The present disclosure achieves technical advantages as an aircraft having an augmented reality flight control system integrated with and operable from the pilot seat and an associated pilot headgear unit, wherein the flight control system is supplemented by flight-assisting artificial intelligence and geo-location systems. The present disclosure includes an augmented reality flight control system incorporating real-world objects with virtual elements to provide relevant data to a pilot during aircraft flight. A translucent substrate is disposed in the pilot's field of view such that the pilot can see therethrough, and observe virtual elements displayed on the substrate. The system includes a headgear that is worn by the pilot. A flight assistance module is configured to receive data related to the aircraft and provide predictive assistance to the pilot during flight based on the received data based in part on a pilot profile having preferences related to the pilot.

The present disclosure achieves technical advantages as an aircraft having an augmented reality flight control system integrated with and operable from the pilot seat and an associated pilot headgear unit, wherein the flight control system is supplemented by flight-assisting artificial intelligence and geo-location systems. The present disclosure includes an augmented reality flight control system incorporating real-world objects with virtual elements to provide relevant data to a pilot during aircraft flight. A translucent substrate is disposed in the pilot's field of view such that the pilot can see therethrough, and observe virtual elements displayed on the substrate. The system includes a headgear that is worn by the pilot. A flight assistance module is configured to receive data related to the aircraft and provide predictive assistance to the pilot during flight based on the received data based in part on a pilot profile having preferences related to the pilot.

An aviation actuator assembly for various aviation servo and/or autopilot applications can include an actuator having an output shaft and a mechanical fuse for joining to the output shaft and another rotating body. The mechanical fuse can include a fuse body having a first connection point for joining to the output shaft, a second connection point for joining to the rotating body, and at least one channel defined in the fuse body. The first connection point and the second connection point are configured to be disposed in a line generally parallel to a common axis of rotation of the output shaft and the rotating body. The fuse body has a generally flat cross-sectional profile along its length between the first connection point and the second connection point, and the channel extends generally perpendicular to the length of the fuse body and narrows the cross-sectional profile.

A retractable landing gear on an aircraft is operated by a landing gear control system 20 having a manually operable lever 26 movable from a first, e.g. gear-down, position to a second, e.g. gear-up position, in response to which a signal (e.g. a gear-up command) is outputted causing the landing gear to move to an up position. The landing gear control system 20 also includes a motor 40 configured to move the lever 26 in dependence on a signal, for example a signal received by a landing gear lever control unit 42 from a take-off detection system 46 which indicates that the aircraft has taken-off. Thus, the lever 26 may be considered as being configured both to be operated by a pilot of the aircraft manually and to be operated by the motor automatically.

A retractable landing gear on an aircraft is operated by a landing gear control system 20 having a manually operable lever 26 movable from a first, e.g. gear-down, position to a second, e.g. gear-up position, in response to which a signal (e.g. a gear-up command) is outputted causing the landing gear to move to an up position. The landing gear control system 20 also includes a motor 40 configured to move the lever 26 in dependence on a signal, for example a signal received by a landing gear lever control unit 42 from a take-off detection system 46 which indicates that the aircraft has taken-off. Thus, the lever 26 may be considered as being configured both to be operated by a pilot of the aircraft manually and to be operated by the motor automatically.

A device for releasably mounting an autopilot control circuit to a flight control component of an aircraft, includes a frame that holds a component of an autopilot control circuit; a first coupler releasably fastened to the frame and operable to releasably mount the frame to the airframe of an aircraft; and a second coupler releasably fastened to the frame and operable to releasably mount the frame to a flight control component of the aircraft. When the device is releasably mounted in an aircraft's cabin and the autopilot control circuit is engaged, the autopilot control circuit controls an aspect of the aircraft's flight by moving the second coupler relative to the first coupler. With the device one can releasably mount an autopilot control circuit to an aircraft that does not have one and use the autopilot control circuit and device to control one or more aspects of the aircraft's flight. Then, after the flight is finished, one can remove the device and autopilot control circuit for use in another aircraft.

A device for releasably mounting an autopilot control circuit to a flight control component of an aircraft, includes a frame that holds a component of an autopilot control circuit; a first coupler releasably fastened to the frame and operable to releasably mount the frame to the airframe of an aircraft; and a second coupler releasably fastened to the frame and operable to releasably mount the frame to a flight control component of the aircraft. When the device is releasably mounted in an aircraft's cabin and the autopilot control circuit is engaged, the autopilot control circuit controls an aspect of the aircraft's flight by moving the second coupler relative to the first coupler. With the device one can releasably mount an autopilot control circuit to an aircraft that does not have one and use the autopilot control circuit and device to control one or more aspects of the aircraft's flight. Then, after the flight is finished, one can remove the device and autopilot control circuit for use in another aircraft.

The present invention achieves technical advantages as a pilot and passenger seating. An aircraft employs a pilot seat, comprising a contoured structure having ergonomically formed and padded surfaces, with left and right arm supports that include an articulated control knob, movable in three rectangular axes and rotatable about a vertical axis to provide one or more aircraft steering functions for an aircraft, and a touch-sensitive control surface for controlling one or more power system components. A passenger seat, having a contoured structure, having ergonomically formed and padded surfaces, a headrest, a seat, a left support member, and a right support member are adapted to cradle a portion of a passenger's body to support the passenger during travel.

The present invention achieves technical advantages as a pilot and passenger seating. An aircraft employs a pilot seat, comprising a contoured structure having ergonomically formed and padded surfaces, with left and right arm supports that include an articulated control knob, movable in three rectangular axes and rotatable about a vertical axis to provide one or more aircraft steering functions for an aircraft, and a touch-sensitive control surface for controlling one or more power system components. A passenger seat, having a contoured structure, having ergonomically formed and padded surfaces, a headrest, a seat, a left support member, and a right support member are adapted to cradle a portion of a passenger's body to support the passenger during travel.

An aircraft emergency control system comprises at least one sensor (104A, 104B, 104C) configured to output an electronic signal relating to detection of incapacitation of at least one aircraft crew member. A processor (108) is configured to receive and process the electronic signal to determine whether emergency action is to be taken. A control unit (114) is configured to communicate, in use, a control signal to an avionics system (116) of the aircraft (100) in relation to the emergency action if the processor determines that emergency action is to be taken.