Disclosed is a gear system, having: first and second ground gear; a drive shaft disposed along a rotation axis of the gear system and configured to rotate about the rotation axis; and an output gear supported by the first and second ground gear and configured to rotate by engagement between a wave generator portion of a drive shaft, a wave generator bearing, a flex spline, the output gear and the first and second ground gear, the output gear defining: an output gear body; and first and second output arms respectively extending radially outward from opposite sides of the output gear body to respectively define first and second radial inner ends and radial outer ends of the first and second output arms, so that the first and second radial outer ends are disposed on a radial axis that extends through a radial center of the gear system.

A flap support mechanism includes a carrier beam on which a flap is mounted. The carrier beam is rotatably mounted to a flap support for rotation relative to a wing. A crankshaft assembly is rotatable about an axis and has a crankshaft eccentrically extending between an inboard cylindrical support and an outboard cylindrical support. A coupler link is rotatably engaged to the crankshaft and pivotally connected to the carrier beam. Rotation of the crankshaft from a first eccentric position to a second eccentric position translates the coupler link between a retracted position and a deployed position.

A flap support mechanism includes a carrier beam on which a flap is mounted. The carrier beam is rotatably mounted to a flap support for rotation relative to a wing. A crankshaft assembly is rotatable about an axis and has a crankshaft eccentrically extending between an inboard cylindrical support and an outboard cylindrical support. A coupler link is rotatably engaged to the crankshaft and pivotally connected to the carrier beam. Rotation of the crankshaft from a first eccentric position to a second eccentric position translates the coupler link between a retracted position and a deployed position.

A helicopter autopilot system includes an inner loop for attitude hold for the flight of the helicopter including a given level of redundancy applied to the inner loop. An outer loop is configured for providing a navigation function with respect to the flight of the helicopter including a different level of redundancy than the inner loop. An actuator provides a braking force on a linkage that serves to stabilize the flight of the helicopter during a power failure. The actuator is electromechanical and receives electrical drive signals to provide automatic flight control of the helicopter without requiring a hydraulic assistance system in the helicopter. The autopilot can operate the helicopter in a failed mode of the hydraulic assistance system. A number of flight modes are described with associated sensor inputs including rate based and true attitude modes.

Example torque tube assemblies for use with aircraft high lift devices are described herein. An example apparatus includes a spline coupling having a first yoke, a sliding splined shaft having a second yoke and a torque tube having a first end and a second end opposite the first end. A first fitting with a third yoke is coupled to the first end of the torque tube, and a second fitting with a fourth yoke is coupled to the second end of the torque tube. The third yoke is coupled to the first yoke to form a first U-joint, and the fourth yoke is coupled to the second yoke to form a second U-joint. The spline coupling is to be coupled to a first high lift device drive shaft and the sliding splined shaft is to be coupled to a second high lift device drive shaft.

A monitoring system for monitoring a kinematic coupling between an actuator and an element controlled by the latter includes a first sensor to detect the operative movement of the actuator. A second sensor is designed to detect the actual movement of the controlled element. A computer unit, based on the operative movement of the actuator, determines an anticipated movement of the controlled element and compares this anticipated movement with the actual movement of the controlled element. An error message is emitted when a value of the deviation between the anticipated movement and the actual movement exceeds a predefined threshold value.

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.

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 transmission shaft is provided comprising an input side for inputting torque, an output side for outputting torque, and a rod extending in a longitudinal direction between the input side and the output side to transfer torque along the transmission shaft. The rod comprises a first end provided at the input side, a second end provided at the output side and a torsional compliant section extending therebetween providing the transmission shaft with a torsional stiffness. The torsional compliant section comprises a cross-section which extends in the longitudinal direction to define a central core for transmitting torque directly from the first end to the second end and a radially outer section. This section also comprises a plurality ribs which extend radially and longitudinally from an outer periphery of the central core for increasing transverse stiffness of the rod.

A transmission shaft is provided comprising an input side for inputting torque, an output side for outputting torque, and a rod extending in a longitudinal direction between the input side and the output side to transfer torque along the transmission shaft. The rod comprises a first end provided at the input side, a second end provided at the output side and a torsional compliant section extending therebetween providing the transmission shaft with a torsional stiffness. The torsional compliant section comprises a cross-section which extends in the longitudinal direction to define a central core for transmitting torque directly from the first end to the second end and a radially outer section. This section also comprises a plurality ribs which extend radially and longitudinally from an outer periphery of the central core for increasing transverse stiffness of the rod.