Abstract: A device for monitoring the status of a plurality of subsystems includes a plurality of mutually exclusive windows on a display device. Each window includes information related to at least one of the subsystems. One or more of the windows includes a common user interface and a common display area for a subset of at least two of the windows. The common user interface includes selectable options for controlling the information displayed in the common display area, and the selectable options allow the user to display more detailed information related to the information displayed in one of the associated windows. Advisory information regarding the status of the subsystems can be included in one or more of the windows, along with a selectable option to display a checklist for the subsystem associated with each advisory message. The display system can be used to monitor operation and status of various types of systems including mobile vehicles, machines, biological organisms, and building facilities.

Abstract: A system and method for configuring an aircraft for low sonic boom supersonic flight conditions includes redistributing lift of a wing by configuring the wing with one or more areas of far-field expansion ahead of areas of far-field compression. An equivalent area distribution goal curve is scaled to account for the equivalent area reduction due to excursions below to goal curve. A relaxed constraint allows the equivalent area distribution of the aircraft to be at or below the equivalent area distribution goal curve to enable multiple parameters to be configured to meet the equivalent area distribution constraint, as well as other constraints. The system and method can be adapted to aid in the design of any type of vehicle whose surfaces are subject to supersonic fluid flow, especially to reduce sonic boom.

Abstract: Multiple sensors capture images representing scenery outside an aircraft or other type of vehicle for use within a visual display system. A protective housing encloses the sensors. This protective housing includes a transparent aperture through which the sensor captures images. A cleaning mechanism removes obstructions from the transparent aperture in order to provide continuous images representing scenery outside the aircraft through an operator display.

Abstract: The present invention provides a system and method for actively manipulating fluid flow over a surface using synthetic pulsators. Synthetic pulsators produce pulsed jet operable to manipulate the primary fluid flow proximate to the synthetic pulsator. The synthetic pulsator includes a synthetic jet actuator(s) located within an ambient pressure chamber, wherein the synthetic jet actuator is operable to produce an oscillatory flow. The oscillatory flow of the synthetic jet(s) produces the pulsed jet operable to manipulate the primary fluid flow. These synthetic pulsators may then be actively manipulated to control the flow behavior of the ducted fluid flow, influence the inception point and trajectory of flow field vortices within the fluid flow, and reduce flow separation within the primary fluid flow.

Abstract: A display system for a device with reduced out-the-window visibility includes a display processor that receives an image from a sensor, wherein the sensor is capable of providing a continuously updated image of an area outside the device that is obscured from view of an operator by a portion of the device's structure. The sensor image can be combined with symbols representing information regarding the operational state of the device. The combined sensor image and symbols are output to a display device that is positioned to provide a portion of the out-the-window field of view to the operator. The entire desired field of view for the operator is provided by the display device in combination with the out-the-window scene available through windows of the device.

Abstract: A vertical stabilizer is configured to minimize the rate of change of cross-sectional area distribution of the vehicle or device to which the vertical stabilizer is mounted. One or more “waisted” areas can be included at the tip and/or the root of the vertical stabilizers, as well as over the distance from tip to root of the vertical stabilizer. In some situations, a strake is mounted on the vehicle or device, such as an aircraft, and the vertical stabilizer is mounted to the tip of the strake. The strake can also be area ruled with one or more “waisted” sections at the juncture of the vertical stabilizer. Applying area ruling to the vertical stabilizer helps to further reduce the drag of the vehicle or device.

Abstract: A wing for use on a supersonic aircraft that includes an inboard section a central section of the wing outboard of the inboard portion, and an outboard section. The outboard section can be a winglet oriented anhedrally relative to a lateral axis of the supersonic aircraft. Leading edge segments on the inboard section, central section and outboard winglet may have mounted thereon leading-edge flaps. These flaps are adjusted by a control system operable to reposition the leading-edge flaps in order to improve the aerodynamic performance of the supersonic aircraft. This winglet promotes sonic boom minimization. Further, the wing tip anhedral allows greater inboard dihedral. This effectively pushes lift aft for sonic boom and control purposes while minimizing the movement of control surfaces.

Abstract: A supersonic cruise configuration aircraft comprises a fuselage extending on a longitudinal axis from a forward nose to an aft tail, and a wing coupled at an inboard section to the fuselage and extending to an outboard tip, and having a leading edge and a trailing edge. The aircraft further comprises a landing gear that is coupled to the wing and capable of stowing into the wing and fuselage on retraction. The landing gear has a landing gear strut. The wing is gulled with a dihedral at an angle that is increased inboard and aligns with the retracted landing gear. The wing has a minimum thickness sufficient to enclose the landing gear.

Abstract: An aircraft thickness/camber control device mounts to the lower surface of a airfoil configuration, for example on a fuselage, and extends along a longitudinal axis. The device, when deployed, generates expansions ahead of compressions generated by off-design conditions, inlet spillage for example, and enables maintenance of a low boom signature. The device, when positioned at appropriate locations, may also be used as a drag reduction device. The thickness/camber control device comprises a structural member capable of coupling to the airfoil at a position forward of the concentrated source of added compression and a control element. The control element is coupled to the structural member and controls the structural member to adjust thickness/camber of the configuration to cancel the far-field effect of the extra compression or concentrated pressure source.

Abstract: A method for determining an optimum design includes determining an initial field solution for a design configuration based on an initial set of design variables; determining an adjoint solution to the field solution; determining the regions of interest on the design configuration based on magnitudes and/or gradients of the adjoint solution; and establishing design variables at the regions of interest.

Abstract: A method and design system for a low drag vehicle includes determining a plurality of configurations for at least two different Mach numbers that minimize the rate of change of cross-sectional area of the vehicle in accordance with the Sears-Haack minimum drag body. A user can specify design objectives and constraints to meet in determining optimum configurations for the vehicle, and the configurations are averaged to determine a final configuration. The at least two configurations can be weighted to emphasize optimum performance at particular operating conditions before averaging the configurations. The second order derivative of cross-sectional area for the final configuration can be smoothed, and then integrated twice to determine the cross-sectional area.

Abstract: An aircraft landing gear is movable between a retracted position and an extended position. The aircraft landing gear comprises a nonfolding, nonhinged shock strut that extends along a shock strut axis from a proximal end to a distal end and remains at an essentially constant length throughout an extension/retraction cycle. A trunnion is coupled to the proximal end of the shock strut and capable of pivoting in combination with the shock strut about a canted trunnion axis. A multiple-wheel truck is coupled to the distal end of the shock strut. A drag strut is coupled to the shock strut at a position intermediate to the shock strut proximal and distal end and is capable of folding as the landing gear is retracted and straightening as the landing gear is extended. The canted trunnion axis is canted so that the shock strut retracts in a forward and inboard direction and extends downward and outboard.

Abstract: An aircraft lift device comprises a strake capable of coupling to an aircraft fuselage and extending to a leading edge of a wing. The strake has a leading edge. The life device further comprises a leading-edge flap coupled to the strake leading edge.

Abstract: An aircraft landing gear is movable between a retracted position and an extended position. The aircraft landing gear comprises a nonfolding, nonhinged shock strut that extends along a shock strut axis from a proximal end to a distal end and remains at an essentially constant length throughout an extension/retraction cycle. A trunnion is coupled to the proximal end of the shock strut and capable of pivoting in combination with the shock strut about a canted trunnion axis. A multiple-wheel truck is coupled to the distal end of the shock strut. A drag strut is coupled to the shock strut at a position intermediate to the shock strut proximal and distal end and is capable of folding as the landing gear is retracted and straightening as the landing gear is extended. The canted trunnion axis is canted so that the shock strut retracts in a forward and inboard direction and extends downward and outboard.

Abstract: A supersonic aircraft comprises a fuselage extending forward and aft along a longitudinal axis, the fuselage having a lower surface and an upper surface, a highly swept low aspect ratio wing coupled to the fuselage and having a forward leading edge and an aft trailing edge, an effector flap coupled to the wing trailing edge, and a tail empennage. The tail empennage is coupled to the fuselage aft of the wing on the fuselage upper surface in a position high relative to the wing. The tail empennage forms a channel region subject to complex shock patterns at transonic conditions. The aircraft further comprises an effector coupled to the tail empennage and a controller coupled to the effector flaps and the effectors. The controller further comprises a control process that reduces drag through channel relief by deflecting both the effector flap down and the effector up.

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

Abstract: A system receives information regarding current flight conditions of a device such as an aircraft and determines the acoustic level of the sonic boom and/or other noise generated by the device during operation. The current acoustic level is compared to a desired level, and various cues are displayed to operators regarding corrective actions that can be taken to reduce or maintain the acoustic level at the desired level. The system also predicts future acoustic levels based on current operating conditions, and varies the urgency of the cues based on whether and how quickly the device will exceed the desired acoustic level. Options to limit maneuvers and to automatically adjust operating condition parameters can be enabled. Options to display additional information regarding past, current, and predicted acoustic levels can also be selected. Signals that can be used to automatically control the acoustic level of a device during operation can also be generated for use in devices that can operate autonomously.

Abstract: A method and design system for a low drag vehicle includes determining a plurality of configurations for at least two different Mach numbers that minimize the rate of change of cross-sectional area of the vehicle in accordance with the Sears-Haack minimum drag body. A user can specify design objectives and constraints to meet in determining optimum configurations for the vehicle, and the configurations are averaged to determine a final configuration. The at least two configurations can be weighted to emphasize optimum performance at particular operating conditions before averaging the configurations. The second order derivative of cross-sectional area for the final configuration can be smoothed, and then integrated twice to determine the cross-sectional area.

Abstract: A vertical stabilizer is configured to minimize the rate of change of cross-sectional area of the vehicle or device to which the vertical stabilizer is mounted. One or more “waisted” areas can be included at the tip and/or the root of the vertical stabilizers, as well as over the distance from tip to root of the vertical stabilizer. In some situations, a strake is mounted on the vehicle or device, such as an aircraft, and the vertical stabilizer is mounted to the tip of the strake. The strake can also be area ruled with one or more “waisted” sections at the juncture of the vertical stabilizer. Applying area ruling to the vertical stabilizer helps to further reduce the drag of the vehicle or device.

Abstract: A system and method for configuring an aircraft for low sonic boom supersonic flight conditions includes redistributing lift of a wing by configuring the wing with one or more areas of far-field expansion ahead of areas of far-field compression. An equivalent area distribution goal curve is scaled to account for the equivalent area reduction due to excursions below to goal curve. A relaxed constraint allows the equivalent area distribution of the aircraft to be at or below the equivalent area distribution goal curve to enable multiple parameters to be configured to meet the equivalent area distribution constraint, as well as other constraints. The system and method can be adapted to aid in the design of any type of vehicle whose surfaces are subject to supersonic fluid flow, especially to reduce sonic boom.