A morphable support mechanism of the type disclosed here is suitable for use with various application, such as a retractable table, a deployable monitor mount, or an extendable partition or wall. A disclosed embodiment of the support mechanism includes a first flexible substrate, a first chain assembly, a second flexible substrate opposing the first flexible substrate, and a second chain assembly. The first chain assembly includes a plurality of first links coupled to the first flexible substrate and arranged in series. The second chain assembly includes a plurality of second links coupled to the second flexible substrate and arranged in series. The two chain assemblies interlock to be self-supporting when the morphable support mechanism is deployed.
A mechanically actuatable structural assembly includes first and second elastically deformable panels. Each panel includes a respective: leading edge region; trailing edge region opposing the leading edge region; first side edge region; and second side edge region opposing the first side edge region. The leading edge regions are coupled together to form a joined leading edge, and the trailing edge regions are coupled together to form a joined trailing edge. The side edge regions are not directly attached to each other. The structural assembly also includes means for applying a compressive axial load to the joined leading and trailing edges. The load causes the first and second panels to adaptively buckle into respective loaded shapes. Removal of the load causes the first and second panels to return to their relaxed shapes.
Disclosed here are an aircraft, a system, and methods of processing video content displayed onboard an aircraft during flight. A disclosed embodiment of the method obtains position data corresponding to current geographical position of the aircraft, attitude data corresponding to current attitude of the aircraft, and video data for a live video feed corresponding to a view of an environment external to the aircraft. The received video data is processed into augmented video output data, based on the position data, the attitude data, and geospatial data related to at least some geographical features in the view of the environment. Augmented video content is presented on a display device onboard the aircraft, wherein the augmented video content corresponds to the augmented video output data.
A system and related methodology for inflicting structural impact damage to an article are disclosed. Certain embodiments of the system include: a main support body; a guide tube having a lower end region couplable to the main support body, and having a hollow interior passageway; an adjustable weight assembly receivable and moveable within the hollow interior passageway; an impact tip receivable within an opening formed in a lower end section of the main support body, the impact tip movable within the opening such that an exposed length of the impact tip protrudes outside of the main support body; and a travel-limiting assembly associated with the impact tip. The travel-limiting assembly is adjustable to define a variable maximum penetration depth of the impact tip relative to the article.
G01N 3/303 - Investigating strength properties of solid materials by application of mechanical stress by applying a single impulsive force generated only by free-falling weight
5.
COLLAPSIBLE COVER FOR ENGINE INLET AND METHOD FOR COVERING ENGINE INLET
An engine inlet cover and a method for covering an engine inlet are provided. A method for covering an engine inlet includes providing a collapsible cover comprising a connection pin defining an axis; a frame including interconnected arms; and a web. Further, the method includes storing the collapsible cover in a stowed configuration in which the arms are aligned. Also, the method includes rotating the arms from the stowed configuration to an operating configuration in which the arms are radially spaced about the axis, enclosing the frame in the operating configuration with the web to define an interior volume, and placing the cover over the engine inlet.
A method and apparatus for providing distributed fleet communications between aircraft including decentralized location tracking, weather data, and fleet health is used to determine actual aircraft position, better weather data from multiple sources, and health data to help with logistical calculations and increase efficiencies. The communication is a distributed communication network using blockchains wherein the block includes a data, a hash and a prior hash, determining, by a processor, a validity of the block in response to a blockchain register stored on a memory, the hash and the prior hash, determining, by the processor. The processor is configured to generate a record to be added to the local copy of the blockchain ledger stored in the memory, then send an update to the fleet blockchain to be added as a valid record to be stored and used by the fleet or other trusted individual operators.
H04L 9/00 - Arrangements for secret or secure communicationsNetwork security protocols
H04L 9/06 - Arrangements for secret or secure communicationsNetwork security protocols the encryption apparatus using shift registers or memories for blockwise coding, e.g. D.E.S. systems
7.
DYNAMIC MORPHING SUPPORT MECHANISM, AND A DEPLOYABLE AND STOWABLE STRUCTURE THAT INCORPORATES THE MECHANISM
A support mechanism for a support structure includes first and second chain assemblies, and support subcomponents coupled to the first chain assembly. Links in the first chain assembly have a first protrusion structure extending in an inward direction. Links in the second chain assembly have a second protrusion structure extending in an inward direction. The protrusion structures are configured to releasably couple together in response to concerted movement of the chain assemblies along a predefined deployment path, and are configured to separate and decouple from each other in response to concerted movement of the chain assemblies along a predefined stowage path. The support subcomponents cooperate to form a deployable support surface, and the protrusion structures interlock to be self-supporting when deployed such that the deployable support surface is load-bearing.
A morphable support mechanism for a load-bearing support structure includes a first chain assembly, a second chain assembly, and working surface subcomponents coupled to the first chain assembly. Links in the first chain assembly have inward-facing structural features, and links in the second chain assembly have inward-facing structural features. The inward-facing structural features are configured to releasably couple together in response to concerted movement of the first and second chain assemblies along a predefined deployment path, and are configured to separate and decouple from each other in response to concerted movement of the first and second chain assemblies along a predefined stowage path. The working surface subcomponents cooperate to form a deployable working surface, and the inward-facing structural features interlock to be self-supporting when deployed such that the deployable working surface is load-bearing.
A cushion assembly disclosed herein. The cushion assembly is configured for use with a support surface having a first restraint component and a second restraint component spaced apart from the first restraint component. The cushion assembly includes, but is not limited to, a cushion. The cushion assembly further includes, but is not limited to, a first engagement component that is coupled with the cushion. The first engagement component is configured to engage the first restraint component. The cushion assembly still further includes, but is not limited to, a second engagement component coupled with the cushion. The second engagement component is configured to engage the second restraint component.
Systems and vehicle are provided. A vehicle system for a vehicle includes: a trajectory selection module configured to select a potential vehicle path relative to a current vehicle movement condition; a trajectory movement condition module configured to estimate a modeled movement condition of the vehicle along the potential vehicle path; a limit comparison module configured to determine whether the modeled movement condition violates vehicle limits; and a violation indicator module configured to generate an indication of impending violation.
A method of removing a threaded insert from a wall structure is disclosed, where the insert has a flange and an internally threaded barrel. The disclosed method involves: introducing a bracket onto an outer edge of the wall structure, the bracket having a supporting arm with a hole, and the bracket having a plunger positioning arm with a threaded hole. The bracket is positioned such that the supporting arm is located on a first side of the wall structure, the plunger positioning arm is located on a second side of the wall structure, and the flange resides in the hole. A threaded plunger component is actuated to move a distal end section of the plunger component toward an exposed end of the threaded insert. Continued actuation of the plunger component increases force imparted on the exposed end of the threaded insert, until the insert is released from the wall structure.
B25B 27/14 - Hand tools or bench devices, specially adapted for fitting together or separating parts or objects whether or not involving some deformation, not otherwise provided for for assembling objects other than by press fit or detaching same
B25B 27/00 - Hand tools or bench devices, specially adapted for fitting together or separating parts or objects whether or not involving some deformation, not otherwise provided for
B25B 27/18 - Hand tools or bench devices, specially adapted for fitting together or separating parts or objects whether or not involving some deformation, not otherwise provided for for assembling objects other than by press fit or detaching same withdrawing broken threaded parts or twist drills
A nozzle assembly (100, 108, 40, 60, 68) includes a sleeve (106, 108, 44, 66, 68) defining a pathway (52), the sleeve (106, 108, 44, 66, 68) disposed within a nacelle (102, 104, 36, 62, 64). The pathway (52) and an internal surface of the nacelle (102, 104, 36, 62, 64) guides a mass flow from an engine (38) to an exit (102, 42, 62) of the propulsion system. The sleeve (106, 108, 44, 66, 68) is configured to move between a forward position an aft position within the nacelle (102, 104, 36, 62, 64) aft of the engine (38). The sleeve (106, 108, 44, 66, 68) has a protruding portion that extends towards a center of the pathway (52) and that defines a smallest internal diameter of the sleeve (106, 108, 44, 66, 68). The sleeve (106, 108, 44, 66, 68) includes a plurality of sleeve segments (68) that are longitudinally aligned and circumferentially arranged to form the sleeve (106, 108, 44, 66, 68). The sleeve segments (68) are configured to move circumferentially closer as the sleeve (106, 108, 44, 66, 68) moves in a first direction within the nacelle (102, 104, 36, 62, 64) and to move circumferentially further apart as the sleeve (106, 108, 44, 66, 68) moves in a second direction within the nacelle (102, 104, 36, 62, 64). An actuator (130, 46) is coupled with, and is configured to move the sleeve (106, 108, 44, 66, 68).
B64D 33/04 - Arrangement in aircraft of power plant parts or auxiliaries not otherwise provided for of exhaust outlets or jet pipes
F02K 1/09 - Varying effective area of jet pipe or nozzle by axially moving an external member, e.g. a shroud
F02K 1/12 - Varying effective area of jet pipe or nozzle by means of pivoted flaps
F02K 1/72 - Reversing fan flow using thrust reverser flaps or doors mounted on the fan housing the aft end of the fan housing being movable to uncover openings in the fan housing for the reversed flow
F02K 1/76 - Control or regulation of thrust reversers
13.
SEAT SYSTEM WITH ADAPTIVELY ADJUSTABLE SEATING SURFACES
A seat system includes a base support structure having at least one flat seat support surface, a seat pan support structure movably coupled to the base support structure and having at least one contoured seat support surface, and a back rest support structure movably coupled to the base support structure. The back rest support structure includes a primary frame having at least one flat back support surface, and an articulating frame movably coupled to the primary frame and having at least one contoured back support surface. The seat system also includes a back rest cushion having an occupant-facing back rest surface, and an articulating arrangement of back rest cushion support members movably coupled together to define a bottom surface of the back rest cushion opposing the occupant-facing back rest surface.
A47C 1/032 - Reclining or easy chairs having coupled adjustable supporting parts the parts being movably-coupled seat and back-rest
B60N 2/34 - Seats specially adapted for vehiclesArrangement or mounting of seats in vehicles for particular purposes or particular vehicles convertible for other use into a bed
A mounting assembly for use with a plumbing fixture is disclosed herein. The plumbing fixture is configured to be mounted within an opening in a body, such as a countertop or a sink surround. The mounting assembly includes, but is not limited to, a first portion that is configured to engage the plumbing fixture and to secure the plumbing fixture within the opening in the body. The mounting assembly further includes, but is not limited to, a second portion that is configured to be releasably coupled with the first portion.
A method of operating a control surface actuation system of an aircraft is disclosed. The method receives a command corresponding to an intended adjustment of the aircraft relative to a flight axis. When the received command exceeds a deadband threshold associated with the control surface actuation system, the control surface actuation system operates in a default mode, and the received command is processed in accordance with a default timing scheme to actuate the at least one moveable control surface of the aircraft. When the received command does not exceed the deadband threshold associated with the control surface actuation system, the control surface actuation system operates in a deadband compensation mode, and the received command is processed in accordance with a time multiplexing scheme to actuate the at least one moveable control surface of the aircraft..
A projected recovery trajectory for an aircraft autopilot system is precomputed by providing a stored set of predefined recovery mode segments, including: a mode 1 segment that models the aircraft coasting; a mode 2 segment that models the aircraft executing a nose high recovery; a mode 3 segment that models the aircraft executing a nose low recovery; a mode 4 segment that models the aircraft executing a throttle only recovery; and a mode 5 segment that models the aircraft executing a terrain avoidance recovery. A processor generates at least one projected recovery trajectory based on a current state of the aircraft, where the processor selectively concatenates selected ones of the predefined recovery mode segments into a sequence and uses that sequence to generate the projected trajectory.
Various non-limiting embodiments of a nozzle assembly for use with a propulsion system and a sleeve assembly for use with the nozzle assembly are disclosed herein. In a non-limiting embodiment, the nozzle assembly includes, but is not limited to, a nacelle. The nozzle assembly further includes, but is not limited to, a sleeve assembly mounted within the nacelle downstream of the engine. The sleeve assembly is configured to receive the mass flow from the engine and to guide the mass flow to an exit of the propulsion system. The sleeve assembly is comprised of a plurality of sleeve segments arranged in a circumferential configuration. Each sleeve segment of the plurality of sleeve segments has an elongate body that is longitudinally aligned with a longitudinal axis of the sleeve assembly.
F02K 1/72 - Reversing fan flow using thrust reverser flaps or doors mounted on the fan housing the aft end of the fan housing being movable to uncover openings in the fan housing for the reversed flow
Removable covers and methods for covering emergency exit hatches are provided. An exemplary method includes removing the emergency exit enclosure from a hatch in a wall; pushing a removable cover from an interior of the wall into the hatch; and securing the removable cover in the hatch from the interior of the wall.
The disclosed embodiments describe cover detection systems, controllers, and aircraft. The aircraft includes the controller and parts of the cover detection systems. A cover detection system includes an engine, a first sensor, a second sensor, an engine cover, and a controller. The engine has moving parts and defines a fluid opening. The fluid opening exposes the moving parts to an ambient environment. The first sensor component is located proximate to the engine and the second sensor component is configured to interact with the first sensor component. The engine cover assembly includes an engine cover and a second sensor. The engine cover is configured to cover the fluid opening. The controller is configured to determine whether the engine cover is installed on the engine based on an interaction between the first sensor component and the second sensor component.
F01D 21/14 - Shutting-down of machines or engines, e.g. in emergencyRegulating, controlling, or safety means not otherwise provided for responsive to other specific conditions
An aircraft has a first principles takeoff processor (PCE), a predictive flight envelope protection processor (PFEP), and a maximum takeoff weight processor. The PCE is programmed to predict a liftoff location and an energy state of the aircraft at a liftoff on a runway. The PFEP is programmed to assess each of a plurality of potential trajectories for compliance with or violation of a predetermined flight envelope. The maximum weight processor is programmed to: indicate that the aircraft may takeoff at the aircraft weight when any one of the plurality of potential trajectories is in compliance with the predetermined flight envelope; iteratively reduce an input of the aircraft weight to the PCE until the PCE indicates that any one of the plurality of potential trajectories is in compliance with the predetermined flight envelope; and indicate that the input of the aircraft weight as reduced is a maximum allowable takeoff weight.
B64D 45/00 - Aircraft indicators or protectors not otherwise provided for
G01G 19/07 - Weighing apparatus or methods adapted for special purposes not provided for in groups for weighing wheeled or rolling bodies, e.g. vehicles for weighing aircraft
A partition including, but not limited to, a first body comprising a planar, foldable material. The partition further comprises a plurality of flat substrates resistant to folding. The partition further comprising an adhesive. The substrates are adhered to the first body by the adhesive and arranged in a repeating pattern that defines a plurality of columns and rows. Each column and each row is spaced apart from its neighbor, thus defining longitudinal gaps between the columns and lateral gaps between the rows. The first body folds laterally along the longitudinal gaps in an accordion-like manner and contemporaneously folds longitudinally along the lateral gaps in an accordion-like manner. The partition contracts both laterally and longitudinally when first body contemporaneously folds laterally and longitudinally. The partition extends both laterally and longitudinally when the first body contemporaneously unfolds laterally and longitudinally.
A partition including, but not limited to, a first body comprising a planar, foldable material. The partition further comprises a plurality of flat substrates resistant to folding. The partition further comprising an adhesive. The substrates are adhered to the first body by the adhesive and arranged in a repeating pattern that defines a plurality of columns and rows. Each column and each row is spaced apart from its neighbor, thus defining longitudinal gaps between the columns and lateral gaps between the rows. The first body folds laterally along the longitudinal gaps in an accordion-like manner and contemporaneously folds longitudinally along the lateral gaps in an accordion-like manner. The partition contracts both laterally and longitudinally when first body contemporaneously folds laterally and longitudinally. The partition extends both laterally and longitudinally when the first body contemporaneously unfolds laterally and longitudinally.
B32B 3/16 - Layered products comprising a layer with external or internal discontinuities or unevennesses, or a layer of non-planar shapeLayered products comprising a layer having particular features of form characterised by a discontinuous layer, i.e. apertured or formed of separate pieces of material characterised by a face layer formed of separate pieces of material secured to a flexible backing
B32B 3/22 - Layered products comprising a layer with external or internal discontinuities or unevennesses, or a layer of non-planar shapeLayered products comprising a layer having particular features of form characterised by a discontinuous layer, i.e. apertured or formed of separate pieces of material characterised by an internal layer formed of separate pieces of material of spaced pieces
E06B 3/50 - Arrangements of wings characterised by the manner of movementArrangements of movable wings in openingsFeatures of wings or frames relating solely to the manner of movement of the wing with more than one kind of movement
24.
CONTROLLERS AND AIRCRAFT WITH TAKEOFF STALL PROTECTION SYSTEM
Flight control systems, flight control laws, and aircraft are provided. An flight control system includes an input configured to receive a pitch rate command, a processor operative to receive the pitch angle command, to calculate a pitch angle saturation limit, to compare the sum of the pitch rate command, the scaled pitch rate, and the scaled pitch angle to the pitch angle saturation limit, to convert the pitch rate command system to the pitch angle command system in response to the sum exceeding the pitch angle saturation limit value to limit the pilot pitch-up pitch rate command, and to couple the pitch rate command to an aircraft control surface for the failure case of one of control surface, and the aircraft control surface configured to adjust an aircraft control surface setting in response to the pitch rate command and/or pitch angle command to protect an aircraft from being in stall condition.
A nozzle assembly includes a sleeve defining a pathway, the sleeve disposed within a nacelle. The pathway and an internal surface of the nacelle guides a mass flow from an engine to an exit of the propulsion system. The sleeve is configured to move between a forward position an aft position within the nacelle aft of the engine. The sleeve has a protruding portion that extends towards a center of the pathway and that defines a smallest internal diameter of the sleeve. The sleeve includes a plurality of sleeve segments that are longitudinally aligned and circumferentially arranged to form the sleeve. The sleeve segments are configured to move circumferentially closer as the sleeve moves in a first direction within the nacelle and to move circumferentially further apart as the sleeve moves in a second direction within the nacelle. An actuator is coupled with, and is configured to move the sleeve.
F02K 1/72 - Reversing fan flow using thrust reverser flaps or doors mounted on the fan housing the aft end of the fan housing being movable to uncover openings in the fan housing for the reversed flow
F02K 1/76 - Control or regulation of thrust reversers
G06F 1/16 - Constructional details or arrangements
A table extension assembly is disclosed herein. The table extension assembly is for use with a table assembly having a first table section having a first upper surface and a cavity situated below the upper surface, the cavity having an internal surface, and an opening to the cavity disposed proximate a first side surface of the first table section. The table extension assembly includes a second table section having a second upper surface. The table extension assembly further includes an engagement feature extending from a side surface of the second table section. The engagement feature is configured to fit within the cavity, to engage the internal surface and to support the second table section adjacent the first table section such that the second upper surface is flush and contiguous with the first upper surface when the engagement feature is disposed within the cavity and engaged with the internal surface.
A system onboard a vehicle, an aircraft, and a method of controlling actuation of a moveable control surface of a vehicle are disclosed here. An operating method involves: obtaining a force measurement and a deflection measurement responsive to manipulation of an inceptor for the moveable control surface; determining an issue associated with the inceptor, based on the obtained force and deflection measurements and vehicle data that characterizes expected operating behavior of the vehicle under current operating conditions; and, in response to the determining, activating a temporary backup control mode for the moveable control surface. While the temporary mode is active, control surface actuation signals are generated with an onboard system that disregards deflection measurements and processes force measurements of the inceptor. While the temporary mode is active, generated control surface actuation signals are communicated to an actuation system that is coupled to the moveable control surface of the vehicle.
A roller for a control surface of an aircraft includes a roller shaft, a primary roller coupled to the shaft, and a roller assembly coupled to the shaft. The shaft includes a longitudinal axis, a mounting end that couples with a roller fitting of the control surface, and a roller end. The primary roller can rotate about the longitudinal axis, and can engage and roll along a first surface of a track. The roller assembly includes a secondary roller having a longitudinal roller axis and configured to engage and roll along a second surface of the track. The roller assembly also includes a housing that retains the secondary roller while allowing the secondary roller to rotate about the longitudinal roller axis. The housing is movably coupled to the roller end of the roller shaft with three degrees of rotational freedom relative to the roller end of the roller shaft.
B64C 9/18 - Adjustable control surfaces or members, e.g. rudders forming slots at the rear of the wing by single flaps
F16C 19/36 - Bearings with rolling contact, for exclusively rotary movement with bearing rollers essentially of the same size in one or more circular rows, e.g. needle bearings for both radial and axial load with a single row of rollers
30.
Auxiliary power unit air inlet door with specified acoustic reflecting and/or diffusing characteristics
An aircraft includes a fuselage, a main entry door with an associated passenger loading zone, an auxiliary power unit (APU) in the fuselage, and an APU inlet assembly. The APU inlet assembly has an inlet duct, and inlet door, and means for redirecting sound waves coupled to or integrated with an interior side of the inlet door. The inlet duct has a first end coupled to the APU, and a second end associated with the inlet door. The inlet door moves between a closed position and an open position. The means for redirecting sound waves is positioned at a particular location on the interior side of the inlet door, and includes certain acoustic features and characteristics. The particular location and the acoustic features and characteristics cooperate to redirect sound waves generated by the APU away from the passenger loading zone when the inlet door is in the open position.
An exhaust nozzle assembly includes, but is not limited to, a nozzle body configured to be fluidly coupled with an engine and to receive a jet produced by the engine. An outer cover covers the nozzle body. A movable component is disposed and configured to have an effect on either the jet or an exhaust plume when the movable component moves. A linkage is coupled to the movable component and adapted for coupling to an actuator. The linkage transmits the force to the moveable component from the actuator. There is a gap between an inner surface of the outer cover and an outer surface of the nozzle body. The linkage is smaller than the actuator. The gap is smaller than a smallest dimension of the actuator and larger than the linkage. The linkage is partially disposed within the gap, and the exhaust nozzle assembly is free of the actuator.
A reclining seat including, but not limited to, a seat bottom; a seat back, a leg support, and an arm support forming a seat assembly. The seat assembly is configured to be supported on a floor surface and to move between an upright configuration and a flat configuration. The seat back and the leg support are transverse to the seat bottom, and the arm support is transverse to the seat back, when the seat assembly is in the upright configuration. The seat back, the seat bottom, the leg support and the arm support are each longitudinally aligned with one another when the seat assembly is in the flat configuration. An upper surface of the seat back, the seat bottom, and the leg support are each coplanar with one another and substantially coplanar with the arm support when the seat assembly is in the flat configuration.
A47C 17/04 - Sofas, couches, settees, or the like, with movable partsChair beds
A61G 7/005 - Beds specially adapted for nursingDevices for lifting patients or disabled persons having adjustable mattress frame tiltable around transverse horizontal axis, e.g. for Trendelenburg position
34.
Aircraft throttle quadrant assembly with integrated visual indicator feature
A throttle quadrant system for an aircraft includes: a first throttle handle to control a first engine of the aircraft, the first throttle handle having a first activatable visual indicator integrated therein; a second throttle handle to control a second engine of the aircraft, the second throttle handle comprising a second activatable visual indicator integrated therein; and at least one controller to control activation and operation of the first activatable visual indicator and the second activatable visual indicator. The at least one controller responds to first engine data related to operating status of the first engine to selectively activate the first activatable visual indicator. The at least one controller also responds to second engine data related to operating status of the second engine to selectively activate the second activatable visual indicator.
A method of checking accuracy of an air data probe system onboard a vehicle is disclosed. An embodiment of the method involves: calculating airspeed measurements from air data provided by the probe system; calculating vehicle speed measurements based on sensor data collected from at least one sensor system onboard the vehicle, wherein the vehicle speed measurements are distinct and independent of the airspeed measurements, and the vehicle speed measurements are calculated without using the air data; comparing a calculated airspeed measurement against a calculated vehicle speed measurement to obtain a speed difference, wherein the calculated airspeed measurement and the calculated vehicle speed measurement correspond to a measurement time during which the vehicle is moving forward; and initiating at least one corrective action onboard the vehicle when magnitude of the speed difference exceeds a threshold value.
G01P 5/16 - Measuring speed of fluids, e.g. of air streamMeasuring speed of bodies relative to fluids, e.g. of ship, of aircraft by measuring differences of pressure in the fluid using Pitot tubes
B64C 13/50 - Transmitting means with power amplification using electrical energy
B64D 43/02 - Arrangements or adaptations of instruments for indicating aircraft speed or stalling conditions
B64D 45/00 - Aircraft indicators or protectors not otherwise provided for
G01C 21/16 - NavigationNavigational instruments not provided for in groups by using measurement of speed or acceleration executed aboard the object being navigatedDead reckoning by integrating acceleration or speed, i.e. inertial navigation
G01P 3/00 - Measuring linear or angular speedMeasuring differences of linear or angular speeds
A reclining seat including, but not limited to, a seat bottom. The reclining seat further including, but not limited to, a seat back having an upper segment and a lower segment, the lower segment pivotally coupled with the seat bottom via a first pivotal coupling, and the upper segment pivotally coupled with the lower segment via a second pivotal coupling.
B60N 2/22 - Seats specially adapted for vehiclesArrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable the back-rest being adjustable
37.
ONBOARD AIRCRAFT SYSTEM WITH ARTIFICIAL HUMAN INTERFACE TO ASSIST PASSENGERS AND/OR CREW MEMBERS
A system onboard an aircraft includes: a proximity sensor to detect users within an area; a display monitor in the area; a processor; and a processor-readable medium storing executable instructions to perform a method that involves: detecting presence of a user within the area, based on output of the sensor; causing display of an animated digital representation of an assistant on the monitor; controlling the animated digital representation of the assistant to react to speech input; processing speech input of the user to identify at least one action to be carried out onboard the aircraft; controlling the animated digital representation of the assistant to respond to the identified at least one action; and issuing at least one command, instruction, or control signal to the component onboard the aircraft, to initiate the identified at least one action.
An inflatable bladder includes, but is not limited to, a bladder body having a wall, a longitudinal dimension, and a lateral dimension. The wall defines an interior volume enclosing a fluid. The wall further defines an opening in fluid communication with the interior volume. The bladder body is fluid tight when the opening is closed. The wall is configured to facilitate an expansion of the longitudinal dimension during an ingress of the fluid into the interior volume and a contraction of the longitudinal dimension during an egress of the fluid from the interior volume. The wall is further configured to maintain a constant lateral dimension during the ingress of the fluid into the interior volume and a constant lateral dimension during the egress of the fluid from the interior volume.
A display system is provided for a vehicle having a windshield (500) and vehicle structure (506) outside the windshield. The vehicle structure (506) is visible within a field of view defined by the windshield (500). Certain embodiments of the display system include: a camera (202) to capture image data for a visually obstructed portion of an environment outside the vehicle, wherein the visually obstructed portion of the environment is hidden by the vehicle structure; a controller (204) configured to process the image data captured by the camera into a head-up display (HUD) image (526) that represents the visually obstructed portion of the environment; a HUD element (520) configured to present projected images that are visible to an occupant of the vehicle; and a projector (206) coupled to the controller and configured to project the HUD image toward the HUD element, such that the HUD image is visible overlying the vehicle structure.
B64D 45/00 - Aircraft indicators or protectors not otherwise provided for
B60R 1/00 - Optical viewing arrangementsReal-time viewing arrangements for drivers or passengers using optical image capturing systems, e.g. cameras or video systems specially adapted for use in or on vehicles
A seat system includes a base support structure having at least one flat seat support surface, a seat pan support structure movably coupled to the base support structure and having at least one contoured seat support surface, and a back rest support structure movably coupled to the base support structure. The back rest support structure includes a primary frame having at least one flat back support surface, and an articulating frame movably coupled to the primary frame and having at least one contoured back support surface. The seat system also includes a back rest cushion having an occupant-facing back rest surface, and an articulating arrangement of back rest cushion support members movably coupled together to define a bottom surface of the back rest cushion opposing the occupant-facing back rest surface.
A47C 1/032 - Reclining or easy chairs having coupled adjustable supporting parts the parts being movably-coupled seat and back-rest
B60N 2/34 - Seats specially adapted for vehiclesArrangement or mounting of seats in vehicles for particular purposes or particular vehicles convertible for other use into a bed
41.
System and methodology to provide an augmented view of an environment below an obstructing structure of an aircraft
A display system is provided for a vehicle having a windshield and vehicle structure outside the windshield. The vehicle structure is visible within a field of view defined by the windshield. Certain embodiments of the display system include: a camera to capture image data for a visually obstructed portion of an environment outside the vehicle, wherein the visually obstructed portion of the environment is hidden by the vehicle structure; a controller configured to process the image data captured by the camera into a head-up display (HUD) image that represents the visually obstructed portion of the environment; a HUD element configured to present projected images that are visible to an occupant of the vehicle; and a projector coupled to the controller and configured to project the HUD image toward the HUD element, such that the HUD image is visible overlying the vehicle structure.
G02B 27/00 - Optical systems or apparatus not provided for by any of the groups ,
B64D 43/00 - Arrangements or adaptations of instruments
H04N 13/302 - Image reproducers for viewing without the aid of special glasses, i.e. using autostereoscopic displays
H04N 13/239 - Image signal generators using stereoscopic image cameras using two 2D image sensors having a relative position equal to or related to the interocular distance
H04N 23/80 - Camera processing pipelinesComponents thereof
Vertical resolution and/or vertical accuracy of terrain elevation data near an aircraft runway is adjusted by obtaining local terrain data, yielding a first elevation value for a query location. A processor receptive of the first elevation value computes plane equations based on a predetermined standard model adapted to geometrically conform to the aircraft runway, yielding a second elevation value for the query location. The processor selectively uses the first and second elevation values to generate an adjusted elevation value that is supplied to a terrain avoidance and warning system.
A sidewall assembly includes a window and a sidewall portion having an inner-facing side and at least partially surrounding the window. The sidewall assembly further includes a transparent display panel coupled to the sidewall portion covering the inner-facing side of the sidewall portion and the window. The sidewall assembly further includes a display controller operatively coupled with the transparent display panel. The sidewall assembly further includes a window shade movable between an open position to allow light to pass between the window and the transparent display panel and a closed position to obstruct light from passing between the window and the transparent display panel. The sidewall assembly further includes a blackout feature disposed between the window and the transparent display panel and a blackout control device configured to control the blackout feature to selectively obstruct light from passing between the window and the transparent display panel.
A finished floor assembly covers a floor area of an aircraft and includes a subfloor, a padding assembly, and a finish flooring layer. Noise radiates from the subfloor due to vibrations transmitted by an aircraft structure. The padding assembly attenuates the noise and includes a first pad layer, a second pad layer, and a plurality of discontinuous couplings. The first pad layer abuts the subfloor. The second pad layer is adjacent to the first pad layer. The plurality of discontinuous couplings are laterally separated from each other along the floor area by void portions. The discontinuous couplings secure the first pad layer to the second pad layer and the first pad layer and the second pad layer are in contact at the void portions. The finish flooring layer disposed overtop the padding assembly.
B32B 7/09 - Interconnection of layers by mechanical means by stitching, needling or sewing
B32B 7/14 - Interconnection of layers using interposed adhesives or interposed materials with bonding properties applied in spaced arrangements, e.g. in stripes
B32B 5/06 - Layered products characterised by the non-homogeneity or physical structure of a layer characterised by structural features of a layer comprising fibres or filaments characterised by a fibrous layer needled to another layer, e.g. of fibres, of paper
B32B 3/12 - Layered products comprising a layer with external or internal discontinuities or unevennesses, or a layer of non-planar shapeLayered products comprising a layer having particular features of form characterised by a discontinuous layer, i.e. apertured or formed of separate pieces of material characterised by a layer of regularly-arranged cells whether integral or formed individually or by conjunction of separate strips, e.g. honeycomb structure
45.
INLET ARRANGEMENT, A PROPULSION SYSTEM, AND AN AIRCRAFT
An inlet arrangement for a propulsion system includes an actuator, a linkage and an inlet assembly. The inlet assembly includes (1) a lip, (2) a cowl extending downstream from the lip, the cowl defining an external surface of the inlet assembly, (3) an inlet duct extending downstream from the lip, the inlet duct disposed radially inward of the cowl, and (4) a movable component associated with the lip, the cowl, or the inlet duct. An outer surface of the inlet duct and an inner surface of the cowl define a gap therebetween. The linkage is disposed in the gap and coupled with the moveable component. The linkage is configured to move within the gap and to move the moveable component when the linkage moves. The actuator is coupled with the linkage and moves the linkage when the actuator is actuated. The actuator is mounted remotely from the inlet assembly.
The aircraft threat envelope protection system employs a threat envelope data structure in a computer-readable medium that stores at least one trigger condition for each of a plurality of different types of threats associated with the aircraft, and modeled using a common schema. A processor computes plural different projected trajectories representing different possible aircraft paths through spacetime. The processor associates at least some of the plurality of the threats to specific trigger points in spacetime along each of the projected trajectories. The processor will deprecate ones of the projected trajectories when they are deemed not viable to recover from a threat. The processor initiates an aircraft protective response when all projected trajectories but one have been deprecated and the aircraft is within a predetermined proximity to the closest trigger point in spacetime along the non-deprecated trajectory.
A flight guidance panel for an aircraft includes a subpanel display, a joystick, rotary encoders, a deflection sensor, and a processor. The subpanel display indicates autopilot modes and flight value goals and has a top-level state and a subpanel control state. The joystick is for user interaction with the subpanel display. The rotary encoder is coupled with the joystick to receive rotation inputs from a user of the joystick. The deflection sensor is coupled with the joystick to detect a deflection input from the user of the joystick. The processor is programmed to: change a state of the subpanel display to the subpanel control state corresponding to a selected subpanel in response to receiving the deflection input while the subpanel display is in the top-level state; and change the flight value goals in response to receiving the rotation inputs while the subpanel display is in the subpanel control state.
An engine inlet cover and a method for covering an engine inlet are provided. A method for covering an engine inlet includes providing a collapsible cover comprising a connection pin defining an axis; a frame including interconnected arms; and a web. Further, the method includes storing the collapsible cover in a stowed configuration in which the arms are aligned. Also, the method includes rotating the arms from the stowed configuration to an operating configuration in which the arms are radially spaced about the axis, enclosing the frame in the operating configuration with the web to define an interior volume, and placing the cover over the engine inlet.
To reduce engine noise in the cabin of an aircraft a plurality of error microphones is deployed at predetermined locations within the cabin to produce error microphone response signals associated with the engine noise in the cabin. Engine vibration inputs are obtained from sensors coupled to the aircraft engines. A processor is used to code the error microphone response signals into an encoded modal response in the cabin through a coding matrix. A processor is used to apply an adaptive filter to determine a plurality of modal signals needed to cancel the encoded modal response in the cabin. A processor is used to decode the modal signals into speaker input signals through a decoding matrix. Speaker input signals are then sent to a plurality of speakers to reduce the engine noise in the cabin.
G10K 11/178 - Methods or devices for protecting against, or for damping, noise or other acoustic waves in general using interference effectsMasking sound by electro-acoustically regenerating the original acoustic waves in anti-phase
A tool for adjusting an orientation of a nose landing gear of an aircraft is disclosed herein. The nose landing gear has an axle to which a wheel is mounted. The axle has an opening extending therethrough. The opening is defined by an inner surface of the axle. The tool includes, but is not limited to, a unitary member having a handle portion at a first end of the unitary member and an axle-engaging portion at a second end of the unitary member. The handle portion is configured for engagement with a hand of an operator. The axle-engaging portion is configured to be inserted into the opening and to engage with the inner surface.
Systems and vehicle are provided. A vehicle system for a vehicle includes: a trajectory selection module configured to select a potential vehicle path relative to a current vehicle movement condition; a trajectory movement condition module configured to estimate a modeled movement condition of the vehicle along the potential vehicle path; a limit comparison module configured to determine whether the modeled movement condition violates vehicle limits; and a violation indicator module configured to generate an indication of impending violation.
An aircraft propulsion system includes an engine. The propulsion system further includes an inlet having a forward cowl lip and an aft cowl lip. The forward cowl lip moves between retracted and deployed positions. The forward cowl lip is adjacent to the aft cowl lip when retracted. The forward cowl lip is spaced apart from the aft cowl lip when deployed. The forward cowl lip has a smaller radius of curvature than the aft cowl lip. The propulsion system further includes a controller coupled with the engine and inlet. The controller restricts the maximum thrust commanded position of the engine when the aircraft is on the ground and moving below a predetermined speed. The controller lifts the restriction when the aircraft is moving at at least the predetermined speed. The controller controls the inlet to deploy the cowl lip when the aircraft is on the ground.
An aircraft (20, 22) propulsion system includes an engine. The propulsion system further includes an inlet (36) having a forward cowl lip (38, 3, 40) and an aft cowl lip (40). The forward cowl lip (38, 3, 40) moves between retracted and deployed positions. The forward cowl lip (38, 3, 40) is adjacent to the aft cowl lip (40) when retracted. The forward cowl lip (38, 3, 40) is spaced apart from the aft cowl lip (40) when deployed. The forward cowl lip (38, 3, 40) has a smaller radius of curvature (R2) than the aft cowl lip (40). The propulsion system further includes a controller (52) coupled with the engine and inlet (36). The controller (52) restricts the maximum thrust commanded position of the engine when the aircraft (20, 22) is on the ground and moving below a predetermined speed. The controller (52) lifts the restriction when the aircraft (20, 22) is moving at at least the predetermined speed. The controller (52) controls the inlet (36) to deploy the cowl lip when the aircraft (20, 22) is on the ground.
Systems and aircraft are provided. An avionics system includes a storage device and one or more data processors. The storage device stores instructions for monitoring an actual performance of the aircraft. The one or more data processors are configured to execute the instructions to: determine a first measured value of a flight characteristic of the aircraft at a first position of the aircraft; execute at least one flight maneuver between the first position and a second position of the aircraft; generate a predicted energy change between the first position and the second position based on the at least one flight maneuver and an energy state model; determine a second measured value of the flight characteristic of the aircraft at the second position; and generate an adjustment to the energy state model based on the first measured value, the second measured value, and the predicted energy change.
B64D 43/02 - Arrangements or adaptations of instruments for indicating aircraft speed or stalling conditions
B64D 31/00 - Power plant control systemsArrangement of power plant control systems in aircraft
G07C 5/02 - Registering or indicating driving, working, idle, or waiting time only
G07C 5/08 - Registering or indicating performance data other than driving, working, idle, or waiting time, with or without registering driving, working, idle, or waiting time
G06F 30/20 - Design optimisation, verification or simulation
G01P 5/16 - Measuring speed of fluids, e.g. of air streamMeasuring speed of bodies relative to fluids, e.g. of ship, of aircraft by measuring differences of pressure in the fluid using Pitot tubes
56.
Directional array intercom for internal communication on aircraft
The aircraft intercom employs beam steerable microphone arrays and speaker arrays deployed in each of a plurality of zones within the aircraft. A speech recognizer generates recognition text from utterances picked up by the microphone arrays. A direction control processor analyzes the arrival time of signals from the microphone arrays to identify utterance location, which is then used to control the beam direction of at least one steerable speaker array. A dialogue manager processor coupled to the speech recognizer and to each of the plurality of microphone arrays and plurality of speaker arrays responds to a set of predefined keywords to selectively route a voiced communication from a first selected zone to a second selected zone using the microphone array and speaker array disposed in each of the first and second selected zones.
H04R 1/40 - Arrangements for obtaining desired frequency or directional characteristics for obtaining desired directional characteristic only by combining a number of identical transducers
An aircraft has a first principles takeoff processor (PCE), a predictive flight envelope protection processor (PFEP), and a maximum takeoff weight processor. The PCE is programmed to predict a liftoff location and an energy state of the aircraft at a liftoff on a runway. The PFEP is programmed to assess each of a plurality of potential trajectories for compliance with or violation of a predetermined flight envelope. The maximum weight processor is programmed to: indicate that the aircraft may takeoff at the aircraft weight when any one of the plurality of potential trajectories is in compliance with the predetermined flight envelope; iteratively reduce an input of the aircraft weight to the PCE until the PCE indicates that any one of the plurality of potential trajectories is in compliance with the predetermined flight envelope; and indicate that the input of the aircraft weight as reduced is a maximum allowable takeoff weight.
B64D 45/00 - Aircraft indicators or protectors not otherwise provided for
G01G 19/07 - Weighing apparatus or methods adapted for special purposes not provided for in groups for weighing wheeled or rolling bodies, e.g. vehicles for weighing aircraft
58.
Aircraft radio communication system with reduced number of antennas
A radio communication system for a vehicle includes a first radio unit to communicate using a first channel within a designated radio frequency band, a second radio unit to communicate using a second channel within the designated radio frequency band, a common receive antenna shared by the first and second radio units, a signal splitter having a splitter input port coupled to the antenna, a first splitter output port, and a second splitter output port, a first circulator, and a second circulator. The first circulator has an input port coupled to the first splitter output port, an output port coupled to the first radio unit, and a termination port coupled to a matched load. The second circulator has an input port coupled to the second splitter output port, an output port coupled to the second radio unit, and a termination port coupled to a second matched load.
H04B 1/3822 - Transceivers, i.e. devices in which transmitter and receiver form a structural unit and in which at least one part is used for functions of transmitting and receiving specially adapted for use in vehicles
59.
Aircraft wireless speaker pairing management with multiple pairing transmitters
An aircraft includes a video display, first and second wireless pairing transmitters, and a media distribution processor. The video display is associated with an audio content stream and a seating location in the aircraft. The first wireless pairing transmitter is associated with the video display and has a first wireless coverage volume. The second wireless pairing transmitter has a second wireless coverage volume that overlaps the first wireless coverage volume. The media distribution processor is programmed and configured to: associate a wireless speaker device with the seating location; pair the first wireless pairing transmitter with the wireless speaker device in response to associating the wireless speaker device with the seating location; and direct the audio content stream through the first wireless pairing transmitter to the wireless speaker device in response to connecting the first wireless pairing transmitter with the wireless speaker device.
Vehicles, environmental control systems, and methods for operating an environmental control system are provided. In one example, the environmental control system (ECS) includes an ECS refrigeration unit that is configured to receive ambient air and a first portion and a second portion of hot bleed air. The ECS refrigeration unit is operable to indirectly exchange heat between the first portion of the hot bleed air and the ambient air to form a partially cooled, hot air stream, and to compress, further indirect heat exchange, and expand the partially cooled, hot air stream to form a cooled and expanded air stream. A low limit valve control regulates a low limit valve to control a rate of introduction of the second portion of the hot bleed air to the cooled and expanded air stream to form a combined air stream that when exiting the ECS refrigeration unit is a sub-freezing air stream.
B60H 1/14 - Heating, cooling or ventilating devices the heat being derived from the propulsion plant otherwise than from cooling liquid of the plant
B60H 1/18 - Heating, cooling or ventilating devices the heat being derived from the propulsion plant otherwise than from cooling liquid of the plant the air being heated from the plant exhaust gases
Vehicles, environmental control systems, and methods for operating an environmental control system are provided. In one example, the environmental control system (ECS) includes an ECS refrigeration unit that is configured to receive ambient air and a first portion and a second portion of hot bleed air. The ECS refrigeration unit is operable to indirectly exchange heat between the first portion of the hot bleed air and the ambient air to form a partially cooled, hot air stream, and to compress, further indirect heat exchange, and expand the partially cooled, hot air stream to form a cooled and expanded air stream. A low limit valve control regulates a low limit valve to control a rate of introduction of the second portion of the hot bleed air to the cooled and expanded air stream to form a combined air stream that when exiting the ECS refrigeration unit is a sub-freezing air stream.
F25B 9/00 - Compression machines, plants or systems, in which the refrigerant is air or other gas of low boiling point
B64D 13/08 - Arrangements or adaptations of air-treatment apparatus for aircraft crew or passengers, or freight space the air being conditioned the air being heated or cooled
F25B 9/06 - Compression machines, plants or systems, in which the refrigerant is air or other gas of low boiling point using expanders
62.
System and methods of employing data over power in aircraft
A system and method is provided for data over power in an aircraft that includes a direct current power source for providing power over power lines to devices onboard the aircraft and a data injector coupled to the power lines for digitally modulating radio frequency data onto twisted pair data over power lines to provide data and power to the devices. A controller is coupled to the direct current power source and the data injector for providing the data to digitally modulate the radio frequency onto the twisted pair data over power lines such that power for the devices onboard the aircraft and data for control of the device onboard the aircraft are provided to the devices onboard the aircraft over the twisted pair data over power lines.
The interactive aircraft cabin environment control system employs at least one microphone array disposed within the cabin to capture spoken utterances from a passenger and is configured to provide an estimation of passenger location within the cabin based on arrival time analysis of the spoken utterances. A data source onboard the aircraft provides flight context information. Such data sources include sensors measuring real-time parameters on the aircraft, the current flight plan of the aircraft, singly and in combination. A control processor, coupled to the microphone array, is configured to ascertain passenger identity based on the spoken utterances. The control processor is programmed and configured to learn and associate passenger preference to passenger identity. The control processor is receptive of the estimation of passenger location and is coupled to provide supervisory control over at least one device forming a part of the cabin environment according to passenger location, passenger preference obtained from passenger identity and flight context information.
The improved active noise cancellation system for forced air heating or cooling systems onboard aircraft employs a duct having a proximal end coupled to the fan unit to entrain the airflow stream in the direction of a distal end of the duct. A reference sensor is positioned within the proximal end of the duct. A means is provided for injecting an audio frequency control signal into the airflow stream in a manner that does not substantially impede the airflow stream. An error sensor is positioned at the distal end of the duct where it is responsive to sounds carried by the airflow stream, including the audio frequency control signal. An electronic circuit coupled to the reference sensor and to the error sensor supplies a noise abating control signal to energize the control transducer and thereby substantially reduce at least one noise harmonic of the fan unit through destructive interference.
G10K 11/178 - Methods or devices for protecting against, or for damping, noise or other acoustic waves in general using interference effectsMasking sound by electro-acoustically regenerating the original acoustic waves in anti-phase
66.
Convertible interior fixture with foldable cushion for a vehicle
A configurable interior fixture for a vehicle includes a base assembly, a table assembly and a stowable cushion. The foldable cushion includes first and second pad portions pivotally connected along a medial edge with a hinge assembly and a collapsible sleeve forming an interior cavity configured to receive the table assembly when the foldable cushion is in a use state. The collapsible sleeve is disposed in a gap formed between the first and second pad section when the foldable cushion is in a folded state. The interior fixture may be configured as an ottoman by lowering the base assembly, folding the table assembly and attaching the foldable cushion to the table assembly. The interior fixture may be configured as a table by raising the base assembly, detaching the foldable cushion from the table assembly, then folding and stowing the foldable cushion.
A tree structure represents a terrain area as nested polygons organized in a parent-child relationship, each polygon associated to a specific geographic location. The tree structure defines at least one parent node and a plurality of child nodes, some being leaf nodes containing a height value. A processor uses a distance measure to change the tree structure topology assessing whether all leaf node children of a first parent node lie outside a predetermined distance from an aircraft runway, and if so, converting the first parent node into a leaf node by storing in the first parent node a height value representing the greatest of the respective height values of the leaf node children and by removing the leaf node children; and iteratively repeating for each remaining parent node until it has been determined that every remaining parent node in the data structure cannot be pruned without violating accuracy requirements.
Aircraft, fly-by-wire systems, and controllers are provided. An aircraft includes a trim control system and a fly-by-wire system. The trim control system is configured for controlling surfaces of the aircraft. The fly-by-wire system is communicatively coupled with the trim control system and includes an input device and a controller. The input device is configured to receive a re-trim input from a user. The controller is communicatively coupled with the input device and is configured to control the trim control system, to obtain the re-trim input from the user, and to set a pitch trim of the aircraft based on a stable flight condition at a present airspeed of the aircraft in response to the re-trim input from the input device.
A control system for an aircraft cabin includes a first sensor, a second sensor, and a processor. The first and second sensors are configured to detect communicative gestures of a subject and are oriented to detect the communicative gestures in first and second cabin volumes, respectively. The second cabin volume at least partially overlaps the first cabin volume. The processor is configured to: identify a control volume defined by an overlap between the first and second cabin volumes; define a task envelope as a sub-set of the control volume in which the subject may perform the communicative gestures; disregard communicative gestures outside of the task envelope; compare an identified gesture of the communicative gestures performed inside the task envelope with a plurality of stored gestures; and generate a control task to command cabin devices in response to a match between the identified gesture one of the stored gestures.
G06F 3/01 - Input arrangements or combined input and output arrangements for interaction between user and computer
B64D 11/00 - Passenger or crew accommodationFlight-deck installations not otherwise provided for
G06F 3/04845 - Interaction techniques based on graphical user interfaces [GUI] for the control of specific functions or operations, e.g. selecting or manipulating an object, an image or a displayed text element, setting a parameter value or selecting a range for image manipulation, e.g. dragging, rotation, expansion or change of colour
70.
Noise event location and classification in an enclosed area
A sound pickup transducer array, deployed within an enclosed area, is coupled to a sound recorder. A processor, coupled to the sound recorder, provides a button or speech recognizer through which a person in the enclosed area issues a command signifying the occurrence of a sound for which categorizing is requested. The processor is programmed to respond to the issued command by extracting and storing an audio snippet copied from the audio recorder, in a digital memory, where the snippet corresponds to sound captured before, during and after the issued command. The processor communicates the stored audio snippet to an artificial intelligence system trained to categorize sounds as to what produced them. The artificial intelligence system may employ trained model feature extraction, a neural network categorization system, and/or direction of sound arrival analysis.
G10L 25/51 - Speech or voice analysis techniques not restricted to a single one of groups specially adapted for particular use for comparison or discrimination
G10L 15/22 - Procedures used during a speech recognition process, e.g. man-machine dialog
G10L 25/18 - Speech or voice analysis techniques not restricted to a single one of groups characterised by the type of extracted parameters the extracted parameters being spectral information of each sub-band
G10L 25/30 - Speech or voice analysis techniques not restricted to a single one of groups characterised by the analysis technique using neural networks
H04R 1/40 - Arrangements for obtaining desired frequency or directional characteristics for obtaining desired directional characteristic only by combining a number of identical transducers
The improved active noise cancellation system for forced air heating or cooling systems onboard aircraft employs a duct having a proximal end coupled to the fan unit to entrain the airflow stream in the direction of a distal end of the duct. A reference sensor is positioned within the proximal end of the duct. A means is provided for injecting an audio frequency control signal into the airflow stream in a manner that does not substantially impede the airflow stream. An error sensor is positioned at the distal end of the duct where it is responsive to sounds carried by the airflow stream, including the audio frequency control signal. An electronic circuit coupled to the reference sensor and to the error sensor supplies a noise abating control signal to energize the control transducer and thereby substantially reduce at least one noise harmonic of the fan unit through destructive interference.
G10K 11/178 - Methods or devices for protecting against, or for damping, noise or other acoustic waves in general using interference effectsMasking sound by electro-acoustically regenerating the original acoustic waves in anti-phase
An aircraft includes a fuselage, a wing extending out from the fuselage, and a joint coupling the wing to the fuselage. The joint includes a first fitting fixed to the fuselage, a second fitting fixed to the wing, a link assembly pivotably coupled to the first fitting and to the second fitting, and a strap coupled to the link assembly at the first fitting and at the second fitting based on the free play clearance as defined by the manufacturing of the link assembly. The link assembly is configured to support the wing during operation of the aircraft and has a free play clearance defined by a manufacturing of the joint falling within a designed dimensional tolerance of the joint. The strap is further configured to bias the link assembly to restrict movement of the link assembly within the free play clearance during load reversal in the joint.
A sidewall assembly for an aircraft and an aircraft are provided. In one example, the sidewall assembly includes a window. A sidewall portion has an inner-facing side and at least partially surrounds the window. The sidewall portion and the window have a curved contour. A transparent display panel is coupled to the sidewall portion and covers the inner-facing side of the sidewall portion including the window. The transparent display panel includes a display screen configured to display information to a passenger. The transparent display panel including the display screen have a curved contour that substantially matches the curved contour of the sidewall portion and the window. A display controller is in communication with the transparent display panel to communicate a video/audio signal providing the information to the display screen.
The voter circuit and method determines a voted output among plural inputs each carrying circular data. To supply the voted output, a statistical average (e.g., mean or median) is computed by grouping the plural inputs into pairs, and for each pair generating a minimum angular difference by selecting the minimum of (a) the absolute difference between the pairs of inputs, and (b) the conjugate of the absolute difference between the pairs of inputs. The voted output is a statistical average generated from the minimum angular difference.
G06F 11/18 - Error detection or correction of the data by redundancy in hardware using passive fault-masking of the redundant circuits, e.g. by quadding or by majority decision circuits
G06F 17/18 - Complex mathematical operations for evaluating statistical data
A method and apparatus for providing an occupant tracking lighting system including a first light, a second light and a third light within an aircraft cabin including detecting, by a sensor, a location and a velocity of a moving occupant, generating, by a processor, a control signal to illuminate the first light and the second light in response to determining that the location is proximate to the first location and that the velocity being towards the second location, and illuminating, by a controller, the first light and the second light in response to the control signal.
H05B 47/13 - Controlling the light source in response to determined parameters by determining the presence or movement of objects or living beings by using passive infrared detectors
B64D 11/00 - Passenger or crew accommodationFlight-deck installations not otherwise provided for
81.
Aircraft lifting devices with coupling adapters between jacks and load cells
An aircraft lifting assembly includes a jack, a load cell, and a jack adapter. The jack includes an extendable arm having a distal end portion for exerting a force to lift an object. The distal end portion defines a cavity. The jack adapter couples the extendable arm to the load cell and includes a base portion, a cradle portion, and a projection. The base portion defines a jack arm support surface and a load cell support surface. The jack arm support surface opposes the distal end portion of the extendable arm and the load cell support surface opposes the load cell. The cradle portion extends from the base portion to circumscribe a portion of the load cell to secure the jack adapter to the load cell. The projection extends from the base portion into the cavity to secure the jack adapter to the extendable arm of the jack.
G01G 19/07 - Weighing apparatus or methods adapted for special purposes not provided for in groups for weighing wheeled or rolling bodies, e.g. vehicles for weighing aircraft
B64F 5/50 - Handling or transporting aircraft components
B66F 3/00 - Devices, e.g. jacks, adapted for uninterrupted lifting of loads
B66F 3/08 - Devices, e.g. jacks, adapted for uninterrupted lifting of loads screw-operated
G01G 19/52 - Weighing apparatus combined with other objects, e.g. with furniture
An aircraft includes a fuselage, a main wing coupled with and extending outward from the fuselage, and a collision avoidance system coupled with the fuselage adjacent the main wing. The collision avoidance system includes first and second laser rangefinders and a detection circuit. The first and second laser rangefinders are configured to generate laser beams laterally outward of the fuselage and include diverging lenses spreading the laser beams in a vertical dimension. The detection circuit is coupled with the first laser rangefinder and the second laser rangefinder to: detect an object within a collision risk zone adjacent to the main wing based on input from at least one of the first laser rangefinder and the second laser rangefinder; and generate an alert that the object is at risk of colliding with the main wing.
A method and apparatus for providing distributed fleet communications between aircraft including decentralized location tracking, weather data, and fleet health is used to determine actual aircraft position, better weather data from multiple sources, and health data to help with logistical calculations and increase efficiencies. The communication is a distributed communication network using blockchains wherein the block includes a data, a hash and a prior hash, determining, by a processor, a validity of the block in response to a blockchain register stored on a memory, the hash and the prior hash, determining, by the processor. The processor is configured to generate a record to be added to the local copy of the blockchain ledger stored in the memory, then send an update to the fleet blockchain to be added as a valid record to be stored and used by the fleet or other trusted individual operators.
H04L 9/00 - Arrangements for secret or secure communicationsNetwork security protocols
H04L 9/06 - Arrangements for secret or secure communicationsNetwork security protocols the encryption apparatus using shift registers or memories for blockwise coding, e.g. D.E.S. systems
G06F 16/27 - Replication, distribution or synchronisation of data between databases or within a distributed database systemDistributed database system architectures therefor
G06F 21/64 - Protecting data integrity, e.g. using checksums, certificates or signatures
H04L 9/32 - Arrangements for secret or secure communicationsNetwork security protocols including means for verifying the identity or authority of a user of the system
Apparatuses for supporting a person adjacent to an aircraft engine having a cowl door with an inner surface are provided. In one example, an apparatus includes a body configured as a step seat for supporting the person. The body includes a first riser section extending generally upward to a first upper riser portion. A first tread section extends generally horizontally from the first upper riser portion to a first aft tread edge portion. A stiffener, filler section extends at an incline from the first aft tread edge portion to a distal stiffener, filler edge portion. A second riser section extends generally upward from the distal stiffener, filler edge portion to a second upper riser portion. A second tread section extends generally horizontally from the second upper riser portion to a second aft tread edge portion.
Audio content is controllably directed to or from an aircraft occupant, such as the pilot or a passenger using a microphone array of at least two transducers, positioned onboard an aircraft to pick up utterances of the aircraft occupant. An electronically steerable transducer array coupled to an onboard an aircraft audio system, such as an avionics communication system or in-flight entertainment system supplies audio content to the aircraft occupant. A signal processor coupled to the microphone array processes utterances sensed by the transducers using a time of arrival algorithm to determine an utterance originating direction. A controller circuit then supplies a pointing direction control signal to the steerable beamforming speaker array or microphone array based on the utterance originating direction to cause the steerable transducer array to direct the audio content in the direction of the sensed utterance and thereby direct the audio content to or from the aircraft occupant.
H04R 1/40 - Arrangements for obtaining desired frequency or directional characteristics for obtaining desired directional characteristic only by combining a number of identical transducers
B64D 11/00 - Passenger or crew accommodationFlight-deck installations not otherwise provided for
G10L 21/0216 - Noise filtering characterised by the method used for estimating noise
Cabin audio systems for aircraft, aircraft cabin acoustics, aircraft cabin audio amplification, and audio amplification algorithms are provided. In particular, a speech amplification system including a first microphone configured to receive a first audio signal including an ambient noise and a second audio signal including a voice signal, a bandpass filter configured to filter the voice signal from the second audio signal, an amplifier configured to adjust an amplitude of the voice signal to generate an amplified voice signal in response to a control signal, a first speaker configured to receive the amplified voice signal and to provide the amplified voice signal a first seating location, a processor configured to generate the control signal in response to an amplitude of the first audio signal such that an amplitude of the amplified voice signal exceeds an amplitude of the ambient noise.
The pilot communication system employs an acoustic transducer disposed on the flight deck and positioned to emit sound waves in the direction of the at least one pilot seating location. A modulator circuit is coupled to receive an audio signal from the avionics communication system and is also coupled to drive the acoustic transducer. The modulator circuit supplies to the acoustic transducer an electrical signal having an ultrasonic carrier frequency modulated by the audio signal, thereby causing the acoustic transducer to deliver a beam of ultrasonic acoustic energy, through the acoustic space, in the direction of the at least one pilot seating location, which beam of ultrasonic acoustic energy is demodulated naturally by traversal through air molecules between the transducer and the pilot seating location, thus rendering the audio signal audible by human hearing at the at least one pilot seating location.
H04R 1/22 - Arrangements for obtaining desired frequency or directional characteristics for obtaining desired frequency characteristic only
H04R 1/40 - Arrangements for obtaining desired frequency or directional characteristics for obtaining desired directional characteristic only by combining a number of identical transducers
89.
QUIET FLIGHT DECK COMMUNICATION USING ULTRASONIC PHASED ARRAY
The pilot communication system employs an acoustic transducer disposed on the flight deck and positioned to emit sound waves in the direction of the at least one pilot seating location. A modulator circuit is coupled to receive an audio signal from the avionics communication system and is also coupled to drive the acoustic transducer. The modulator circuit supplies to the acoustic transducer an electrical signal having an ultrasonic carrier frequency modulated by the audio signal, thereby causing the acoustic transducer to deliver a beam of ultrasonic acoustic energy, through the acoustic space, in the direction of the at least one pilot seating location, which beam of ultrasonic acoustic energy is demodulated naturally by traversal through air molecules between the transducer and the pilot seating location, thus rendering the audio signal audible by human hearing at the at least one pilot seating location.
Vehicles and multi-place dining tables for vehicles are provided. In one example, the vehicle includes a vehicle structure having a first sidewall, a second sidewall, and a floor disposed therebetween. The vehicle structure at least partially surrounds an interior area that has an aisleway extending therethrough. A multi-place dining table is disposed in the interior area and includes a first table section that is disposed between the first sidewall and the aisleway. The first table section includes a first tabletop. A second table section is disposed between the second sidewall and the aisleway and includes a second tabletop. The second tabletop is movable between a stowed position where the first and second tabletops are spaced apart from each other by at least the aisleway and a deployed position where the second tabletop extends across the aisleway and is coupled to the first tabletop.
Aircraft anti-collision systems, anti-collision methods, and aircraft with anti-collision systems and methods are provided. A method including transmitting, by a light emitter, a first light pulse proximate to a wing edge at a first time, detecting, by a light detector, a reflection of the first light pulse at a second time, determining, by a processor, a distance from a first object to the wing edge in response to the first time and the second time, calculating, by the processor, a possible contact occurrence in response to the distance and an aircraft velocity, and controlling a user interface with the processor to generate a user alert in response to the possible contact occurrence.
Devices and methods for actuating a tool and methods for making such devices are provided. In one example, the device includes a piston subassembly. The piston subassembly includes a cylinder having a cavity, a head disposed in the cavity to move between first and second positions, and a rod coupled to the head and extending away from the second position. A holding subassembly is coupled to the piston subassembly. The holding subassembly includes a first holding member coupled to the rod and configured to hold a first leg of the tool and a second holding member spaced apart from the first holding member. The second holding member is configured to hold the second leg of the tool. When the head moves from the first position towards the second position, the rod moves the first holding member towards the second holding member.
B25B 27/14 - Hand tools or bench devices, specially adapted for fitting together or separating parts or objects whether or not involving some deformation, not otherwise provided for for assembling objects other than by press fit or detaching same
B25B 28/00 - Portable power-driven joining or separation tools
Flight control systems, flight control methods, and aircraft navigation systems and methods are provided. A method for estimating a sound level at a geographical location including determining, by an aircraft navigational processor, an initial navigational route, estimating, by the aircraft navigational processor, the sound level at the geographical location in response to a first sound pressure wave estimated to be generated by the aircraft at a first point along the initial navigational route and a second sound pressure wave generated by the aircraft at a second point along the initial navigational route, determining, by the aircraft navigational processor, an alternate navigational route in response to the sound level exceeding a noise limit at the geographical location, and displaying, by a user interface, the alternate navigational route and an alert indicative of the sound level exceeding the noise limit.
G01C 21/16 - NavigationNavigational instruments not provided for in groups by using measurement of speed or acceleration executed aboard the object being navigatedDead reckoning by integrating acceleration or speed, i.e. inertial navigation
G01C 23/00 - Combined instruments indicating more than one navigational value, e.g. for aircraftCombined measuring devices for measuring two or more variables of movement, e.g. distance, speed or acceleration
G01H 17/00 - Measuring mechanical vibrations or ultrasonic, sonic or infrasonic waves, not provided for in the other groups of this subclass
The aircraft take-off awareness system predicts and informs the pilot about where on the runway certain safety speeds will be achieved. A processor coupled to receive inertial data from the aircraft computes an aircraft weight estimate based at least in part upon the inertial data. The processor then computes a future acceleration prediction based on the computed aircraft weight estimate. Using the future acceleration prediction, the processor then computes the position of various warning reference distances corresponding to predicted positions on the runway at which said certain safety speeds will be achieved. The processor generates a display that it dynamically updates as the reference distances change as the aircraft proceeds down the runway during take-off or aborted take-off.
An aircraft includes a first landing gear assembly, a second landing gear assembly, a braking circuit, a brake control circuit, and a braking capability circuit. The landing gear assemblies each include a first braking wheel and a second braking wheel. The braking circuit may apply brakes independently to each of the braking wheels. The brake control circuit actuates braking of the first braking wheels in response to initial receipt of a braking command in a first braking phase and restrict braking at the second braking wheels during the first braking phase until the first braking wheels reach an anti-skid limit at an end of the first braking phase. The braking capability circuit determines a braking capability of the aircraft based on an amount of braking applied to reach the anti-skid limit at the first braking wheels.
B60T 8/1761 - Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS responsive to wheel or brake dynamics, e.g. wheel slip, wheel acceleration or rate of change of brake fluid pressure
B60T 8/17 - Using electrical or electronic regulation means to control braking
B64C 25/46 - Brake regulators for preventing skidding or aircraft somersaulting
98.
CONTROLLERS AND AIRCRAFT WITH VARIABLE ENGINE THRUST TAKEOFF SYSTEM
A flight control system for controlling an aircraft during a variable engine thrust takeoff operation operative to perform a method including calculating a calculated acceleration in response to a takeoff distance and a selection of a variable engine thrust takeoff mode, generating an initial thrust control signal in response to the calculated acceleration, controlling a thrust of an aircraft engine in response to the initial thrust control signal, measuring a measured acceleration of the aircraft, generating an updated thrust control signal in response to a difference between the calculated acceleration and the measured acceleration, and controlling the thrust of the aircraft engine in response to the updated thrust control signal.
B64D 37/00 - Arrangements in connection with fuel supply for power plant
G01P 15/08 - Measuring accelerationMeasuring decelerationMeasuring shock, i.e. sudden change of acceleration by making use of inertia forces with conversion into electric or magnetic values
G01P 5/16 - Measuring speed of fluids, e.g. of air streamMeasuring speed of bodies relative to fluids, e.g. of ship, of aircraft by measuring differences of pressure in the fluid using Pitot tubes
A leveling device is disclosed herein. The leveling device includes a body having a body having front surface, bottom surface, side surface and a rear mounting support, the side surface having an aperture configurated to receive a spirt level and a front surface having an aperture therein for viewing the sprit level in the body and the rear mounting support having a first mounting surface configured to be at an angle relative to a plane of the bottom surface, and a second mounting surface orthogonal to the first mounting surface, each of the first and second mounting surfaces having at least one aperture formed therein to receive a magnetic coupling element, whereby, the body containing the sprit level may be magnetically coupled to a vehicle to indicate whether the vehicle remains level during a jacking operation.
