2605results about "Aircraft stabilisation" patented technology

An unmanned aerial vehicle (UAV) for making partial deliveries of cargo provisions includes a UAV having one or more ducted fans and a structural interconnect connecting the one or more fans to a cargo pod. The cargo pod has an outer aerodynamic shell and one or more internal drive systems for modifying a relative position of one or more cargo provisions contained within the cargo pod. Control logic is configured to, after delivery of a partial portion of the cargo provisions contained within the cargo pod, vary a position of at least a portion of the remaining cargo provisions to maintain a substantially same center of gravity of the UAV relative to a center of gravity prior to delivery of the partial portion. Other center of gravity compensation mechanisms may also be controlled by the control logic to aid in maintaining the center of gravity of the UAV.

A method of manufacturing a monolithic composite wing without using mechanical fasteners is described. The process begins with the formation of a center wing box in combination with a pair of spars, riblets and a pair of skin-molds including the wrapping and binding of the box by means of resin impregnated composite tapes. Next, additional cells are adjoined contiguously on either side of the current framework and an overlap wrapping and bonding process is continued around the current framework. The overlap wrapping and binding procedure provides increased torsion stiffness and reduced structural weight. All cells up to the leading and trailing edges will be included in the assembly process. Conduits to convey fuel, hydraulic fluid and electrical wiring will also be installed in designated cells. Finally, the completed wing will be cured in an autoclave under uniform pressure and temperature.

An advanced internal combustion-electric hybrid airplane, having at least double the flight range and flight duration than a conventional equivalent airplane, while using the same amount of any desirable fuel. This is achieved by using 2-3× smaller and ultra-lightweight engine for cruising, and ultra-lightweight electric motor powered by lithium batteries during take-off and climbing. The electric motor becomes a generator during cruising and descent, recharging said batteries. The airplane has also temporary silent electric stealth capability and added safety by the electric back-up power. Due to its high efficiency, the operational cost is substantially reduced. Additional features include highly advanced, minimum drag and weight airframe.

A vertical take-off and landing aircraft includes a fuselage, a left wing, a right wing, at least one forward thruster, a horizontal stabilizer and a vertical stabilizer. The left and right wings extend from substantially a middle of the fuselage on left and right sides, respectively. The at least one forward thruster is preferably mounted to the fuselage, substantially behind the left and right wings. The horizontal stabilizer extends from a rear of the fuselage. The vertical stabilizer extends from a top of the fuselage at a rear thereof. At least two left lift rotors are retained in the left wing and at least two right lift rotors are retained in the right wing. A second embodiment of the VTOL aircraft includes a fuselage truncated behind the left and right wings with a twin tail empennage.

The invention relates to an aircraft which can both take off and land vertically and can hover and also fly horizontally at a high cruising speed. The aircraft has a support structure, a wing structure, at least three and preferably at least four lifting rotors and at least one thrust drive. The wing structure is designed to generate a lifting force for the aircraft during horizontal motion. To achieve this the wing structure has at least one mainplane provided with a profile that generates dynamic lift. The wing structure is preferably designed as a tandem wing structure. Each of the lifting rotors is fixed to the support structure, has a propeller and is designed to generate a lifting force for the aircraft by means of a rotation of the propeller, said force acting in a vertical direction. The thrust drive is designed to generate a thrust force on the support structure, said force acting in a horizontal direction. The lifting rotors can have a simple construction, i.e. they can have a simple rigid propeller for example, and a vertical take-off or hovering of the aircraft can be controlled, in a similar manner to quadcopters, by a simple control of the speeds of the lifting rotors. High cruising speeds can be achieved as a result of the additional horizontally acting thrust drive.

This patent provides for a method and apparatus for mitigating the formation of concentrated wake vortex structures generated from lifting or thrust-generating bodies and maneuvering control surfaces wherein the use of contour surface geometries promotes vortex-mixing of high and low flow fluids. The method and apparatus can be combined with various drag reduction techniques, such as the use of riblets of various types and / or compliant surfaces (passive and active). Such combinations form unique structures for various fluid dynamic control applications to suppress transiently growing forms of boundary layer disturbances in a manner that significantly improves performance and has improved control dynamics.

An unmanned air vehicle (“UAV”) apparatus is configured to have a body and a body-conformal wing. The body-conformal wing is configured to variably sweep from a closed position to a fully deployed position. In the closed position, the body-conformal wing span is aligned with the body axis and in the fully deployed position the body-conformal wing span is perpendicular to the axial direction of the body. Delivery of the UAV comprises the steps of: positioning the span of a body conformal wing in alignment with the axis of the body of the UAV; initiating the flight of the UAV; and adjusting the sweep angle of the body-conformal wing as a function of the current speed, altitude, or attack angle of the UAV, with the adjustment starting at a 0 degree position and varying between a closed position and a fully deployed position. The UAV also has a control mechanism configured to variably adjust the sweep of the body-conformal wing to achieve a high lift over drag ratio through out the flight path of the UAV.

A flight guidance system providing perspective flight guidance symbology using positioning and terrain information provides increased pilot situational awareness of the pilot's aircraft. The guidance system uses a positioning system and a detailed mapping system to provide a perspective display for use in an aircraft. A precision pathway flight guidance (PFG) symbology set is thereby displayed on a pilot display. The PFG symbology set includes broken line symbols representing an open tunnel and providing flow field data, a half-bracket symbol to indicate that the aircraft is no longer in the open tunnel represented by the broken line symbols and a quickened flight path vector (QFPV) symbol to provide the pilot with predictive flight path information. A flight director system and tunnel generator component provide for updating the displayed PDFG symbology set based upon current aircraft conditions (e.g., aircraft position) and stored flight path information.

A subsonic aircraft having backswept lifting wings is equipped with individually rotatable winglets at the wing tips thereof, in order to reduce drag during cruise flight, to minimize the dangers posed by wing tip vortices to following aircraft during take-off and landing, and to minimize the total wingspan during ground operations, with respective different positions of the winglets. A streamline-shaped rotation body made up of at least two individually rotatably supported rotation segments is mounted on the wing tip of each lifting wing. A respective winglet is mounted on each respective rotation segment. Each rotation segment with its associated winglet is individually rotatable about a rotation axis of the rotation body extending substantially parallel to the aircraft lengthwise axis. Thereby, each winglet is individually pivotable to any selected pivot angle relative to a horizontal plane extending through the rotation axis. Each winglet and its associated rotation segment is rotatable through an angular range between maximum end limits of at least +90° (vertically upward) and at least -90° (vertically downward) relative to the horizontal plane.

A single dielectric barrier aerodynamic plasma actuator apparatus based on the dielectric barrier discharge phenomenon is disclosed and suggested for application to aerodynamic uses for drag reduction, stall elimination and airfoil efficiency improvement. In the plasma actuator apparatus non-uniform in time and space, partially ionized gasses are generated by one or more electrode pairs each having one electrically encapsulated electrode and one air stream exposed electrode and energization by a high-voltage alternating current waveform. The influence of electrical waveform variation, electrode polarity, electrode size and electrode shape on the achieved plasma are considered along with theoretical verification of achieved results. Light output, generated thrust, ionizing current waveform and magnitude and other variables are considered. Misconceptions prevailing in the present day plasma generation art are addressed and are believed-to-be corrected. The influence of electrostatic shielding effects of the developed plasma on the applied electric field are also considered.

A vertical takeoff and landing aircraft having at least three wings and at least six propulsion units, each of which are located radially from two adjacent propulsion units, by equal or substantially equal angles. The at least six propulsion units together being located symmetrically, or at substantially symmetric positions, about the approximate center of gravity of the aircraft, when viewed from above. A vertical stabilizer may or may not be employed. If no vertical stabilizer is employed, yaw control during horizontal flight may be achieved through differential thrust using the at least six propulsion units. Yaw control during vertical flight may be provided by a plurality of yaw control panels. Absent yaw control panels, yaw control during vertical flight may be provided using differential propulsion unit tilt angles.

A composite material-stiffened panel has a skin obtained by molding a fiber-reinforced resin composite material into a flat skin, stiffeners arranged in rows on one surface of the skin, and a fiber-reinforced resin-composite material stitched on the skin covering the stiffeners. The composite material-stiffened panel can be manufactured as follows: A first fabric material is placed on a tool having a panel-shaped surface. Stiffeners are placed on the first fabric materials. A second fabric material is placed on the stiffeners to cover at least some of the stiffeners. The second fabric materials are reformed to match the shape of the stiffeners. The reformed second fabric material is stitched on the first fabric material along edges of the stiffeners. All the materials are covered with a bagging film for vacuum. Resin is infiltrated into the fabric materials by a RTM or a RFI method. The infiltrated resin is heated to be hardened.

A drive station includes two drives connected via drive transmissions to one or more flaps or slats of a flap / slat group. The drives may be mechanically coupled to a rotational shaft, with a shaft brake arranged thereon. Guide transmissions are connected to the shaft and to respective flaps or slats of the flap / slat group. Alternatively, the two drives are not mechanically coupled, but are merely electrically or electronically synchronized. Each flap / slat group can be actuated individually and independently of the other groups by actuation commands provided by a central control unit connected to the drives and to a flight controller. Position sensors provide actual position feedback. Each flap / slat is driven by two transmissions, namely two drive transmissions, or two guide transmissions, or one drive transmission and one guide transmission. A redundant drive path is ensured if a component fails.

An automatic takeoff thrust management system can be used in an aircraft with at least two engines. The management system comprises an aircraft status sensor or set of sensors capable of detecting establishment of takeoff climb conditions, and engine failure detectors respectively coupled to the at least two engines and capable of detecting engine failure. The management system further comprises thrust control modules respectively coupled to the at least two engines and capable of controlling the thrust of the engines, and a controller coupled to the aircraft status sensors, the engine failure detectors, and the thrust control modules. The controller reduces thrust by a selected amount upon detecting establishment of takeoff climb conditions and, if engine failure is detected, restoring thrust to an initial or a higher schedule.

A stiffened skin panel of an aircraft that includes an aircraft skin panel of composite material and a composite stringer consolidated with the aircraft skin panel. The stringer has a pair of stringer sides, each extending from a stringer top to a stringer leg. The stringer sides may each extend through a wide radius, smooth continuous curve to a stringer leg. The wide radius, smooth continuous curve may be proximate the base of the stringer side in a region where the stringer side transitions to the stringer leg.

A supersonic aircraft comprises a wing, a fuselage, a plurality of fuel tanks contained within the wing and / or fuselage, and a fuel transfer system communicatively coupled to the plurality of fuel tanks and capable of transferring fuel among the plurality of fuel tanks. The aircraft further comprises at least one sensor capable of indicating a flight parameter and a controller. The controller is coupled to the one or more sensors and to the fuel transfer system. The controller can transfer fuel among the plurality of fuel tanks and adjust the aircraft center of gravity to reduce trim drag and increase aircraft range.

Systems, methods, and devices are provided that combine an advance vehicle configuration, such as an advanced aircraft configuration, with the infusion of electric propulsion, thereby enabling a four times increase in range and endurance while maintaining a full vertical takeoff and landing (“VTOL”) and hover capability for the vehicle. Embodiments may provide vehicles with both VTOL and cruise efficient capabilities without the use of ground infrastructure. An embodiment vehicle may comprise a wing configured to tilt through a range of motion, a first series of electric motors coupled to the wing and each configured to drive an associated wing propeller, a tail configured to tilt through the range of motion, a second series of electric motors coupled to the tail and each configured to drive an associated tail propeller, and an electric propulsion system connected to the first series of electric motors and the second series of electric motors.

A hybrid propulsion aircraft is described having a distributed electric propulsion system. The distributed electric propulsion system includes a turbo shaft engine that drives one or more generators through a gearbox. The generator provides AC power to a plurality of ducted fans (each being driven by an electric motor). The ducted fans may be integrated with the hybrid propulsion aircraft's wings. The wings can be pivotally attached to the fuselage, thereby allowing for vertical take-off and landing. The design of the hybrid propulsion aircraft mitigates undesirable transient behavior traditionally encountered during a transition from vertical flight to horizontal flight. Moreover, the hybrid propulsion aircraft offers a fast, constant-altitude transition, without requiring a climb or dive to transition. It also offers increased efficiency in both hover and forward flight versus other VTOL aircraft and a higher forward max speed than traditional rotorcraft.

A system for power generation comprises a wing, a turbine, a tether, and a tether tension sensor. The wing is for generating lift. The turbine is coupled to the wing and is used for generating power from rotation of a propeller or for generating thrust using the propeller. One end of the tether is coupled to the wing. The tether tension sensor is for determining a tension of the tether.

A wing load alleviation system and method for alleviating the lift-inducing structural-bending force (i.e., moment) experienced by each of the wings of an aircraft. The apparatus includes a deployable panel and an actuator mounted in each wing. The actuators are responsive to a command generator. The actuator is mounted inside the wing and the panel is mounted flush with an outer surface of its respective wing. Each panel can be moved between a retracted position, where it has no affect on airflow moving over the wing, to a deployed position in which it deflects air off of the wing. Each panel is preferably located at a span-wise location at least about halfway along the length of the wing toward the wing tip, and more preferably at least in part outboardly of the outboard-most trailing edge device in the wing. The apparatus effectively shifts the lift-inducing structural-bending forces experienced by the wing more inboard towards the fuselage.

Integrally stiffened and formed, load carrying structures comprising a plurality of elongated thin-walled tubes placed co-extensively in a complementary side-by-side fashion which together form a hollow structure having a desired external contour. Integral skins forming the external and internal surfaces of the structure cooperatively therewith. The structure can be formed with an underlying internal support member spanning the interior of the load carrying structure, thereby connecting opposite sides of the structure together. Also, each of the tubes are wound with fibers in controlled orientations generally paralleling the direction of the loads applied to the tubes to optimize the strength to weight ratio of the tubes.

A method and apparatus for manufacturing wings includes a fixture that holds wing panels for drilling and edge trimming by accurate numerically controlled machine tools using original numerical part definition records, utilizing spatial relationships between key features of detail parts or subassemblies as represented by coordination features machined into the parts and subassemblies, thereby making the parts and subassemblies intrinsically determinant of the dimensions and contour of the wing. Spars are attached to the wing panel using the coordination holes to locate the spars accurately on the panel in accordance with the original engineering design, and in-spar ribs are attached to rib posts on the spar using accurately drilled coordination holes in the ends of the rib and in the rib post. The wing contour is determined by the configuration of the spars and ribs rather than by any conventional hard tooling which determines the wing contour in conventional processes.

A load carrying structure having a selectively rigid or flexible characteristic includes a thermoplastic material (7) having a softening temperature above the operating temperature range of the load carrying structure, and a heating arrangement (8) provided to selectively heat the thermoplastic material to above its softening temperature. During normal operation, the thermoplastic material is in a rigid state and the overall load carrying structure is rigid to the prevailing loads. By activating the heating arrangement to heat the thermoplastic material to at least its softening temperature, the thermoplastic material and therewith the load carrying structure becomes flexible so that it may be deformed to a different configuration by applying a deforming load. Once the desired deformed configuration is achieved, the heating arrangement is deactivated, and the thermoplastic material is allowed to cool below its softening temperature so that it once again becomes rigid and rigidly fixes the new deformed configuration. The deforming force may be applied by any actuating mechanism, or for example by arranging shape memory alloys in connection with the thermoplastic material.

A vertical take-off and landing (VTOL) aircraft according to an aspect of the present invention comprises a fuselage, an empennage having an all-moving horizontal stabilizer located at a tail end of the fuselage, a wing having the fuselage positioned approximately halfway between the distal ends of the wing, wherein the wing is configured to transform between a substantially straight wing configuration and a canted wing configuration using a canted hinge located on each side of the fuselage. The VTOL aircraft may further includes one or more retractable pogo supports, wherein a retractable pogo support is configured to deploy from each of the wing's distal ends.

Systems, methods, and devices provide a vehicle, such as an aircraft, with rotors configured to function as a tri-copter for vertical takeoff and landing (“VTOL”) and a fixed-wing vehicle for forward flight. One rotor may be mounted at a front of the vehicle fuselage on a hinged structure controlled by an actuator to tilt from horizontal to vertical positions. Two additional rotors may be mounted on the horizontal surface of the vehicle tail structure with rotor axes oriented vertically to the fuselage. For forward flight of the vehicle, the front rotor may be rotated down such that the front rotor axis may be oriented horizontally along the fuselage and the front rotor may act as a propeller. For vertical flight, the front rotor may be rotated up such that the front rotor axis may be oriented vertically to the fuselage, while the tail rotors may be activated.

A miniature, unmanned aircraft for acquiring and / or transmitting data, capable of automatically maintaining desired airframe stability while operating by remote directional commands. The aircraft comprises a fuselage and a wing, a piston engine and propeller, a fuel supply, at least one data sensor and / or radio transceiver, a microprocessor disposed to manage flight, a radio transceiver for receiving remotely generated flight direction commands, a GPS receiver, a plurality of control surfaces and associated servomechanisms, for controlling flight stabilization and direction, roll, pitch, yaw, velocity, and altitude sensors. The microprocessor uses roll, pitch, yaw, and altitude data to control attitude and altitude of the aircraft automatically, but controls flight direction solely based on external commands. The aircraft does not exceed fifty-five pounds.

A totally integrated system for automatic formation flight control of multiple vehicles not limited to aircraft, helicopters, or space platforms. For instance, the system may be used to control any number of aircraft in a pre-determined flight formation and provide “positive” identification, control and discrete communications between any number of vehicles. Thus the invention prevents mid-air collisions between vehicles in formation flight. The system generally includes a processor located on the vehicles to enable communications, unique position computations and control messaging between any number of aircraft in formation flight, a communications transceiver located on the vehicle that provides discrete communication links to any number of aircraft in formation flight an autopilot and a display. The processor may take into consideration velocity, direction, winds aloft, wing tip clearance of any number of vehicles. On aircraft, the system will display the current formation and vehicles relative position under control by this invention. The system may be overridden in flight.

A helicopter rotor blade includes a main airfoil body (12) and a movable control flap (3) incorporated in the trailing edge profile of the airfoil body. The flap (3) is movably connected to the main airfoil body (12) by a flexibly bendable junction element (4), and is actuated by a piezoelectric actuator unit (5) via a push / pull rod (6) and a lever arm (7), whereby the control flap is deflected relative to the main airfoil body. The junction element (4) is preferably a continuous integral fiber-reinforced composite component having a flexible bending portion (42) with a reduced thickness in comparison to the adjoining portions, whereby the reinforcing fibers extend continuously through the joint in the direction of the connection between the main airfoil body and the flap.