In the event of a failed engine, an automatic takeoff thrust asymmetry compensation system (“ATACS”) for an aircraft improves capabilities to reduce VMCG and deal with the potential side-effects simultaneously. The system commands selected control surfaces (which can be e.g., rudder and/or ailerons and/or spoilers or any combinations thereof) for a short period of time, improving the capability to reduce the VMCG without increasing the penalty on system failures or poor handling qualities.

A centralized control system and/or method for controlling an aircraft are provided. The centralized control system includes a controller configured to receive a device signal and transmit a control signal, a communication bus connected to the controller being configured to transport the device signal and the control signal, a plurality of devices connected to the controller using the communication bus, wherein at least one of the plurality of devices includes at least one of a sensor being configured to collect the device signal and an effector configured to respond to the control signal, and a bus communication circuit configured to communicate over the communication bus to the controller.

A centralized control system and/or method for controlling an aircraft are provided. The centralized control system includes a controller configured to receive a device signal and transmit a control signal, a communication bus connected to the controller being configured to transport the device signal and the control signal, a plurality of devices connected to the controller using the communication bus, wherein at least one of the plurality of devices includes at least one of a sensor being configured to collect the device signal and an effector configured to respond to the control signal, and a bus communication circuit configured to communicate over the communication bus to the controller.

A system for controlling yaw associated with an airship may include one or more vertical control surfaces associated with the airship, a first power source and a second power source, each configured to provide a thrust associated with the airship, and a yaw control configured to receive an input indicative of a desired yaw angle. The system may further include a controller communicatively connected to the yaw control, the one or more vertical control surfaces, and the first and second power sources. The controller may be configured to receive an output signal from the yaw control corresponding to the desired yaw angle and to generate a control signal configured to modify a state associated with at least one of the one or more vertical control surfaces, the first power source, and the second power source, such that the airship substantially attains the desired yaw angle.

A manual brake override system includes a gear system, an electric motor in operative communication with the input of the gear system, a holding brake in operative communication with the input of the gear system. The holding brake is configured to prevent movement within the gear system when engaged. A manual handwind is provided in operative communication with the input of the gear system and the manual handwind and holding brake are configured such that the input of the gear system can be driven, with the manual handwind, whilst the holding brake is engaged.

The embodiments are directed to an interface mount between a vehicle steering/control device and a mobile computer protective case. The interface mount has two sides. One side of the interface mount is attached to the vehicle steering/control device. The other side of the interface mount is attached to an AMPS hole pattern plate.

A system and method for detecting yoke interference for an aircraft having an auto pitch trim function is provided. The system includes a source of elevator load data, a source of aircraft speed data, and a processing system. The processing system is coupled to receive the elevator load data, the aircraft speed data, and initial condition center-of-gravity (CG) data that is representative of at least an estimated initial position of the CG of the aircraft. The processing system is configured to process at least the speed data and the initial condition CG data to: (i) determine an expected elevator load on the elevator flight control surface, (ii) determine if the expected elevator load exceeds the sensed elevator load by a predetermined magnitude, and (iii) when the expected elevator load exceeds the sensed elevator load by a predetermined magnitude, generate a disconnect signal that will disable the auto pitch trim function.

An automatic actuator system is provided. The automatic actuator system includes an input linkage that receives an input and an output linkage adapted to control a flight surface actuator. The automatic actuator system includes a first strain wave gear having a first circular spline coupled to the input linkage and a first flex spline rotatably coupled to the first circular spline. The automatic actuator system includes a second strain wave gear having a second circular spline coupled to the first flex spline. The second strain wave gear includes a second flex spline, and the second flex spline is coupled to the output linkage such that at least a portion of the input from the input linkage is transferred to the output linkage via the first strain wave gear and the second strain wave gear.

An automatic actuator system is provided. The automatic actuator system includes an input linkage that receives an input and an output linkage adapted to control a flight surface actuator. The automatic actuator system includes a first strain wave gear having a first circular spline coupled to the input linkage and a first flex spline rotatably coupled to the first circular spline. The automatic actuator system includes a second strain wave gear having a second circular spline coupled to the first flex spline. The second strain wave gear includes a second flex spline, and the second flex spline is coupled to the output linkage such that at least a portion of the input from the input linkage is transferred to the output linkage via the first strain wave gear and the second strain wave gear.

Aircraft, fly-by-wire systems, and controllers are provided. An aircraft includes a trim control system and a fly-by-wire system. The trim control system is configured for controlling surfaces of the aircraft. The fly-by-wire system is communicatively coupled with the trim control system and includes an input device and a controller. The input device is configured to receive a re-trim input from a user. The controller is communicatively coupled with the input device and is configured to control the trim control system, to obtain the re-trim input from the user, and to set a pitch trim of the aircraft based on a stable flight condition at a present airspeed of the aircraft in response to the re-trim input from the input device.