Yoke alignment assemblies, aircraft, and rigid covers are provided. An aircraft includes a yoke alignment assembly. A yoke alignment assembly is provided for aligning an aircraft yoke with a column. The yoke alignment assembly includes a rigid cover and a flexible cover. The rigid cover defines a protective portion configured to protect the yoke. The inclinometer portion is configured to hold an inclinometer. The flexible cover is secured to an upper part of the protective portion and is configured to protect the yoke.

A side console for an aircraft cockpit includes a structure for mounting of an item of aircraft equipment and a complementary structure. The mounting structure and the complementary structure are formed of single-piece components articulated about an axis of articulation between a storage position in which the single-piece components are more or less folded against one another, and a position of installation in which the single-piece components extend respectively in substantially mutually perpendicular planes.

A method for turning an aerial vehicle such as a drone-type vehicle is provided, according to one embodiment. The method provides for receiving a turning input and detecting a current momentum of the aerial vehicle. The method provides for converting the turning input into a yaw command and calculating a change in yaw associated with the turning input. The method provides for calculating a roll command based on the current momentum of the aerial vehicle and based on the change in yaw associated with the turning input. Further, the method provides for executing the yaw command and the roll command in synchrony, wherein the executing the yaw command and the roll command in synchrony causes the aerial vehicle to perform a turn.

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.

In an example, a system includes a first controller for controlling a first-flight-control surface, a second controller for controlling a second-flight-control surface, and a first override system including a mechanical linkage between the first controller and the second controller. The first override system is configured such that: (i) while less than a first threshold amount of force is applied to the mechanical linkage, movement of the first controller causes a corresponding movement of the second controller and vice versa, and (ii) while greater than the first threshold amount of force is applied to the mechanical linkage, the first controller and the second controller move separately. The system also includes a second override system operable to permanently disconnect the mechanical linkage responsive to greater than a second threshold amount of force applied to the mechanical linkage. The second threshold amount of force is greater than the first threshold amount of force.

A control grip for an aircraft control stick or yoke has within it electrically controlled actuators. Each actuator extends a thrust pin that corresponds with the fingertips of the pilot's hand that is holding the control grip. Additional thrust pins are positioned at the base of the thumb and base of the index finger. The actuators, upon receiving their electrical input, extend their thrust pin a small distance and press on the pilot's fingertips. This movement signals the pilot information that is currently conveyed to the pilot's eyes or ears through conventional instruments. Angle of attack for best rate of climb would be indicated to the pilot by an extension of the thrust pin that corresponds to the third finger. Angle of attack for best angle of climb would be indicated by the extension of the thrust pin that corresponds to the pilot's second finger. Angle of attack at which the wing reaches aerodynamic stall would be indicated by the button that corresponds to the index finger. Thrust pins positioned at the base of the index finger and thumb will be used to indicate slip/skid attitude. The thrust pins will be made to pulse as this is more effective for tactile feedback. Roll attitude can also be included in the thrust pins. Although the pin assignments listed are the primary functions, the thrust pins would not be limited to these functions. Additional actuators can be added to include other aircraft information.

A control augmentation system for high aspect ratio aircraft has aileron/flaperon and throttle position sensors; spoiler and flap controls; a mode switch with manual, and landing modes; and a controller driving left and right spoiler and flap servos, the controller including at least one processor with memory containing firmware configured to: when the mode switch is in manual mode, drive both spoiler servos to a symmetrical position according to the spoiler control; when the mode switch is in landing mode, drive the left spoiler to a position dependent on aileron and throttle position, and the right spoiler to a position dependent on aileron and throttle position, the left and right spoiler positions differing whenever ailerons are not centered, and an average of spoiler positions is more fully deployed when the throttle position is at a low-power setting than when the throttle position is at a high-power setting.

A first assembly can be configured to exert mechanical control forces on a second assembly through a tensioned and inelastic cable including steel. An electrical power source can be in electric communication with a first portion of the cable. An electrical power consumer can be in electric communication with a second portion of the cable. The cable can be a wire rope.

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.

A sensor, and method of using the sensor, includes a primary resolver circuit and a static reference resolver circuit. The primary resolver circuit is configured to provide first and second primary analog outputs. The primary analog outputs are indicative of a sensed condition of the sensor. The static reference resolver circuit includes a transformer and is configured to generate first and second reference analog outputs indicative of a reference condition of the sensor. The first and second reference analog outputs match the first and second primary analog outputs when the sensed condition is equivalent to the reference condition.