An actuation system for an aircraft piston engine includes a controller and an actuator. The controller selectively supplies motor control signals to a motor. The actuator includes a housing, a motor, a main rod, a control handle, and an inner rod. The main rod receives a drive torque from the motor and translates in either a first axial direction or a second axial direction. The main rod is responsive to an axial drive force to translate in either the first axial direction or the second axial direction. The inner rod is disposed within the main rod and is movable between a first position, in which main rod rotation causes the main rod to translate, and a second position, in which main rod rotation does not cause the main rod to translate, but application of the axial force to the control handle causes the main rod to translate.

An aircraft having a frame assembly that supports a compressor having an outer shell that defines front and rear nozzle ports with rotatable nozzles for selectable vertical or horizontal thrust. The inner shell and the outer shell define an intake gap therebetween such as an annulus. A first fan unit within the inner shell and is configured to exhaust air through the front nozzle ports. A second fan unit within the outer shell intakes air through the intake gap and exhausts air through the rear nozzle ports. The fan units are preferably connected to one another via a drive shaft that is surrounded by a streamlining tube. The fan units each include a plurality of fans having stators therebetween. The stators have a plurality of stator arms with a wing structure pivotally attached to the trailing edge for angling air flow from a front to a rear fan.

A combined hover and forward thrust control assembly for a dual-mode aircraft includes a support structure attached to an aircraft frame of an aircraft having at least a vertical thrust propulsor and at least a forward thrust propulsor a throttle lever rotatably mounted to the support structure, wherein rotating the throttle lever in a first direction increases power to at least a vertical thrust propulsor and rotating the throttle lever in a second direction decreases power to at least a vertical thrust propulsor and a linear thrust control mounted on the throttle lever, wherein movement of the linear thrust control in a first direction increases forward thrust of at least a forward thrust propulsor, and movement of the linear thrust control in a second direction decreases forward thrust of the forward thrust propulsor.

A combined hover and forward thrust control assembly for a dual-mode aircraft includes a support structure attached to an aircraft frame of an aircraft having at least a vertical thrust propulsor and at least a forward thrust propulsor a throttle lever rotatably mounted to the support structure, wherein rotating the throttle lever in a first direction increases power to at least a vertical thrust propulsor and rotating the throttle lever in a second direction decreases power to at least a vertical thrust propulsor and a linear thrust control mounted on the throttle lever, wherein movement of the linear thrust control in a first direction increases forward thrust of at least a forward thrust propulsor, and movement of the linear thrust control in a second direction decreases forward thrust of the forward thrust propulsor.

In accordance with at least one aspect of this disclosure, an electric aircraft can include an electrical accumulator, an electric propulsion system operatively connected to the electrical accumulator and configured to convert electrical energy into propulsive force, and a ram air turbine (RAT) operatively connected to the electrical accumulator to store energy. The RAT can be selectively deployable between a stowed position wherein the RAT is not exposed to ram air and a deployed position wherein the RAT is exposed to ram air to store energy in the electrical accumulator.

In accordance with at least one aspect of this disclosure, an electric aircraft can include an electrical accumulator, an electric propulsion system operatively connected to the electrical accumulator and configured to convert electrical energy into propulsive force, and a ram air turbine (RAT) operatively connected to the electrical accumulator to store energy. The RAT can be selectively deployable between a stowed position wherein the RAT is not exposed to ram air and a deployed position wherein the RAT is exposed to ram air to store energy in the electrical accumulator.

Disclosed is an automatic throttle arrangement utilizing a servo which receives commands from a controller on an aircraft and responsively rotates a mechanical device that is linked by a cable arrangement with the aircraft’s throttle lever enabling automated throttle control. The mechanical device can be fixed to the throttle lever assembly using rivets designed to fail in case the servo/cable arrangement jams. This leaves the lever able to continue manual function.

Disclosed is an automatic throttle arrangement utilizing a servo which receives commands from a controller on an aircraft and responsively rotates a mechanical device that is linked by a cable arrangement with the aircraft’s throttle lever enabling automated throttle control. The mechanical device can be fixed to the throttle lever assembly using rivets designed to fail in case the servo/cable arrangement jams. This leaves the lever able to continue manual function.

Disclosed is a force sensation generation device comprising a frame (10), suitable for attachment to a frame (2) of an aircraft. The device is configured to be joined to an aircraft control mechanism and to provide frictional resistance to the movement of the aircraft control mechanism. The device includes two frictional interfaces defined by two rotatable and two fixed surfaces. Application of sufficient force to the device will overcome the frictional forces at the frictional interfaces.

Disclosed is a force sensation generation device comprising a frame (10), suitable for attachment to a frame (2) of an aircraft. The device is configured to be joined to an aircraft control mechanism and to provide frictional resistance to the movement of the aircraft control mechanism. The device includes two frictional interfaces defined by two rotatable and two fixed surfaces. Application of sufficient force to the device will overcome the frictional forces at the frictional interfaces.