Abstract: An aerodynamic friction energy deicing system can include a heat energy device configured to be operatively connected to an aircraft structure and to convert heat energy due to aerodynamic friction on the aircraft structure into another form or to store heat energy due to aerodynamic friction on the aircraft structure. The converted or stored energy can be used for any suitable purpose, e.g., for use in ice prevention and/or deicing and/or powering one or more aircraft systems.

Abstract: An optical ice detector and airspeed probe includes an ice detection module and an airspeed module. The ice detection module detects the presence or absence of ice, water, or ice and water particles, and the airspeed module determines a line-of-sight speed along a directional vector, each based on backscatter light returns emitted from a common collimated light source. An electronics module determines an airspeed of an aircraft based on the line-of-sight speed determined by the airspeed module and at least one aircraft parameter received from the air data system.

Abstract: An angle of attack sensor includes a rotatable vane extending away and support from a mounting plate, a housing extending way from an opposite side of the mounting plate, and a sensor coupled to the vane. The angle of attack sensor communicates with an electronics module enclosed within the housing or mounted remotely with respect to the angle of attack sensor. The electronics module includes a processor, computer-readable memory, and a communication device. The computer-readable memory is encoded with instructions that, when executed by the processor, cause the electronics module to perform steps of a damage detection method.

Abstract: An ultrasonic air data system can include a pole having a length longer than a boundary layer thickness of a boundary layer flow such that at least a distal end of the pole is configured to extend outwardly from an aircraft surface to be at least partially outside of the boundary layer flow. The system can include a transmitter disposed on or in the pole at or near the distal end of the pole such that the transmitter is located at least partially outside of the boundary layer flow when in use, wherein the transmitter is configured to output a transmitter signal. The system can include one or more receivers disposed downstream of the pole as defined by the boundary layer flow and configured to receive the transmitter signal.

Abstract: Apparatus and associated methods relate to detecting turbulence of an airstream over an airfoil surface of an aircraft using a sequence of acoustic transducers attached to the airfoil surface of the aircraft along a path. Each of the sequence of acoustic transducers is configured to detect acoustic waves indicative of airstream condition proximate the acoustic transducer. A processor is configured to determine, for each of the sequence of acoustic transducers, a level of turbulence of the airstream proximate the acoustic transducer.

Abstract: An optical ice detector and airspeed probe includes an ice detection module and an airspeed module. The ice detection module detects the presence or absence of ice, water, or ice and water particles, and the airspeed module determines a line-of-sight speed along a directional vector, each based on backscatter light returns emitted from a common collimated light source. An electronics module determines an airspeed of an aircraft based on the line-of-sight speed determined by the airspeed module and at least one aircraft parameter received from the air data system.

Abstract: An angle of attack sensor includes a rotatable vane extending away and support from a mounting plate, a housing extending way from an opposite side of the mounting plate, and a sensor coupled to the vane. The angle of attack sensor communicates with an electronics module enclosed within the housing or mounted remotely with respect to the angle of attack sensor. The electronics module includes a processor, computer-readable memory, and a communication device. The computer-readable memory is encoded with instructions that, when executed by the processor, cause the electronics module to perform steps of a damage detection method.

Abstract: An acoustic air data sensor for an aircraft includes an acoustic transmitter, an acoustic receiver, an acoustic signal generator, timing circuitry, speed of sound determination circuity, and communication circuitry. The acoustic transmitter is located to transmit an acoustic signal through an airflow stagnation chamber that is pneumatically connected to an exterior of the aircraft and configured to receive and stagnate airflow from the exterior of the aircraft. The acoustic receiver is positioned at a distance from the acoustic transmitter to receive the acoustic signal. The pulse generator causes the acoustic transmitter to provide the acoustic signal. The timing circuitry determines a time of flight of the acoustic signal from the acoustic transmitter to the acoustic receiver. The speed of sound determination circuity determines, based on the time of flight and the distance, a speed of sound through air in the stagnation chamber. The communication circuitry outputs the speed of sound.

Abstract: Apparatus and associated methods relate to detecting turbulence of an airstream over an airfoil surface of an aircraft using a sequence of acoustic transducers attached to the airfoil surface of the aircraft along a path. Each of the sequence of acoustic transducers is configured to detect acoustic waves indicative of airstream condition proximate the acoustic transducer. A processor is configured to determine, for each of the sequence of acoustic transducers, a level of turbulence of the airstream proximate the acoustic transducer.

Abstract: An acoustic air data sensor for an aircraft includes an acoustic transmitter, an acoustic receiver, an acoustic signal generator, timing circuitry, speed of sound determination circuity, and communication circuitry. The acoustic transmitter is located to transmit an acoustic signal through an airflow stagnation chamber that is pneumatically connected to an exterior of the aircraft and configured to receive and stagnate airflow from the exterior of the aircraft. The acoustic receiver is positioned at a distance from the acoustic transmitter to receive the acoustic signal. The pulse generator causes the acoustic transmitter to provide the acoustic signal. The timing circuitry determines a time of flight of the acoustic signal from the acoustic transmitter to the acoustic receiver. The speed of sound determination circuity determines, based on the time of flight and the distance, a speed of sound through air in the stagnation chamber. The communication circuitry outputs the speed of sound.

Abstract: An aircraft freestream data system can include a first ultrasonic air data system (UADS) configured to sense local acoustic properties at a first location on an aircraft, a first local air data module operatively connected to the first UADS and configured to determine first local air data of the first location and to output first local air data, and a freestream data module operatively connected to the first local air data module. The freestream data module can be configured to receive the first local air data from the local air data module, determine one or more freestream air data parameters based on at least the first local air data, and output the one or more freestream air data parameters to one or more aircraft consuming systems.

Abstract: An acoustic air data sensing system includes an acoustic transmitter, a plurality of acoustic receivers, and a skin friction sensor. The acoustic transmitter is located to transmit an acoustic signal into airflow about an exterior of a vehicle. Each of the acoustic receivers is located at a respective angle from a wind angle reference line and a respective distance from the acoustic transmitter. The skin fiction sensor is positioned in a boundary layer region of the airflow that interacts with the acoustic receivers and transmitter. Based on time of flight values of the acoustic signal from the transmitter to each of the receivers and a skin friction measurement from the skin friction sensor as inputs to a transformation matrix, the acoustic air data sensing system outputs, from the transformation matrix, the true airspeed, the relative wind angle, and the speed of sound for operational control of the vehicle.

Abstract: An aerodynamic friction energy deicing system can include a heat energy device configured to be operatively connected to an aircraft structure and to convert heat energy due to aerodynamic friction on the aircraft structure into another form or to store heat energy due to aerodynamic friction on the aircraft structure. The converted or stored energy can be used for any suitable purpose, e.g., for use in ice prevention and/or deicing and/or powering one or more aircraft systems.

Abstract: Apparatus and associated methods relate to determining altitude of an aircraft during flight based on properties of vortex shedding. A vortex-shedding projection is projected into the airstream adjacent to the exterior surface of the aircraft so as to cause vortex-shedding turbulence of the airstream. One or more downstream sound-pressure detectors, which are attached to the exterior surface of the aircraft downstream from the vortex-shedding projection, detect(s) a vortex-shedding frequency f of the vortex-shedding turbulence caused by the vortex-shedding projection. A processor determines the altitude of the aircraft based, at least in part, on the vortex-shedding frequency f of the vortex-shedding turbulence as detected by the one or more downstream sound-pressure detectors.

Abstract: An ultrasonic air data system can include a pole having a length longer than a boundary layer thickness of a boundary layer flow such that at least a distal end of the pole is configured to extend outwardly from an aircraft surface to be at least partially outside of the boundary layer flow. The system can include a transmitter disposed on or in the pole at or near the distal end of the pole such that the transmitter is located at least partially outside of the boundary layer flow when in use, wherein the transmitter is configured to output a transmitter signal. The system can include one or more receivers disposed downstream of the pole as defined by the boundary layer flow and configured to receive the transmitter signal.

Abstract: An acoustic air data sensing system includes an acoustic transmitter, a plurality of acoustic receivers, and a skin friction sensor. The acoustic transmitter is located to transmit an acoustic signal into airflow about an exterior of a vehicle. Each of the acoustic receivers is located at a respective angle from a wind angle reference line and a respective distance from the acoustic transmitter. The skin fiction sensor is positioned in a boundary layer region of the airflow that interacts with the acoustic receivers and transmitter. Based on time of flight values of the acoustic signal from the transmitter to each of the receivers and a skin friction measurement from the skin friction sensor as inputs to a transformation matrix, the acoustic air data sensing system outputs, from the transformation matrix, the true airspeed, the relative wind angle, and the speed of sound for operational control of the vehicle.

Abstract: In one example, a method includes receiving, over an aircraft data communications bus, a plurality of non-pneumatic inputs corresponding to aircraft operational parameters. The method further includes processing the plurality of non-pneumatic inputs through an artificial intelligence network to generate an air data output value, and outputting the air data output value to a consuming system for use when a pneumatic-based air data output value is determined to be unreliable.

Abstract: An air data probe has a pitot tube with a tap at a forward end that defines an inner flow path. The inner flow path decreases in the cross-sectional area until reaching a throat. The inner flow path has cross-sections that are generally cylindrical and also has sections of removed material.

Abstract: Apparatus and associated methods relate to determining, based on a spatial extent of ice accretion, whether an atmosphere contains super-cooled water droplets that equal and/or exceed a predetermined size. A convex-shaped housing is mounted to an aircraft and exposed to an airstream. The convex-shaped housing has a testing region that is monitored for ice accretion by an ice detector. A boundary locator determines a specific location to be tested within the testing region. The determined specific location corresponds to a calculated boundary that separates an ice-accretion region from an ice-free region if the atmosphere contains super-cooled water droplets up to the predetermined size. If the ice detector detects ice accretion at the determined specific location, an alert is generated. The alert can advantageously inform a pilot of an atmosphere containing super-cooled water droplets that equal or exceed the predetermined size.

Abstract: An aircraft freestream data system can include a first ultrasonic air data system (UADS) configured to sense local acoustic properties at a first location on an aircraft, a first local air data module operatively connected to the first UADS and configured to determine first local air data of the first location and to output first local air data, and a freestream data module operatively connected to the first local air data module. The freestream data module can be configured to receive the first local air data from the local air data module, determine one or more freestream air data parameters based on at least the first local air data, and output the one or more freestream air data parameters to one or more aircraft consuming systems.