A three-dimensional directional control assembly for a dual-mode aircraft, wherein the aircraft is capable of vertical and forward thrust. The assembly comprising a support structure, wherein the support structure is coupled to a dual-mode aircraft. The assembly further comprises a control stick coupled to support structure, wherein the control stick having a length and radius is configured to be manipulated along a plurality of axes, wherein the manipulation of the control stick produces an electronic signal. The assembly further comprises a first interface device disposed on the control stick configured to receive an interaction and enable a thrust element to spin as a function of the interaction. The assembly further comprises a second interface device, wherein the second interface is configured to receive an interaction and disable the thrust element as a function of the interaction.

A jam free dual redundant actuator lane changer system includes a primary lane system and a secondary lane system. The primary lane system is configured to provide actuation of a component during a normal operation while the secondary lane system remains in a standby configuration; and the secondary lane system is configured to provide an actuation of the component when the primary lane system fails or jams, but freed from its output to the component.

A first Flight Control system configuration, and the method to obtain such first configuration, has controllers of effector actuation able to receive commands directly from at least three Flight Control Computers (FCCs). A second Flight Control system configuration, and the method to obtain such second configuration, has retransmitters (RTX) that receive commands from the three FCCs and then retransmit to the controllers of effector actuation. A third Flight Control system configuration, and the method to obtain such third configuration, is a hybrid configuration.

The power system can include: a plurality of batteries, a plurality of electric propulsion units, flight computers, and power connections. The propulsion assemblies can include a motor, a propeller, and one or more inverters. The power system can optionally include a plurality of flight actuators. However, the power system can include any other suitable set of components. The power system functions to provide aircraft propulsion and/or aircraft control authority during flight.

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.

In an embodiment, a method of managing force equalization (FEQ) on a vehicle utilizing redundant actuation systems for one or more control surfaces includes determining, via a force sensor, a measured force applied by a first actuation system in relation to a control surface, where the control surface is redundantly serviced by a plurality of actuation systems. The method also includes updating a measured-force time series for the first actuation system with the measured force. The method also includes analyzing movement over at least a portion of the measured-force time series. The method also includes identifying a force-fight cycle in the measured-force time series. The method also includes indicating the force-fight cycle in cumulative force-fight cycle data for the first actuation system.

Systems, methods, and apparatus for controlling aircraft roll operations are disclosed. An example system includes a wing actuator coupled to an aileron of an aircraft, an alternate power unit (APU), a control wheel position sensor to measure a control wheel position of a control wheel of the aircraft, a flight control computer (FCC) coupled to the APU and the control wheel position sensor, the FCC to invoke the APU to provide power to the wing actuator, and transmit a control signal to the wing actuator, the control signal to invoke the wing actuator to control the aileron based on the control wheel position, and a differential linkage coupled to the wing actuator and the aileron, the differential linkage to convert first movement of the wing actuator into second movement to control the aileron, the first movement of the wing actuator based on the control wheel position.

Systems, methods, and apparatus for controlling aircraft roll operations are disclosed. An example system includes an aileron actuator including a mode selector valve to control fluid flow through the aileron actuator, and a valve spring coupled to the mode selector valve, the valve spring to adjust the mode selector valve from the active position to a block position, the block position to prevent fluid flow through the aileron actuator, a wing cable system coupled to the aileron actuator, a wing actuator coupled to the wing cable system, the wing actuator to control displacement of the aileron of the aircraft in response to the mode selector valve being in the block position, and a differential linkage coupled to the wing actuator and the aileron, the differential linkage to translate the displacement of the wing actuator into rotational movement to adjust the aileron from a first position to a second position.

A drive system for an actuator comprises first and second motors, and first and second input shafts connected to be driven by the respective first and second motors. Each of the first and second input shafts comprises a first overrunning clutch configured to rotate with the input shaft in a first direction, and a second overrunning clutch configured to rotate with the input shaft in a second direction. A first drive gear is configured to be driven by either one of the first overrunning clutches, and a second drive gear is configured to be driven by either one of the second overrunning clutches, and an output clutch and an output shaft are arranged to be driven by the first drive gear in a first mode of operation of the drive system and be driven by the second drive gear in a second mode of operation of the drive system.

A system and method for distributed flight control configured for use in an electric vehicle wherein the system includes a flight control assembly which further includes at least a sensor electronically connected to the flight control assembly. The sensor is configured to capture at least an input datum, and at least a performance datum. The system further includes a plurality of modular flight controllers communicatively coupled to at least an actuator of a plurality of actuators, wherein each modular flight controller of the plurality of modular flight controllers is configured to the multitude of data from at least a sensor, generate an attitude control datum, determine at least an actuator instruction datum, and perform a control allocation configured for the at least a actuator from the plurality of actuators to follow as a function of the flight control assembly.