructible bearing surface is mounted to be removable with respect to the stop as to be able to be replaced.

Systems and methods for changing the orientation of information displayed on a display device mounted on a control pedestal at a position between two seats. One method involves changing the orientation of information displayed on a display device located on a control pedestal of an aircraft so that, instead of sub-optimal joint viewing of the displayed information by two pilots, an individual pilot may be able to read the displayed information more easily. The system enables either pilot to select a respective more optimal orientation for the displayed information for individual viewing. Each pilot may separately then quickly switch the display mode back to the up is forward orientation for joint viewing. Returning to the up is forward orientation may also be set to occur as a function of time.

A passive fluidic valve for fixed flow rate distribution comprising: a hollow valve body; a valve member for blocking a passage to one of the two outlets; and communications to impose the pressure of the upstream and downstream cavities at the ends of the valve member. The valve body further comprises: an inlet; a first outlet comprising a first restriction delimiting an upstream cavity and a downstream cavity; a second outlet comprising a second restriction delimiting an upstream cavity and a downstream cavity; and a first and a second cavity. The valve member further comprises: a first end in the first cavity delimiting a first and a third chambers, and a second end in the second cavity delimiting a second and a fourth chambers.

Aircraft and methods and systems for controlling performance of an aircraft. The methods and systems allow the aircraft to meet a performance requirement using a set of aircraft flight data and actuators connected to control surfaces. Performance data for primary and secondary actuators are obtained to select between a primary control law for controlling the primary control surface, a secondary control law for controlling the secondary control surface, and a blended control law that controls the primary and secondary control surfaces together. If the primary control surface cannot meet the aircraft performance requirement using the primary control law, the blended control law is implemented if the primary and secondary control surfaces can be used together to meet the performance requirement; otherwise the secondary control surface is used, using the secondary control law, to meet the aircraft performance requirement.

A rudder bias system for an aircraft with a right engine and a left engine includes a component determining a left and right primary and secondary thrust estimates. The system includes a left engine thrust estimate selector determining a left selected estimate based on the left thrust estimates and a right engine thrust estimate selector determining a right selected estimate based on the right thrust estimates. The system includes an enable and mode component determining one or more corresponding validities for the thrust estimates. The system includes a control component generating an engage command based on a thrust differential between the right engine and the left engine, calculated from the left selected estimate and the right selected estimate and a torque command based on an equivalent pedal force assistance calculated as a difference between the thrust differential and an activation threshold.