Abstract: Trailing edge assemblies, couplers and methods for deploying a trailing edge flap of an aircraft wing are disclosed. An exemplary method disclosed herein comprises guiding an aft portion of the trailing edge flap along an elongated track member as the trailing edge flap moves toward the deployed position; guiding a forward portion of the trailing edge flap along the elongated track member as the trailing edge flap moves toward the deployed position; and accommodating transverse movement of the forward portion of the trailing edge flap relative to the elongated track member.

Abstract: A noise attenuating device for reducing acoustic resonance in a cavity of an aircraft with an opening in a skin of the aircraft defining a first surface area and an opening peripheral edge includes a connection mechanism for securing the noise attenuating device in proximity to the opening in the skin of the aircraft and an exterior surface. The exterior surface defines a second surface area that is less than the first surface area of the opening and a device peripheral edge, which has a first section having an edge profile complimentary to at least a portion of the opening peripheral edge and a second section having an indented edge profile in relation to the first section such that when the noise attenuating device is secured within the opening, at least one gap is formed between the device peripheral edge and the opening peripheral edge.

Abstract: Assemblies and methods for facilitating the assembly of aircraft wings to a fuselage are disclosed. In some embodiments, a wing unit includes features that are configured to define one of more parts of a pressure vessel that is partially defined by the fuselage portion. In some embodiments, the aircraft assemblies disclosed herein comprise one or more first structural interfaces that permit positional adjustment between the wing unit and the fuselage portion so that one or more second structural interfaces may be finished only after such positional adjustment. In some embodiments, the aircraft assemblies disclosed herein comprise one or more structural interfaces that are disposed outside of the wing unit in order to eliminate or reduce the need for assembly personnel to access the interior of the wing unit to carry out the structural assembly of the wing unit to the fuselage portion.

Abstract: Airstair systems and associated methods are disclosed. In one embodiment, the airstair has a deployable upper step, a primary deployment device and a secondary deployment device. The upper step is movable between a stowed configuration when a door of the aircraft is closed and a deployed configuration when the door is open. The primary deployment device resiliently biases the upper step toward the deployed configuration. The secondary deployment device is movable in coordination with a movement of the door and configured to drive the deployable upper step toward the deployed configuration during opening of the door and during a failure of the primary deployment device.

Abstract: Systems, devices and methods for alerting a crew of an aircraft or other mobile platform of a relevant condition associated with the aircraft are disclosed. One exemplary method comprises receiving data indicative of an existence of the relevant condition associated with the aircraft; receiving data indicative of a substantially real-time value of a dynamic parameter associated with the relevant condition; and displaying an awareness-enhancing indication associated with the relevant condition in a display area of the crew alerting system of the aircraft. The awareness-enhancing indication comprises a textual message and a supplemental indication indicative of the substantially real-time value of the dynamic parameter associated with the relevant condition. In various embodiments, the supplemental indication may be textual or graphical. The supplemental indication may also be indicative of a target value of the dynamic parameter.

Abstract: Systems and methods for controlling a fixed-wing aircraft during flight are disclosed. The aircraft comprises first and second flight control surfaces of different types. The method comprises determining that a pilot command of the first flight control surface will excite a structural flexible mode of the aircraft and then executing the pilot command of the first flight control surface in conjunction with a command of the second flight control surface to mitigate the effect of the excitation of the structural flexible mode of the aircraft.

Abstract: A method and a networking device for transmitting an information stream are provided. The method is executable by a router. The router and a device are located on-board a vehicle and communicatively coupled by an on-board LAN. The router is communicatively coupled to external systems. The method comprises: establishing a first channel between the device and a first external system by using the on-board LAN; transmitting, via the first channel, the information stream; monitoring decision metrics associated with external systems; identifying a second external system to be prioritized over the first external system; switching from the first to a second channel, the switching being seamless to a user, the switching comprising establishing the second channel between the device and the second external system by using the on-board LAN, storing a portion of the information stream; and transmitting via the second channel, the information stream without interruption during the switching.

Abstract: There is disclosed a blended wing body aircraft including a center body having a lower side and an upper side opposed to the lower side. The center body has a central chord extending from a leading edge to a trailing edge of the center body. The lower side has a lowest point located between a first location forward of a pivot point about which the aircraft rotates during take-off and a second location aft of the pivot point. The first location is at a first distance corresponding to about 10% of a length of the central chord forward of the pivot point.

Abstract: A method of and a system for detecting a fuel leak in an aircraft, the aircraft comprising a first engine and a second engine. The method comprises upon determining that the aircraft has reached a first mode of operation: acquiring a first baseline fuel flow of the first engine; acquiring a second baseline fuel flow of the second engine. The method further comprises monitoring a first current fuel flow measured at the first engine and a second current fuel flow measured at the second engine; and triggering a fuel leak detection based on an analysis of the first baseline fuel flow, the first current fuel flow, the second baseline fuel flow and the second current fuel flow.

Abstract: A display system of an aircraft includes a display device defining a display area, a vision system for generating an image of an operating environment of the aircraft on the display area, data processors operatively coupled to the display device and the vision system, and non-transitory machine-readable memory operatively coupled to the one or more data processors and storing instructions executable by the one or more processors and configured to cause the one or more processors to, when a condition of the aircraft is met, cause an alteration of a display of flight information on the display area to declutter a cutout region in the image generated by the vision system, the cutout region devoid of imaging generated by the vision system and displaying an Approach Lighting System (ALS) of a runway of intended landing for the aircraft.

Abstract: Systems and methods of improving the operation of an aircraft during flight are disclosed. In one embodiment, the method comprises deploying spoilers as the speed of the aircraft approaches the maximum operating Mach number of the aircraft, and keeping the spoilers deployed when the speed of the aircraft is substantially at the maximum operating Mach number.

Abstract: Several embodiments of buffer zones are provided that are contemplated to be disposed with respect to two or more adjacent elements on an aircraft. The buffer zones adjust for dynamic spacing between the elements to help control different gapping requirements between the elements installed in the aircraft. Embodiments include an aircraft interior panel configuration, an aircraft interior wall panel configuration, an adjustable width aircraft bulkhead, and an aircraft personal service unit.

Abstract: A method for controlling a position of a flap of an aircraft includes: receiving, by an actuator, a signal indicative of a desired flap position; when the desired flap position is a retracted flap position: moving the carriage along a track to a first carriage position thereby pivoting the flap to the retracted flap position where the flap is at a neutral flap angle; when the desired flap position is an intermediate flap position: moving the carriage along the track to a second carriage position thereby pivoting the flap to the intermediate flap position where the flap is at a negative flap angle; when the desired flap position is an extended flap position: moving the carriage along the track to a third carriage position thereby pivoting the flap to the extended flap position where the flap is at a positive flap angle. An aircraft flap deployment system is also disclosed.

Abstract: Methods and systems for adjusting a force feel profile of an inceptor of an aircraft are provided. The force feel profile is based on a baseline value of an operating parameter of the aircraft and defines an amount of resistive force applied to the inceptor as a function of displacement of the inceptor. An embodiment of the method includes receiving data indicative of a current value of the operating parameter. Based on a difference between the current value and the baseline value of the operating parameter, a portion of the force feel profile corresponding to a range of displacement values is shifted to adjust an amount of resistive force defined by the portion of the force feel profile for the range of displacement values.

Abstract: A servicing panel of an aircraft accessible from an exterior of the aircraft is disclosed. The servicing panel comprises an electronic display device having a display area viewable from the exterior of the aircraft. The electronic display device is operatively connected to display information relating to one or more systems of the aircraft on the display area.

Abstract: A cockpit pedestal and an aircraft with a cockpit pedestal. The cockpit pedestal includes an integrally-formed frame including an instrument receiving portion defining a plurality of compartments for receiving instruments therein; and a plurality of legs supporting the instrument receiving portion, the plurality of legs being integrally formed with the instrument receiving portion, the plurality of legs being adapted for transferring a load of the plurality of instruments from the instrument receiving portion to a floor of the aircraft cockpit when the cockpit pedestal and the instruments are installed in the aircraft cockpit. In some versions the cockpit pedestal includes a conductive layer electrically grounding the instruments in the cockpit.

Abstract: Apparatus for improving flow characteristics around aircraft wings by obstructing air flow through an aperture formed in a wing skin for a movable duct or track are disclosed. In one embodiment, the apparatus comprises a substantially rigid panel movable at least partially across the aperture for at least partially occluding the aperture and for accommodating movement of a slat track extending through the aperture. In another embodiment, the apparatus comprises a hinged panel configured to swing outwardly from an outer side of the wing skin toward an open position to accommodate movement of an anti-icing duct extending through the aperture and to swing toward a closed position at least partially occluding the aperture.

Abstract: Systems and method for synchrophasing aircraft engines are disclosed. One method comprises receiving data indicative of a sensed vibration level associated with a first aircraft engine and a second aircraft engine operating at a substantially same operating speed and commanding one or more momentary changes in operating speed of the second aircraft engine until the sensed vibration level substantially reaches a target vibration level. The momentary changes in operating speed of the second aircraft engine is commanded irrespective of phase information associated with imbalances of the first and second aircraft engines.