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 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.

An aircraft is provided. The aircraft includes a body having a seat adapted for a user to sit atop, a set of propulsion units for providing lift to the aircraft, and a steering mechanism for controlling movement of the aircraft. The steering mechanism includes a set of handlebars adapted for the user to grasp while sitting atop the seat. The steering mechanism also includes a steering column that is rigidly connected to the set of handlebars, where the set of handlebars and the steering column are rotatable about a longitudinal axis of the steering column. The steering mechanism further includes one or more sensors for detecting rotation of the steering column. The steering mechanism enables the user to control a yaw of the aircraft by turning the set of handlebars about the longitudinal axis of the steering column.

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.

An aircraft hand controller is disclosed. The hand controller includes a set of finger controls on a single hand grip structure, the set of finger controls including a first finger control configured to control throttle of the aircraft and a second finger control, separate from the first, configured to control rotation about a first rotational axis of the aircraft.

An aircraft hand controller is disclosed. The hand controller includes a set of finger controls on a single hand grip structure, the set of finger controls including a first finger control configured to control throttle of the aircraft and a second finger control, separate from the first, configured to control rotation about a first rotational axis of the aircraft.

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.

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.

An apparatus for controlling the pitch of an aircraft. The apparatus includes a horizontal control column extending from a control wheel horizontally towards a front wall of a cockpit. A pitch output link is connected to a downstream pitch control mechanism to transfer a force applied at the pitch output link to the downstream pitch control mechanism. A transfer assembly is connected to the horizontal control column and to the pitch output link. The transfer assembly translates a horizontal force applied to the horizontal control column to the pitch output link to provide the force applied to the downstream pitch control mechanism.

A flexible flight control system enables conversion from one architecture using one type of inceptor to another architecture using another type of inceptor, through the usage of modular software and hardware pieces with common interfaces among the different types of inceptors. Longitudinal and lateral directional control laws are adapted to be compatible with the specific aspects of the operation of each configuration/architecture, giving the option to the aircraft operator to choose any one of a number of inceptor architectures at time of manufacture.