WO2003081554A1 - Method and apparatus for tactile cueing of aircraft controls - Google Patents
Method and apparatus for tactile cueing of aircraft controls Download PDFInfo
- Publication number
- WO2003081554A1 WO2003081554A1 PCT/US2003/008998 US0308998W WO03081554A1 WO 2003081554 A1 WO2003081554 A1 WO 2003081554A1 US 0308998 W US0308998 W US 0308998W WO 03081554 A1 WO03081554 A1 WO 03081554A1
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- WIPO (PCT)
- Prior art keywords
- tactile
- cueing
- aircraft
- control mechanism
- stepper motor
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- 238000000034 method Methods 0.000 title claims abstract description 24
- 230000033001 locomotion Effects 0.000 claims abstract description 13
- RZVHIXYEVGDQDX-UHFFFAOYSA-N 9,10-anthraquinone Chemical compound C1=CC=C2C(=O)C3=CC=CC=C3C(=O)C2=C1 RZVHIXYEVGDQDX-UHFFFAOYSA-N 0.000 claims description 12
- 238000012545 processing Methods 0.000 claims description 7
- 238000012544 monitoring process Methods 0.000 claims description 6
- 230000036541 health Effects 0.000 claims description 4
- 230000008859 change Effects 0.000 description 8
- 230000009471 action Effects 0.000 description 5
- 238000013528 artificial neural network Methods 0.000 description 4
- 230000008901 benefit Effects 0.000 description 4
- 238000004364 calculation method Methods 0.000 description 4
- 238000001914 filtration Methods 0.000 description 4
- 238000012360 testing method Methods 0.000 description 4
- 238000013459 approach Methods 0.000 description 3
- 230000014509 gene expression Effects 0.000 description 3
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C27/00—Rotorcraft; Rotors peculiar thereto
- B64C27/54—Mechanisms for controlling blade adjustment or movement relative to rotor head, e.g. lag-lead movement
- B64C27/56—Mechanisms for controlling blade adjustment or movement relative to rotor head, e.g. lag-lead movement characterised by the control initiating means, e.g. manually actuated
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C13/00—Control systems or transmitting systems for actuating flying-control surfaces, lift-increasing flaps, air brakes, or spoilers
- B64C13/24—Transmitting means
- B64C13/26—Transmitting means without power amplification or where power amplification is irrelevant
- B64C13/28—Transmitting means without power amplification or where power amplification is irrelevant mechanical
- B64C13/345—Transmitting means without power amplification or where power amplification is irrelevant mechanical with artificial feel
Definitions
- the present invention relates to aircraft control systems.
- the present invention relates to tactile cueing of aircraft control systems.
- a tactile cue that shakes the control is provided.
- the tactile cue is only a classifier, i.e., either the pilot is violating a limit, or he is not. There is no "leading" information or forewarning.
- These methods are typically the most easy to implement, but they do not provide any information regarding the degree of limit exceedance.
- FDR Flight Data Recorder
- HUMS Health and Usage Monitoring Systems
- These objects are achieved by providing a simple and cost effective mechanical spring and electric motor system that generates the desired tactile force cueing to the aircraft control system.
- the method and apparatus for tactile cueing of aircraft controls according to the present invention comprises a parameter prediction and a "soft-stop" tactile cue.
- the parameter prediction uses a computer, associated software, and sensors of control position, engine parameters, and rotor performance to predict a future value of certain parameters based upon current values.
- Any number of algorithms can be applied to the prediction problem, including, but not limited to, Kalman filtering, extended Kalman filtering, linear prediction, trending, multi-variable surface fits of measured data, simple analytical expressions, artificial neural networks, and fuzzy logic.
- Some of the sensors measure current values of air data, such as airspeed and rate of descent.
- Other sensors measure performance parameters, such as engine torque, exhaust gas temperature, and rotor speed.
- Still other sensors measure pilot inputs through control displacement and rate information. All of this sensed data is sent to the aircraft's flight control computers to prepare the data for analysis.
- the parameter prediction is made of a future value of the desired performance parameters. This predicted value is then passed to a soft-stop cueing algorithm.
- the soft-stop algorithm is a "floating ground” algorithm that does not require additional sensed positions of either side of the spring cartridge. This reduces the cost of the system and increases reliability by reducing complexity.
- the use of a stepper motor combines braking capability and precise position control of the "floating ground" side of the spring cartridge without the requirement of additional sensors.
- the soft-stop tactile cue is achieved by use of a force gradient spring cartridge placed in parallel with an existing control linkage. One end of the spring cartridge is attached to the existing control linkage, and the other end of the spring cartridge is attached to an actuator arm of a stepper motor. A microswitch is placed in-line with the spring cartridge to prevent inadvertent stick motion when the predicted torque drops below the limit torque and the stepper motor is ready to return to a free-wheeling mode. Furthermore, a stick shaker can be attached to the collective stick to provide an additional tactile cue.
- the existing control linkage drives one end of the spring cartridge.
- the stepper motor shaft is free to move in either direction as dictated by forces applied to the actuator arm.
- the forces applied to the actuator arm are those transmitted by the spring cartridge and are due to the motion of the collective.
- the actual and predicted values of torque are below the torque limit.
- the software directs these activities.
- an engage flag for the stepper motor is set true, making the stepper motor act like a magnetic brake.
- the microswitch shows its true state indicating that the spring cartridge is in tension.
- the spring cartridge then supplies a resistive force consisting of a breakout force and an increasing force proportional to the amount of exceedance.
- the microswitch changes to its false state causing the stepper motor to revert to freewheeling mode, thereby removing any resistance to corrective action.
- the engage flag changes to true, the current location of the collective is recorded and serves as an initial value for both the actual location and the commanded location of the collective stick.
- a collective limit position (CLIP) is calculated. This calculation determines where the collective should be so that the torque will just equal the limit at the future time, referred to as the prediction horizon.
- the CLIP is measured relative to the current location of the collective position, so only a change or delta needs to be calculated. The calculation itself comes from the amount the torque exceeds the limit multiplied by the gain relating inches of collective stick to change in torque.
- the CLIP is then added to the commanded location for the collective step.
- a step command is issued to the stepper motor. If the commanded location is below the actual location, a "down” step is issued. If the commanded location is above the actual location, an “up” step is issued. Coincident commanded and actual location issues a "zero” step. The stepper motor then moves one end of the spring cartridge accordingly. If the pilot maintains just the breakout force on the collective, the stepper motor actually drives the pilot's hand to track exactly the torque limit. If the pilot maintains the collective in one position, he feels the force modulate according to the degree of exceedance.
- the stick shaker is activated.
- stepper motor engagement and direction involves a truth table that uses values of torque exceedance, current and previous stepper motor engagement, and state of the microswitch.
- An important aspect of the present invention is the fact that the corrective action by the pilot for torque exceedance, rotor droop, and exhaust gas temperature is to push the collective down.
- the system need only determine if any exceedance exists individually. If so, the system starts the cueing process, then calculates the CLIP for each parameter that is exceeding its limit, and uses the most conservative answer.
- the limits are not constants, but are instead functions of airspeed and other parameters.
- the torque limit changes in step fashion at a certain speed, for example V q .
- the limit value is slowly changed as a function of airspeed proximity to V q , and the rate at which the airspeed approaches V q .
- the present invention provides many significant benefits and advantages, including: (1) the use of electro-hydraulic actuators for inducing control force feel is avoided, resulting in less complexity, more reliability, and lower costs for maintenance and repair; (2) the tactile cueing stimulates a sense that is not already saturated, thereby requiring significantly reduced cognitive effort; (3) an algorithm that continuously updates the limit position of all parameters over which the collective has significant influence is used; (4) pilot intent is not interfered with, so that if a pilot wants to pull through the cue, this system will resist, but not stop that action; (5) the system employs a crisp, unambiguous cue with an optional shaking cue, as opposed to a shaking cue alone; (6) the crisp tactile cues permit more accurate tracking of the limit than do shaking cues; (7) inadvertent over-torque events can be eliminated, while reducing pilot workload; (8) helicopter operational safety is improved by reducing pilot workload associated with avoiding certain operational parameter exceedances during demanding maneuvers; (9) more than one limit can be cued by the collective stick,
- Figure 1 is a perspective view of an aircraft having a tactile cueing system according to the present invention.
- Figure 2 is a simplified schematic of the tactile cueing system for aircraft controls according to the present invention.
- Figure 3 is an exemplary configuration of the simplified representation of the tactile cueing system according to the present invention.
- Figure 4 is a detailed schematic of the tactile cueing system according to the present invention.
- Figure 5 is a table of flight data parameters used by the tactile cueing system according to the present invention.
- the method and apparatus of the present invention uses tactile feedback to cue a pilot of impending exceedance of one or more operational parameters of an aircraft.
- the present invention enables the pilot to maintain "eyes-out-the-window" references during high-workload maneuvering tasks.
- the present invention is described with regard to a helicopter and HUMS parameters, it should be understood that the present invention is not limited to such applications, but may be used as an independent system on any rotorcraft or other aircraft, with or without a
- the cueing required for closed-loop torque management must be timely and unambiguous. Simply introducing a soft-stop at the static collective position where an exceedance is first expected to occur is insufficient due to the false relief cues that may result. For example, if the collective is lowered to relieve the force cue, the aircraft could still be in an exceedance condition due to the application of other control inputs. In other situations, the cueing must be able to adapt to airspeed dependent limits on torque.
- Aircraft 10 includes a fuselage 12, a drive means 18, and a main rotor
- main rotor 14 Torque imparted to fuselage 12 by main rotor 14 is counter-acted by a tail rotor assembly 16 mounted on a tail portion 22 of fuselage 12.
- Main rotor 14 and tail rotor assembly 16 are powered by drive means 18 under the control of a pilot in a cockpit 20.
- Tactile cueing system 11 includes a force gradient spring cartridge 13 placed in parallel with an existing control linkage 15. One end of spring cartridge 13 is coupled to existing control linkage 15, and the other end of spring cartridge 13 is coupled to an actuator arm 17 of an electric stepper motor 19. Control linkage 15 is coupled to a collective 21 via a mixing lever 23.
- a switching means, or microswitch 25, is operably associated with spring cartridge 13, preferably by being disposed in-line with spring cartridge 13, to prevent inadvertent motion of collective 21 when the predicted torque drops below the limit torque and stepper motor 19 is ready to return to a free-wheeling mode.
- a position transducer 27 is operably associated with control linkage 15 to provide position data for control linkage 15.
- a stick shaker 29 may be optionally attached to collective 21 to provide an additional tactile cue. As is shown, stepper motor 19, microswitch 25, position transducer 27, and stick shaker 29 are all coupled to a system computer 31.
- FIG. 3 one exemplary configuration of the simplified representation of tactile cueing system 11 of Figure 2 is illustrated.
- spring cartridge 13, control linkage 15, stepper motor 19, mixing lever 23, and microswitch 25 are disposed beneath the cabin floor of aircraft 10.
- tactile cueing system 11 is shown in a more detailed schematic.
- Figure 4 illustrates the inter-relation of tactile cueing system 11 to other control systems of aircraft 10.
- Tactile cueing system 11 is controlled by a collective cueing processor (CCP) 51 that is powered by aircraft 10.
- CCP 51 is preferably based on the HUMS Processor Module (HPM) available from Smiths Aerospace Electronic Systems. If aircraft 10 does not include a HUMS, then CCP 51 may comprise a stand alone unit.
- CCP 51 may be performed by a flight control computer 59, provided aircraft 10 includes such a flight control computer 59, and that flight control computer 59 has sufficient computing capacity to perform the processing functions of CCP 51.
- CCP 51 may also be a stand alone unit in applications in which aircraft 10 includes a HUMS.
- the HPM is preferably a 603e PowerPC processor based system with serial and discrete input/output capability. As well as having specialized avionics interface devices, the HPM is also fitted with four universal asynchronous receiver/transmitter
- Interface card 55 is used to enable CCP 51 to generate discrete output signals to drive the cueing devices. Interface card 55 inverts the signals to ensure that if power is removed from CCP 51, stepper motor 19 is allowed to free wheel, stick shaker 29 and the over-torque indicator are disabled, and failure warning indicator 53 is illuminated.
- CCP 51 uses flight data information from a data acquisition system of aircraft 10 to identify the aircraft flight condition and predict the torque level. When the torque is predicted to exceed the transmission limit, a cue is provided.
- the cue can be generated in a number of forms, including collective force cueing, a stick shaker, voice warning, or visual warning.
- control linkage 15 drives one end of spring cartridge 13.
- the shaft of stepper motor 19 is free to move in either direction as dictated by forces applied to actuator arm 17.
- the forces applied to actuator arm 17 are those transmitted by spring cartridge 13 and are due to the motion of collective 21.
- the actual and predicted values of engine torque are below the torque limit.
- the system computer 31 directs these activities.
- stepper motor 19 an engage flag for stepper motor 19 is set true, making stepper motor 19 act like a magnetic brake.
- microswitch 25 shows its true state indicating that spring cartridge 13 is in tension. Spring cartridge 13 then supplies a resistive force consisting of a breakout force and an increasing force proportional to the amount of exceedance.
- microswitch 25 changes to its false state causing stepper motor 19 to revert to free-wheeling mode, thereby removing any resistance to corrective action.
- the engage flag changes to true, the current location of collective 21 is recorded and serves as an initial value for both the actual location and the commanded location of collective 21.
- a collective limit position (CLIP) is calculated. This calculation determines where collective 21 should be so that the torque will just equal the limit at the future time, referred to as the prediction horizon.
- the CLIP is measured relative to the current location of the collective position, so only a change or delta needs to be calculated. The calculation itself comes from the amount the torque exceeds the limit multiplied by the gain relating inches of collective stick to change in torque.
- the CLIP is then added to the commanded location for the collective step.
- step command is issued to stepper motor 19. If the commanded location is below the actual location, a "down” step is issued. If the commanded location is above the actual location, an “up” step is issued. Coincident commanded and actual location issues a "zero” step. Stepper motor 19 then moves one end of spring cartridge 13 accordingly. If the pilot maintains just the breakout force on collective 21 , stepper motor 19 actually drives the pilot's hand to track exactly the torque limit. If the pilot maintains collective 21 in one position, he feels the force modulate according to the degree of exceedance. Stepper motor 19, coupled with the spring cartridge 13, applies the required cueing force. In normal operations, below the torque limit, stepper motor 19 is designed to free wheel and spring cartridge 13 does not apply force to collective 21. If a torque exceedance is predicted, stepper motor 19 is engaged and an immediate collective force cue is transmitted to the pilot.
- the force cue preferably consists of an
- stepper motor engagement and direction involves a truth table that uses values of torque exceedance, current and previous stepper motor engagement, and state of the microswitch.
- an important aspect of the present invention is the fact that the corrective action by the pilot for torque exceedance, rotor droop, and exhaust gas temperature is to push collective 21 down.
- the system need only determine if any exceedance exists individually. If so, tactile cueing system 11 starts the cueing process, then calculates the CLIP for each parameter that is exceeding its limit, and uses the most conservative answer.
- the limits are not constants, but are instead functions of airspeed and other parameters.
- the torque limit changes in step fashion at a certain speed, for example V q .
- the limit value is slowly changed as a function of airspeed proximity to V q , and the rate at which the airspeed approaches V q .
- Flight control computers 59 provide flight data to control software residing on
- CCP 51 which sends applicable tactile cues to the pilot.
- the control software uses current control positions and aircraft flight parameters from flight control computers 59 to perform a neural network based prediction of future mast torque. A prediction using the collective rate is also possible to compensate for aggressive collective inputs.
- CCP 51 controls the engagement and position of stepper motor 19.
- tactile cueing system 11 uses flight data available from a typical HUMS system to provide the required input for tactile cueing.
- a major cost driver for a typical FDR or HUMS installation involves the acquisition of flight data from the predominately analogue transducers found on civil rotorcraft, and the processors required to implement HUMS applications. This means that the addition of tactile cueing system 11 on an aircraft already equipped with HUMS can be achieved at minimum additional cost.
- FIG. 5 a table of flight data parameters is illustrated.
- Three separate polynomial neural networks (PNN) predict the torque simultaneously. These predictions are compared to the current torque, and a final weighted average for future torque is produced.
- the preferred PNNs were developed using the group method of data handling (GMDH) algorithm.
- GMDH group method of data handling
- a major feature of the GMDH algorithm is that it produces deterministic algebraic expressions suitable for meeting software certification requirements.
- Each PNN uses an independent set of flight data parameters from aircraft 10.
- the parameters are preferably grouped into the following categories: airframe, engine and pilot.
- the algorithm package has been written such that a different set of PNNs can be used depending on the current aircraft flight condition. Two exemplary flight conditions are: (1 ) above 40 knots; and (2) below 40 knots.
- tactile cueing system 11 comprises a parameter prediction and a "soft-stop" tactile cue.
- the parameter prediction uses a computer, associated software, and sensors of control position, engine parameters, and rotor performance to predict a future value of certain parameters based upon current values. Any number of algorithms can be applied to the prediction problem, including, but not limited to, Kalman filtering, extended Kalman filtering, linear prediction, trending, multi-variable surface fits of measured data, simple analytical expressions, artificial neural networks, and fuzzy logic.
- Some of the sensors measure current values of air data, such as airspeed and rate of descent.
- Other sensors measure performance parameters, such as engine torque, exhaust gas temperature, and rotor speed.
- Still other sensors measure pilot inputs through control displacement and rate information. All of this sensed data is sent to the aircraft's flight control computers to prepare the data for analysis.
- the parameter prediction is made of a future value of the desired performance parameters.
- This predicted value is then passed to a soft-stop cueing algorithm.
- the soft-stop algorithm is a "floating ground” algorithm. This means that a fixed reference point for the position of spring cartridge 13 is not necessary. By utilizing this floating ground algorithm, additional sensors to detect the positions of either side of spring cartridge 13 are not necessary. This reduces the cost of the system and increases reliability by reducing complexity.
- the use of stepper motor 19 combines braking capability and precise position control of the floating ground side of spring cartridge 13 without the requirement of additional sensors.
- the cueing algorithm functions as an inverse model.
- the maximum of the predicted torque and the measured torque is known as the test torque.
- the test torque is compared to the torque limit, which varies with flight condition. If the test torque rises above the torque limit, the motor engages, establishing the ground for spring cartridge 13. The pilot will feel the breakout force, and an increasing gradient force with continued upward movement of collective 21.
- determination of the test torque value is an ongoing process, and commands to actuate stepper motor 19 are continuously computed in order to drive the cue to correspond with the limit collective position. If the pilot lowers collective 21, decreasing the torque, stepper motor 19 is disengaged and becomes freewheeling. The inertia of stepper motor 19 is small enough that no appreciable inertial resistance to collective motion is detected.
- the control algorithm also adapts to discontinuous torque limits within the helicopter flight envelope, using a ramp that is a function of the proximity and rate of approach to the discontinuity.
- Tactile cueing system 11 results in significant advantages in terms of system airworthiness considerations.
- tactile cueing system 11 is transparent to the pilot.
- the pilot can still apply any required collective input by pulling through the breakout and gradient force. This is a very intuitive reaction.
- stepper motor 19 makes the possibility of an actuator hard-over very improbable. In the event of a mechanical jam the pilot can still fly through spring cartridge 13 without objectionable collective forces.
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- Aviation & Aerospace Engineering (AREA)
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- Feedback Control In General (AREA)
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Priority Applications (5)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP03745181A EP1485892B1 (en) | 2002-03-21 | 2003-03-21 | Method and apparatus for tactile cueing of aircraft controls |
CA002478535A CA2478535C (en) | 2002-03-21 | 2003-03-21 | Method and apparatus for tactile cueing of aircraft controls |
AU2003225960A AU2003225960A1 (en) | 2002-03-21 | 2003-03-21 | Method and apparatus for tactile cueing of aircraft controls |
US10/508,303 US7098811B2 (en) | 2002-03-21 | 2003-03-21 | Method and apparatus for tactile cueing of aircraft controls |
BR0308594-5A BR0308594A (en) | 2002-03-21 | 2003-03-21 | Aircraft Controls Tactile Stimulation Method and Apparatus |
Applications Claiming Priority (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US36705902P | 2002-03-21 | 2002-03-21 | |
US60/367,059 | 2002-03-21 | ||
US38516402P | 2002-05-31 | 2002-05-31 | |
US60/385,164 | 2002-05-31 |
Publications (1)
Publication Number | Publication Date |
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WO2003081554A1 true WO2003081554A1 (en) | 2003-10-02 |
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ID=28457147
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
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PCT/US2003/008998 WO2003081554A1 (en) | 2002-03-21 | 2003-03-21 | Method and apparatus for tactile cueing of aircraft controls |
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Country | Link |
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US (1) | US7098811B2 (en) |
EP (1) | EP1485892B1 (en) |
AU (1) | AU2003225960A1 (en) |
BR (1) | BR0308594A (en) |
CA (1) | CA2478535C (en) |
WO (1) | WO2003081554A1 (en) |
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- 2003-03-21 CA CA002478535A patent/CA2478535C/en not_active Expired - Lifetime
- 2003-03-21 AU AU2003225960A patent/AU2003225960A1/en not_active Abandoned
- 2003-03-21 WO PCT/US2003/008998 patent/WO2003081554A1/en not_active Application Discontinuation
- 2003-03-21 BR BR0308594-5A patent/BR0308594A/en not_active Application Discontinuation
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Cited By (20)
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FR2868753A1 (en) * | 2004-04-12 | 2005-10-14 | Safe Flight Instrument | SYSTEM PROVIDING A TOUCH WARNING OF THE EXISTENCE OF EXCEEDING SAFETY PARAMETERS IN A HELICOPTER |
GB2413120A (en) * | 2004-04-12 | 2005-10-19 | Safe Flight Instrument | Helicopter tactile warning system |
US7262712B2 (en) | 2004-04-12 | 2007-08-28 | Safe Flight Instrument Corporation | Helicopter tactile exceedance warning system |
GB2413120B (en) * | 2004-04-12 | 2008-12-03 | Safe Flight Instrument | Helicopter tactile exceedance warning system |
EP1918196A1 (en) * | 2006-10-26 | 2008-05-07 | Honeywell International, Inc. | Pilot flight control stick haptic feedback system and method |
US7658349B2 (en) | 2006-10-26 | 2010-02-09 | Honeywell International Inc. | Pilot flight control stick haptic feedback system and method |
FR2959837A1 (en) * | 2010-05-07 | 2011-11-11 | Eurocopter France | SIMPLIFIED FLIGHT CONTROL SYSTEM HAVING A DEBRASABLE FRICTION DEVICE |
US8886370B2 (en) | 2010-05-07 | 2014-11-11 | Airbus Helicopters | Simplified flight control system including a declutchable friction device |
EP2384969A3 (en) * | 2010-05-07 | 2014-11-26 | Airbus Helicopters | Simplified flight-control system comprising a disconnectable friction device |
US9352824B2 (en) | 2014-01-23 | 2016-05-31 | Woodward Mpc, Inc. | Line replaceable, fly-by-wire control column and control wheel assemblies with a centrally connected line replaceable disconnect and autopilot assembly |
WO2015112699A1 (en) * | 2014-01-23 | 2015-07-30 | Woodward Mpc, Inc. | Line replaceable, fly-by-wire control column and control wheel assemblies with a centrally connected line replaceable disconnect and autopilot assembly |
GB2538201A (en) * | 2014-01-23 | 2016-11-09 | Woodward Mpc Inc | Line replaceable, fly-by-wire control column and control wheel assemblies with a centrally connected line replaceable disconnect and autopilot assembly |
GB2538201B (en) * | 2014-01-23 | 2020-05-27 | Woodward Mpc Inc | Line replaceable, fly-by-wire control column and control wheel assemblies |
EP3069990A1 (en) * | 2015-03-20 | 2016-09-21 | AIRBUS HELICOPTERS DEUTSCHLAND GmbH | An artificial force feel generating device for a vehicle control system of a vehicle and, in particular, of an aircraft |
KR101750538B1 (en) | 2015-03-20 | 2017-06-23 | 에어버스 헬리콥터스 도이칠란트 게엠베하 | An artificial force feel generating device for a vehicle control system of a vehicle and, in particular, of an aircraft |
US10556668B2 (en) | 2015-03-20 | 2020-02-11 | Airbus Helicopters Deutschland GmbH | Artificial force feel generating device for a vehicle control system of a vehicle and, in particular, of an aircraft |
US10802482B2 (en) | 2017-02-27 | 2020-10-13 | Textron Innovations Inc. | Reverse tactile cue for rotorcraft rotor overspeed protection |
US11599111B2 (en) | 2017-02-27 | 2023-03-07 | Textron Innovations Inc. | Reverse tactile cue for rotorcraft rotor overspeed protection |
US10940957B2 (en) | 2019-02-28 | 2021-03-09 | Airbus Helicopters | Haptic alert mechanism for alerting an aircraft pilot, and an aircraft |
US11618585B2 (en) | 2019-10-10 | 2023-04-04 | Ge Aviation Systems Limited | Integrated system for improved vehicle maintenance and safety |
Also Published As
Publication number | Publication date |
---|---|
AU2003225960A1 (en) | 2003-10-08 |
EP1485892A1 (en) | 2004-12-15 |
US20050151672A1 (en) | 2005-07-14 |
BR0308594A (en) | 2005-02-09 |
CA2478535A1 (en) | 2003-10-02 |
EP1485892A4 (en) | 2010-11-17 |
CA2478535C (en) | 2009-08-11 |
EP1485892B1 (en) | 2012-10-17 |
US7098811B2 (en) | 2006-08-29 |
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