A control method for controlling aerodynamic means of an aircraft having mechanically decoupled flight controls enabling the aircraft to be piloted by at least two pilots. The aircraft has at least two control members operated by respective ones of the at least two pilots and each enabling control signals to be generated for causing the aerodynamic means to move relative to an incident air stream. The control method includes piloting logic (operational logic). The operational logic includes a dual operating mode in which each control member can control the aerodynamic means. In the dual operating mode, only one of the at least two control members, (the activated member), has exclusive control over a full travel amplitude of the aerodynamic means. The other control member, (the deactivated member), then is temporarily inoperative on the aerodynamic means.

An actuator system for controlling a movable surface has a main shaft connected between a power drive unit and the movable surface to transmit a command from the power drive unit to move the movable surface. If a failure in the main shaft is detected a failure control device connects a secondary shaft from the movable surface to the power drive unit e.g. by releasing a solenoid which releases gears so as to permit differential rotations between an outer ring and a sun gear of a planetary gear system, within prescribed limits. When these limits are exceeded, the solenoid brake is de-energised braking the planetary gear outer ring and tying the gears through an epicycle ratio corresponding to the ratio of gears connecting the main and secondary shafts. The gear system acts as a low mass asymmetry brake that allows post-failure operation of the surface control.

An electric control device having manipulation means. The electric control device has a first measurement system and a second measurement system respectively taking a first measurement and a second measurement of the current position of the manipulation means. A processor unit compares the first and second measurements in order to generate a control signal as a function of said current position, said processor unit considering that the manipulation means are in a neutral position when the first and second measurements do not correspond to the same position for the manipulation means.

A system for autonomous flight of an electric vertical takeoff and landing (eVTOL) aircraft. The system may include a pusher component, a lift component, a flight controller, and a pilot override switch. The pusher component is mechanically coupled to the eVTOL aircraft. The lift component is mechanically coupled to the eVTOL aircraft. The flight controller is communicatively connected to the pilot override switch. The flight controller is configured to identify a transition point, initiate operation of the pusher component, and terminate operation of the lift component. A method for flight control of an eVTOL aircraft is also provided.

A method of operating a rotorcraft includes transitioning from a first mode to a second mode when a velocity of the rotorcraft exceeds a first velocity threshold. Transitioning between the first and second modes includes fading out a gain of a dynamic controller over a first period of time, and decreasing a value of an integrator of the dynamic controller over a second period of time. In the first mode, the translational speed of the rotorcraft is determined based on a pilot stick signal, and in the second mode, an output of an attitude rate controller is proportional to an amplitude of the pilot stick signal.

A control circuitry includes a first filter configured to generate a filtered velocity based on a component of a vertical velocity of an aircraft. The pitch trim prediction circuitry also includes a second filter configured to generate a filtered pitch attitude based on a measured pitch attitude of the aircraft. The pitch trim prediction circuitry further includes output circuitry configured to generate a predicted pitch attitude trim value for a target vertical state based on a horizontal velocity of the aircraft, the filtered velocity, and the filtered pitch attitude. The predicted pitch attitude trim value is configured to cause a flight control effector to be adjusted.

A control circuitry includes a propulsor trim prediction circuitry configured to generate a predicted propulsor collective blade pitch trim value for a target state of an aircraft based on an aircraft velocity and a pitch attitude deviation from a reference. The control circuitry further includes an output circuitry configured to output a propulsor collective blade pitch angle command based on the predicted propulsor collective blade pitch trim value. The propulsor collective blade pitch angle command is configured to cause an adjustment in a blade pitch angle of a propulsor of the aircraft. Additionally or alternatively, the control circuitry includes a pitch attitude trim prediction circuitry configured to generate a predicted pitch attitude trim value. The output circuitry is configured to output an aircraft pitch attitude trim command, configured to cause an adjustment in a pitch angle of the aircraft, based on the predicted pitch attitude trim value.

A control circuitry includes a propulsor trim prediction circuitry and an output circuitry. The propulsor trim prediction circuitry is configured to generate a predicted proprotor nacelle trim value based on an aircraft velocity and a pitch attitude deviation from a reference. The output circuitry is configured to output a proprotor nacelle command based on the predicted proprotor nacelle trim value. The proprotor nacelle command is configured to cause an adjustment in a nacelle angle of a proprotor of an aircraft.

A control circuitry includes a first filter configured to filter a gravity compensated longitudinal acceleration of an aircraft to generate a filtered gravity compensated longitudinal acceleration. The propulsor trim control circuitry also includes a second filter configured to generate a filtered speed of the aircraft based on a speed of the aircraft. The propulsor trim control circuitry includes intermediary circuitry configured to generate a filtered longitudinal control effector error based on the filtered gravity compensated longitudinal acceleration and the speed. The propulsor trim control circuitry also includes a third filter configured to generate a filtered longitudinal thrust effector command value based on a longitudinal thrust effector command value. The propulsor trim control circuitry further includes output circuitry configured to generate a predicted longitudinal thrust effector trim value for a target horizontal state based on the filtered longitudinal control effector error and the filtered longitudinal thrust effector command value.

An active inceptor apparatus and method for operating a machine. The apparatus comprises a stick member having a grip portion, the stick member being pivotably mounted relative to a housing. It further comprises a position sensor responsive to, and for generating signals indicative of, stick member position. A force sensor is provided on the stick member responsive to, and for generating signals indicative of, force applied to the stick by a user. The apparatus also includes a control unit operable to receive the position and force signals from the position and force sensors respectively. The control unit is operable to process the signals according to a predetermined relationship to determine a value FD indicative of force applied to the stick member relative to displacement of the stick member. The control unit is also operable to generate machine control signals as a function of position signals and force signals in dependence upon the value FD, for communication to the machine.