A force fight mitigation system comprising: control means configured to provide a position command to each of two or more actuators arranged to position a surface, the position command indicative of a desired position of the actuator relative to the surface; means to detect the actual position of the actuator relative to the surface in response to the position command; and means to determine an offset between the desired position and the actual position and to store a rigging correction based on the offset; wherein, for each actuator, an offset is determined for each of three or more desired positions.

A high-lift actuation system for differentially actuating a plurality of high-lift surfaces of an aircraft is disclosed. An exemplary high-lift actuation system includes a centralized drive device for centralized actuation control of an inboard high-lift surface of a first wing and a second wing, respectively, and at least two independent drive devices for individual actuation control of an outboard high-lift surface of the first wing and the second wing, respectively. The centralized drive device may include a central power drive unit (PDU) operably coupled to a common central driveline for driving the inboard high-lift surfaces, and the common central driveline may be separate and spaced apart from a respective driveline of the independent drive devices. The common central driveline may mechanically synchronize movement of the inboard high-lift surfaces, and a controller may electronically coordinate synchronized movement and controlled differential movement of the plurality of high-lift surfaces.

A high-lift actuation system for differentially actuating a plurality of high-lift surfaces of an aircraft is disclosed. An exemplary high-lift actuation system includes a centralized drive device for centralized actuation control of an inboard high-lift surface of a first wing and a second wing, respectively, and at least two independent drive devices for individual actuation control of an outboard high-lift surface of the first wing and the second wing, respectively. The centralized drive device may include a central power drive unit (PDU) operably coupled to a common central driveline for driving the inboard high-lift surfaces, and the common central driveline may be separate and spaced apart from a respective driveline of the independent drive devices. The common central driveline may mechanically synchronize movement of the inboard high-lift surfaces, and a controller may electronically coordinate synchronized movement and controlled differential movement of the plurality of high-lift surfaces.

An actuator system for controlling a flight surface of an aircraft includes a first actuator having a first actuator input and a first linear translation element that moves based on rotational motion received at the first actuator input and a first sensor coupled to the first linear translation element that generates a first output based on a displacement of the first linear translation element. The system also includes a second actuator having a second actuator input and a second linear translation element that moves based on rotational motion received at the second actuator input and a second sensor coupled to the second linear translation element that generates a second output based on a displacement of the second linear translation element. The system also includes a control unit that receives the first and second outputs and determines if an error condition exists for the system based on first and second output.

An actuator system for controlling a flight surface of an aircraft includes a first actuator having a first actuator input and a first linear translation element that moves based on rotational motion received at the first actuator input and a first sensor coupled to the first linear translation element that generates a first output based on a displacement of the first linear translation element. The system also includes a second actuator having a second actuator input and a second linear translation element that moves based on rotational motion received at the second actuator input and a second sensor coupled to the second linear translation element that generates a second output based on a displacement of the second linear translation element. The system also includes a control unit that receives the first and second outputs and determines if an error condition exists for the system based on first and second output.

A hydraulic system of an aircraft may include a system pump configured to provide hydraulic fluid to the hydraulic system at a first working pressure. The hydraulic system may further include a booster pump configured to supply hydraulic fluid to at least one boostable actuator at a second working pressure higher than the first working pressure. The boostable actuator may be operatively coupled to and configured to actuate at least one flight control surface of an aircraft.

A vehicle control surface, such as an aircraft horizontal stabilizer, is hydraulically controlled using solenoid operated valves (SOVs) controlling directional control valves and/or rate control valves with small numbers of ports, e.g. a four port three position directional control value and/or a four port two position rate control valve.

A vehicle control surface, such as an aircraft horizontal stabilizer, is hydraulically controlled using solenoid operated valves (SOVs) controlling directional control valves and/or rate control valves with small numbers of ports, e.g. a four port three position directional control value and/or a four port two position rate control valve.

An electrical isolator includes a first fluid-carrying member and a second fluid-carrying member spaced apart from the first fluid-carrying member in an axial direction and a resistive, semi-conductive or non-conductive component located between the first and second fluid-carrying members. The component is adapted to convey fluid flowing from the first fluid-carrying member to the second fluid-carrying member. The isolator also include a first fluid sealing member provided between the first fluid-carrying member and the component, a second fluid sealing member provided between the second fluid-carrying member and the component, and a reinforcing composite encircling the first fluid-carrying member, the second fluid-carrying member and the resistive, semi-conductive or non-conductive component. A a radially inner portion of the component separates the first fluid-carrying member and the second fluid-carrying member by an axial distance. The first and second sealing members are located within the axial distance between the first and second fluid-carrying members.

An accessory gearbox for a turboshaft engine of an aircraft, the gearbox including a casing, an aircraft wing flap control rod arranged so as to slide axially inside the gearbox and an actuator for driving the control rod which is mounted on the casing, the actuator including a hollow body, a piston which is arranged so as to move in translation inside the body and a piston rod which is connected to the piston and extends at least in part outside the body of the actuator the piston rod being connected to the control rod, wherein the actuator is arranged between the connection of the piston rod and the control rod, and the casing of the gearbox.