A robust control method for an oblique flying wing aircraft includes computing an angular velocity error between a reference angular velocity and an actual angular velocity and computing a moment command with an angular velocity controller based at least in part on the angular velocity error. The angular velocity controller decouples two or more of a yaw rate axis, a pitch rate axis, and a roll rate axis of the asymmetric aircraft for the moment command.

A control unit, controller and non-transitory machine-readable medium for detecting a closing time of an injector valve are disclosed. The control unit is configured to receive a valve current profile of the injector valve, process the valve current profile using at least a slope discriminator, and determine a stuck status and a closing time (if applicable) of the injector valve based on an output of the slope discriminator.

A control unit, controller and non-transitory machine-readable medium for detecting a closing time of an injector valve are disclosed. The control unit is configured to receive a valve current profile of the injector valve, process the valve current profile using at least a slope discriminator, and determine a stuck status and a closing time (if applicable) of the injector valve based on an output of the slope discriminator.

A method for detecting a closing time of an injector valve includes receiving a valve current profile of the injector valve, processing the valve current profile using at least a slope discriminator, determining a stuck status and a closing time (if applicable) of the injector valve based on an output of the slope discriminator. An engine control unit configured to detect a closing time of an injector valve is also provided. The engine control unit has a first control logic configured to receive a valve current profile of the injector valve, a second control logic configured to process the current profile using at least a slope discriminator, and a third control logic configured to determine a stuck status and a closing time of the injector valve based on an output of the slope discriminator. Further, a vehicle system including a controller configured to detecting a valve closing time is provided.

A detent alignment mechanism assembly is provided and includes a shaft, a lock mechanism configured to selectively occupy an unlocked position at which the shaft is movable and a locked position at which the shaft is immovable, a detent mechanism coupled to the shaft and formed to define detent positions for the shaft to assume and move between and a detent alignment mechanism configured to provide to an operator of the shaft feedback and assistance corresponding to assumptions of the detent positions by the shaft during movements thereof by the operator.

A detent alignment mechanism assembly is provided and includes a shaft, a lock mechanism configured to selectively occupy an unlocked position at which the shaft is movable and a locked position at which the shaft is immovable, a detent mechanism coupled to the shaft and formed to define detent positions for the shaft to assume and move between and a detent alignment mechanism configured to provide to an operator of the shaft feedback and assistance corresponding to assumptions of the detent positions by the shaft during movements thereof by the operator.

An aircraft wing (3) including a main wing (5), a slat (7), and a connection assembly (9) movably connecting the slat (7) to the main wing (5). The connection assembly (9) includes an elongate slat track (17) extending along a track longitudinal axis (19) having a front end (21) an intermediate portion (25) and a rear end (23). The front end (21) and/or the intermediate portion (25) is mounted to the slat (7). The rear end (23) and/or the intermediate portion (25) is mounted to the main wing (5) by a roller bearing (27). The roller bearing (27) includes a guide rail (29) mounted to the main wing (5) and a first roller unit (31) mounted to the rear end (23) of the slat track (17) and engaging the guide rail (29), and wherein the guide rail (29) includes an upper rail portion (32) and a lower rail portion (34).

An aircraft wing (3) including a main wing (5), a slat (7), and a connection assembly (9) movably connecting the slat (7) to the main wing (5). The connection assembly (9) includes an elongate slat track (17) extending along a track longitudinal axis (19) having a front end (21) an intermediate portion (25) and a rear end (23). The front end (21) and/or the intermediate portion (25) is mounted to the slat (7). The rear end (23) and/or the intermediate portion (25) is mounted to the main wing (5) by a roller bearing (27). The roller bearing (27) includes a guide rail (29) mounted to the main wing (5) and a first roller unit (31) mounted to the rear end (23) of the slat track (17) and engaging the guide rail (29), and wherein the guide rail (29) includes an upper rail portion (32) and a lower rail portion (34).

An air vehicle, an actuator assembly and a method of manufacture are provided in order to incorporate the actuator assembly within the outer mold line of the air vehicle. In regards to an air vehicle, the air vehicle includes a primary structure and a movable structure configured to be controllably moved relative to the primary structure. The air vehicle also includes an actuator assembly configured to cause the movable structure to be positioned relative to the primary structure. The actuator assembly includes an actuator housing and an actuation mechanism. The actuation mechanism is at least partially disposed within the actuator housing and is configured to provide for relative movement between the primary structure and the movable structure. At least a portion of the actuator assembly is built into at least one of the primary structure and the movable structure so as to be within an outer mold line of the air vehicle.

An air vehicle, an actuator assembly and a method of manufacture are provided in order to incorporate the actuator assembly within the outer mold line of the air vehicle. In regards to an air vehicle, the air vehicle includes a primary structure and a movable structure configured to be controllably moved relative to the primary structure. The air vehicle also includes an actuator assembly configured to cause the movable structure to be positioned relative to the primary structure. The actuator assembly includes an actuator housing and an actuation mechanism. The actuation mechanism is at least partially disposed within the actuator housing and is configured to provide for relative movement between the primary structure and the movable structure. At least a portion of the actuator assembly is built into at least one of the primary structure and the movable structure so as to be within an outer mold line of the air vehicle.