| Aurora Flight Sciences Corporation Patent applications |
| Patent application number | Title | Published |
|---|
| 20120091267 | ADAPTIVE TAIL ASSEMBLY FOR SOLAR AIRCRAFT - An adaptive aircraft tail assembly includes a tail boom, and a tail structure. The tail structure has a plurality of control surfaces configured to alter or maintain flight characteristics of the aircraft. The tail structure also has at least (i) one or more photovoltaic cells, or (ii) at least one or more solar thermal collection cells, or (iii) both photovoltaic cells and solar thermal collection cells. The tail structure also includes a rotational pivot configured to rotationally attach the tail structure to the tail boom. Preferably, the plurality of control surfaces are configured so as to be manipulatable to rotate the tail structure about a central axis of the tail boom via the rotational pivot. | 04-19-2012 |
| 20120091263 | Method of operating a solar aircraft - A system and method for assembling and operating a solar powered aircraft, composed of one or more modular constituent wing panels. Each wing panel includes at least one hinge interface that is configured to rotationally interface with a complementary hinge interface on another wing panel. When a first and second wing panel are coupled together via the rotational interface, they can rotate with respect to each other within a predetermined angular range. The aircraft further comprises a control system that is configured to acquire aircraft operating information and atmospheric information and use the same alter the angle between the wing panels, even if there are multiple wing panels. One or more of the wing panels can include photovoltaic cells and/or solar thermal cells to convert solar radiation energy or solar heat energy into electricity, that can be used to power electric motors. Further, the control system is configured to alter an angle between a wing panel and the horizon, or the angle between wing panels, to maximize solar radiation energy and solar thermal energy collection. A tail assembly for the aircraft includes a rotational pivot that allows the flight control surfaces to rotate to different orientations to avoid or reduce flutter loads and to increase solar radiation energy and/or solar thermal energy collection from photovoltaic cells and/or solar thermal cells the can be located on the tail structure associated with the flight control surfaces. | 04-19-2012 |
| 20120061506 | WING TIP DOCKING SYSTEM FOR AIRCRAFT - A system and method for docking various types of aircraft is disclosed. An aerodynamic lifting structure docking mechanism for docking two or more aircraft is provided comprising an aerodynamic lifting structure. The aerodynamic lifting structure includes a first and second airflow adjustment mechanism. The aerodynamic lifting structure further includes a first hard docking mechanism, and a second hard docking mechanism, and still further includes a soft docking mechanism. The first and second airflow adjustment mechanisms are configured to substantially remove any aerodynamic lifting structure vortices around each of the aerodynamic lifting structure tip areas. The soft docking mechanism is configured to soft dock a first aerodynamic lifting structure with a second aerodynamic lifting structure. The first hard docking mechanism is configured to hard dock with the second hard docking mechanism, thereby temporarily attaching the first aerodynamic lifting structure with the second aerodynamic lifting structure. | 03-15-2012 |
| 20120061505 | WING TIP DOCKING SYSTEM FOR AIRCRAFT - A system and method for docking various types of aircraft is disclosed. An aerodynamic lifting structure docking mechanism for docking two or more aircraft is provided comprising an aerodynamic lifting structure. The aerodynamic lifting structure includes a first and second airflow adjustment mechanism. The aerodynamic lifting structure further includes a first hard docking mechanism, and a second hard docking mechanism, and still further includes a soft docking mechanism. The first and second airflow adjustment mechanisms are configured to substantially remove any aerodynamic lifting structure vortices around each of the aerodynamic lifting structure tip areas. The soft docking mechanism is configured to soft dock a first aerodynamic lifting structure with a second aerodynamic lifting structure. The first hard docking mechanism is configured to hard dock with the second hard docking mechanism, thereby temporarily attaching the first aerodynamic lifting structure with the second aerodynamic lifting structure. | 03-15-2012 |
| 20120019973 | METHOD AND APPARATUS FOR GROUNDING A COMPOSITE AIRCRAFT STRUCTURE - Method and apparatus for installing a grounding fastener in a composite aircraft structure includes structure and/or function for (i) drilling a hole in the composite aircraft structure, the hole dimensioned to provide a clearance fit with respect to the composite structure and the grounding fastener; (ii) coating the grounding fastener with a conductive fluid; (iii) inserting the grounding fastener into the hole such that the grounding fastener is in electrical contact with conductive fibers within the composite structure; (iv) securing the grounding fastener to the composite structure; and (v) attaching a conductive device to the grounding fastener such that the conductive device is in electrical contact with the grounding fastener. | 01-26-2012 |
| 20110245999 | AIRCRAFT HEALTH MONITORING AND DESIGN FOR CONDITION - A system and method for automatically varying the flight envelope of an aircraft based upon the material health of the aircraft and the flight environment is provided. The system includes a plurality of structural health monitoring and load sensors that determine the approximate size and the approximate location of the damage. The system performs residual strength calculations for individual aircraft components to determine the overall aircraft residual strength. The system uses these calculations to determine a maximum flight envelope based on the overall aircraft residual strength, and transmits this information to the flight controller and optionally to the pilot. | 10-06-2011 |
| 20110226174 | COMBINED SUBMERSIBLE VESSEL AND UNMANNED AERIAL VEHICLE - A combined submersible vessel and unmanned aerial vehicle preferably includes a body structure, at least one wing structure coupled to the body structure, at least one vertical stabilizer structure coupled to the body structure, and at least one horizontal stabilizer structure coupled to the body structure. A propulsion system is coupled to the body structure and is configured to propel the flying submarine in both airborne flight and underwater operation. Preferably, the propulsion system includes a motor, a gearbox coupled to the motor and configured to receive power generated by the motor and provide variable output power, a drive shaft coupled to the gearbox and configured to transfer the variable output power provided by the gearbox, and a propeller coupled to the drive shaft and configured to accept power transferred to it from the drive shaft. The propeller is further configured to rotate and propel the flying submarine in both an airborne environment and in an underwater environment. | 09-22-2011 |
| 20110084170 | TAIL-MOUNTED POINTABLE SOLAR PANELS FOR SOLAR-POWERED AIRCRAFT - An aircraft tail section has a first tail component and a second tail component, the first tail component being positioned further forward than the second tail component with respect to a nose of the aircraft. Each tail component has two surfaces, each of the two surfaces of at least one of the first and second tail components comprises a solar panel configured to collect solar energy. Each tail component is rotatable with respect to a centerline of the aircraft such that an offset angle of between zero degrees and 180 degrees is formed between corresponding surfaces of the first and second tail components. Preferably, the tail components are rotated into (i) a takeoff and landing configuration that is substantially horizontal, and (ii) a crosswise configuration during flight such that collection of solar energy is maximized. | 04-14-2011 |
| 20110057074 | MODULAR MINIATURE UNMANNED AIRCRAFT WITH VECTORED THRUST CONTROL - An aircraft for unmanned aviation is described. The aircraft includes an airframe, a pair of fins attached to a rear portion of the airframe, a pair of dihedral braces attached to a bottom portion of the airframe, a first thrust vectoring module and a second thrust vectoring module, and an electronics module. The electronics module provides commands to the two thrust vectoring modules. The two thrust vectoring modules are configured to provide lateral and longitudinal control to the aircraft by directly controlling a thrust vector for each of the pitch, the roll, and the yaw of the aircraft. The use of directly articulated electrical motors as thrust vectoring modules enables the aircraft to execute tight-radius turns over a wide range of airspeeds. | 03-10-2011 |
| 20110056184 | EXTENDED ALTITUDE COMBUSTION SYSTEM - A combustion system for performing stable combustion and flame stabilization at high altitudes is described. A primary liquid hydrocarbon fuel is atomized and vaporized within the main combustor chamber to produce a primary fuel vapor. When the combustion system operates at a high altitude, a secondary gaseous fuel is fed into the inlet air port such that the secondary fuel mixes with air, thereby enabling the mixture of the air and the secondary fuel to combust in a catalytic reactor to produce high temperature, oxygen-rich gases that flow into the main combustor chamber. Proper proportional amounts of the two fuels are determined as a function of altitude. | 03-10-2011 |
| 20100237183 | SYSTEM AND METHOD FOR THE RETRIEVAL OF A SMALLER UNMANNED AERIAL VEHICLE BY A LARGER UNMANNED AERIAL VEHICLE - A system and method are provided for using a first aircraft to retrieve a second aircraft. The first aircraft is typically larger than the second aircraft. A minimum airspeed of the first aircraft is typically greater than a maximum airspeed of the second aircraft. The first aircraft flies in a substantially circular pattern and extends a tow line, such that the tow line forms a substantially helical shape behind and below the first aircraft. Due to the helical shape, there is at least one point along the extended tow line at which the speed of the tow line is substantially equal to the speed of the second aircraft. The second aircraft can readily latch onto the tow line at that point, thereby minimizing potential damage otherwise caused by differential airspeeds. | 09-23-2010 |
| 20100001122 | SPAR FOR SAILWINGS - A sail wing for a lightweight aircraft comprising a membrane; a front spar; and a tensioned rear wire attached to a trailing edge of the membrane, such that when the front spar is bent to match a curve of the tensioned trailing edge of the sail wing membrane, the sail wing membrane has substantially little or no twist, and results in substantially little or no induced drag. | 01-07-2010 |
| 20090314886 | DEPLOYMENT OF TELESCOPING AIRCRAFT STRUCTURES BY DROGUE PARACHUTE RISER TENSION - A system for deploying a deployable structure in an aircraft, comprising a drogue parachute, at least one deployable structure, a riser line attached to the drogue parachute and the at least one deployable structure, wherein when the drogue parachute is deployed, a tension is applied to the riser line, and a parachute deployment system, wherein the parachute deployment system is configured to utilize the applied tension to deploy the at least one deployable structure. | 12-24-2009 |
| 20090206196 | INFLATABLE FOLDING WINGS FOR A VERY HIGH ALTITUDE AIRCRAFT - A foldable wing for use with a very high altitude aircraft capable of operating at an altitude at or above 85,000 feet is disclosed. The foldable wing may employ a spiral fold deployment, wherein a hinge between each segment of the foldable wing is slightly offset from the perpendicular. Successively positioned wing segments fold over one another. Alternatively, the hinges are substantially perpendicular so that each respective wing segment folds linearly against the next wing segment. An inflatable rib, with inflatable arms, can be inflated to provide a force against two adjacent arms, thereby deploying the wing segments through a full 180° of rotation. | 08-20-2009 |
| 20090184195 | Hydrazine Monopropellant Decomposition Air Turboprop Engine - An engine for use in operating an aircraft is disclosed, the engine comprising a decomposition chamber configured to decompose into at least one combustible constituent element a first chemically unstable substance in the presence of a catalyst, wherein the decomposition of the first chemically unstable substance releases a first amount of heat; a first turbine configured to accept the constituent elements and the first amount of heat from the decomposition chamber and thereby rotate; a compressor rotationally connected to the first turbine, and configured to compress air when the first turbine rotates; and a combustion chamber configured to accept the compressed air and constituent elements and combust the combination, substantially regardless of an altitude above sea level and ambient air pressure, and output the combustion products into a power turbine, causing it to rotate, whereby the rotation of the first turbine and/or the power turbine rotate a propeller rotationally coupled to the first and power turbines. Alternately, a nozzle can be used in place of the power turbine, thereby creating a jet engine. | 07-23-2009 |
| 20090121074 | WING LOAD ALLEVIATION STRUCTURE - A wing load alleviation structure for use on an aircraft, comprising a front spar, wherein the front spar includes a plurality of alternating rigid spar structures and inflatable spar structures; and a rear spar, wherein the rear spar includes a plurality of alternating rigid spar structures and pivot joints, such that when a load is applied to the front and rear spars, deflection of each of the front and rear spars continues at a first rate until a critical load is reached, and then as the loading increases, deflection of each of the front and rear spars continues at a second rate. | 05-14-2009 |
