A method for controlling an unmanned aerial vehicle (UAV) is described. In one example, the method includes: detecting, by one or more processors of a controller within a UAV, whether flight control surfaces of the UAV are operating nominally; switching, by the one or more processors of the controller, in response to detecting that one or more of the flight control surfaces of the UAV are not operating nominally, to implementing a backup control mode configured to operate the UAV in flight with non-nominal operability of one or more of the control surfaces of the UAV; and operating, by the one or more processors of the controller, the UAV in the backup control mode.

A system of fall back flight control configured for use in aircraft includes an input control configured to receive a pilot input and generate a control datum. System includes a flight controller communicatively coupled to the input control and configured to receive the control datum and generate an output datum. The system includes the actuator having a primary mode in which the actuator is configured to move the at least a portion of the aircraft as a function of the output datum and a fall back mode in which the actuator is configured to move the at least a portion of the aircraft as a function of the control datum. The actuator configured to receive the control datum, receive the output datum, detect a loss of communication with the flight controller, and select the fall back mode as a function of the detection.

A system and method of controlling one or more flaps of an aircraft may include receiving first and second sensor signals from respective first and second sensors coupled to respective first and second actuators that are moveably secured to a first flap of a first wing of the aircraft. The first and second sensor signals relate to one or both of the position or the speed of the respective first and second actuators. The system and method may also include comparing the first and second sensor signals to determine a difference between the first and second sensor signals, and adjusting the speed of one or both of the first or second actuators based on the difference between the first and second sensor signals. A system and method may include determining a difference between one or both of speed or position of the first and second flaps, and adjusting the speed of one or both of the first and second flaps based on the difference between one or both of the speed or the position of the first and second flaps.

An actuator for moving a first component relative to a second component includes a first actuating mechanism secured to the first component and having a first motor, a first nut, and a first shaft secured to the first motor and the first nut such that the first nut is rotatable with the first motor. A second actuating mechanism is secured to the second component and has a second motor, a second nut, and a second shaft secured to the second motor and the second nut such that the second nut is rotatable with the second motor. A screw is threadably engaged with the first nut and the second nut such that rotation of at least one of the first motor and the second motor causes movement between the first and second nuts to move the second component relative to the first component.

The aircraft control systems and methods disclosed herein are configured to detect a residual error associated with a flight control computer of an aircraft and mitigate the effect(s) of such residual error in order to maintain safe operation of the aircraft. In some embodiments, the systems and methods are configured to detect an out-of-flight-envelope situation of the aircraft and determine whether or not the flight control computer is attempting to recover the aircraft from the out-of-flight-envelope situation. If the flight control computer is perceived as attempting to recover the aircraft from the out-of-flight-envelope situation, the flight control computer is permitted to continue controlling the aircraft. Otherwise, the excursion outside of the normal flight envelope is perceives as potentially having been caused by a residual error and the flight control computer is prevented from continuing to control the aircraft.

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.

An aircraft control system includes pilot and co-pilot flight control systems that each include a first shaft mechanically coupled to and displaced apart from a second shaft, the shafts defining and being rotatable about independent longitudinal axes. A connecting link enables rotation of one of the first shafts to rotate a corresponding one of the second shafts. A position transducer is mechanically coupled to each shaft and configured to communicate an electrical signal corresponding to the rotation of the respective shaft. A flight control unit electrically communicates with the position transducers and is configured to (a) receive the electrical signal from each position transducer, (b) detect a failure of the flight control system by detecting differences in the position transducers' electrical signals, and (c) communicate the electrical signal from the position transducer to a flight control surface actuation system to compensate for the detected failure.

A power control unit configured to supply hydraulic pressure and mechanical torque. To this end, the power control unit includes an electric motor coupled to a differential output transmission and a hydraulic pump. A switchable transmission device allows the torque of the motor to be redirected either to the output transmission, e.g., to drive high-lift devices, or to the hydraulic pump, e.g., to extend or retract landing gears.

A universal vehicle control router for small fly-by-wire aircraft may include multiple vehicle control computers, such as flight control computers. Each flight control computer may be part of an independent channel that provides instructions to multiple actuators to control multiple vehicle components. Each channel is a distinct pathway capable of delivering a system function, such as moving an actuator. Each flight control computer may include a fully analyzable and testable voter (FAT voter). In the event of a failure to one of the flight control computers, the FAT voters may cause the failing flight control computer to be ignored or shut off power. Each flight control computer may comprise a backup battery. In the event of a power disruption from the primary power source, such as a generator and primary battery, the backup battery may power the flight control computer and all actuators.

An electromechanical linear actuator may include: a containment structure; first and second lead nuts; two electric motors operably connected to rotate the lead nuts; a shaft inserted in the lead nuts; and coupling means with an intermediate coupling stage configured to mechanically couple the lead nuts with the shaft. A method of assessing fault in an electromechanical linear actuator may include: actuating the electric motors to drive the lead nuts in a same direction of rotation or in opposite directions of rotation; during the actuating of the electric motors, checking whether or not the shaft translates relative to the containment structure; checking for mechanical failure of the intermediate coupling stage with either lead nut, to actuate the electric motors in the same direction of rotation; and checking for mechanical failure of the shaft with the intermediate coupling stage, to actuate the electric motors in the opposite directions of rotation.