Abstract: Apparatus for supporting parts to allow the parts to manipulated such as for application of protective coatings and paint. The apparatus includes a support rack and at least one flexible wire-like clamp. In an exemplary embodiment, the clamp includes an engaging end which support the part configured as a pair of helical rings which support the part against an edge of the rack. The opposite end of the clamp includes a pair of opposing rings which engage opposing faces of the support rack. In some embodiments, the clamp may be rotated to adjust the distance between the engaging rings and the support rack edge in order to accomodate parts of different sizes and configurations. The clamp includes a finger which is inserted within a selected one of a plurality of holes in the support rack so as to prevent unwanted rotation of the clamp and thereby maintain it in a selected position.

Abstract: A self metering countersink sealant tip for dispensing sealant in a ring like pattern on the inside surface of a countersunk hole. The seal tip with a pilot and an integral shoulder has two check valves that are utilized on a one step operation for dispensing a metered sealant ring.

Abstract: A system for forming an I-section workpiece includes a transporter having a pair of mandrels onto which two unformed charges are placed. The transporter carries the mandrels to a forming station which includes a pair of forming enclosures which contain heating elements and compliant material therein. By insertion of the mandrels into the compliant material, the charges are caused to bend around the mandrels thereby generating a pair of formed elements having channel shaped cross-sections. The elements are then carried by the transporter to a cure station where they are joined together by heated mandrels so that a one piece I-section workpiece is formed.

Abstract: Apparatus for latching a thrust reverser cowl to an engine includes a hooking mechanism which is attached to the thrust reverser cowl and a receiver mechanism which is attached to the engine fan case. When the thrust reverser cowl is inserted about the engine, a hook portion of the hooking mechanism engages a U-ring portion of the receiver mechanism to hold the clamshells of the thrust reverser cowl in place. The receiver mechanism includes a slotted base which supports a slidable bar therein. The slidable bar has the U-ring attached to one end and a threaded shaft attached to its opposite end. The position of the slidable bar along the base is maintained by the location of the nut on the shaft which engages a keeper mounted to the end of the base.

Abstract: A measuring instrument for measuring the distance from a hole, drilled at the intersection of a rib and a stringer, to the adjacent flange of the rib includes two arms projecting laterally out from the side of the instrument and forward to engage the flange. The arms are geared together at their inner ends within the body of the instrument to insure that the angles of both arms relative to the longitudinal axis of the body are equal to each other so that the longitudinal axis of the instrument in use remains perpendicular to the face of the flange. A spring loaded conical hole-centering probe protruding from the bottom face of the instrument fits into and centers itself in the hole and establishes a reference from which the flange is measured. A stylus, slidably mounted in the instrument and protruding from the front end thereof, contacts the face of the flange.

Abstract: Accelerations due to excitation of the natural modes of an aircraft's body are suppressed by an active suppression system. Dedicated accelerometers are positioned in the aircraft at optimal locations for sensing modal induced lateral accelerations. The accelerometer produced signals are processed through control logic which, in response thereto, and in response to aircraft velocity and altitude related signals produces output control signals. The control signals effect rudder deployment creating forces to suppress the natural mode induced accelerations.

Abstract: A reuseable panel for equalizing pressure between adjacent compartments includes a frame and a movable floor which is releasably sandwiched within the frame on three sides. When there is a sufficiently large pressure differential between the compartments, the three sides of the door are dislodged from the frame (blowout) thereby exposing an opening to allow the pressure between the compartments to equalize. In order to provide additional control over the pressure at which door blowout occurs, one end of a flexible strap is fixedly attached to the door while the other end is removably connected to an attachment bracket which is fixed to the frame. By adjusting (i) the configuration of the attachment bracket, (ii) the depth at which the door is sandwiched within the frame, (iii) the number of attachment brackets, (iv) the position of the attachment brackets, and (v) the side of the frame on which the attachment brackets are mounted, the pressure differential at which door blowout occurs can be adjusted.

Abstract: Means for mounting an engine to an aircraft are provided which reduce the dynamic response of the airframe due to engine vibration. A mount comprises at least one strut extending between the engine and the airframe which is attached to the airframe by means of damping elements.

Abstract: When an aircraft is operating in an asymmetrical flight condition, such as during a landing decrab maneuver or during inflight engine out, the pilot is normally required to make precise compensatory roll control inputs to keep the aircraft moving along its original track angle. The pilot is relieved of this compensatory roll control task by providing a control system which automatically banks the aircraft to maintain the flight of the aircraft along the selected track angle while in the asymmetrical flight condition. Further adjustments in the bank angle of the aircraft are made automatically by a track angle feedback control system so that the aircraft remains on the selected track angle even when subject to external disturbances such as crosswind gusts and shear.

Abstract: A device for preventing aircraft wing flutter causes the port and starboard wings of the aircraft to oscillate at different frequencies. In an exemplary embodiment, engine nacelles are suspended from the port and starboard wings by strut assemblies in a manner that the port and starboard engine nacelles have different oscillation frequencies when subjected to a displacing force. The port and starboard strut assemblies each include a pair of flexible beams whose dimensions and composition may be adjusted to change its stiffness. In this manner, the oscillation frequency of the attached engine nacelle is adjusted in a known manner.

Abstract: Noise and vibration in a structure are reduced through application to the structure of an oscillatory torque. An electromechanical energy converter provides the oscillatory torque when the input signal to the electromechanical energy converter has a frequency and harmonics thereof required to counteract the noise and vibration desired to be attenuated.

Abstract: A single-size interior cabin sidewall panel fits aircraft of different sizes. The panel is fabricated so that in its "relaxed" state it has a curved configuration which requires the panel to be unbended to fit in the aircraft. Larger aircraft require more unbending of the panel than do smaller aircraft. This results in a uniform pressure across the panel which promotes a close fit between adjacent overlapping sidewall panels.

Abstract: A highly tapered wing tip extension added to the tip of an existing swept, trapezoidal airplane wing for reducing high speed drag significantly. A smaller, highly swept, extension does not require a leading edge device to protect against low speed stall. A larger, less swept, extension requires a tapered slat for which two mechanisms are presented. The principles of the present invention are also applicable to the design of new aircraft.

Abstract: A throttle controller includes a manual mode where engine output is a function of throttle lever angle, and an alternatively selectable Speed Hold/Thrust Hold mode which is initiated when the throttle is placed in a center Hold position. Throttle operation during the Speed Hold mode is governed by (i) a selected speed entered at a mode control panel, or (ii) a speed existing when the lever was placed in the Hold detent, given that no speed is entered and selected at that mode control panel or (iii) a selected speed/thrust designated in a flight plan entered into the aircraft's flight management computer. During the Thrust Hold mode, the throttle controller maintains the level of thrust which existed when the throttle lever was placed in the Hold detent. When out of the Hold detent, the controller operates to control output thrust as a function of Throttle Lever Angle (TLA).

Abstract: An aircraft automatic or semiautomtic vertical path control system which coordinates operation of pitch and engine thrust control systems to transfer speed control from one system to the other depending on a requirement to climb, descend, or maintain altitude as determined by the polarity and magnitude of the difference between a selectable desired altitude and current actual altitude.

Abstract: A hubcap for an aircraft wheel includes an internal spider which engages an anti-skid transducer located in the wheel hub. The hubcap is constructed of one piece and has a conical configuration to provide increased strength as well as increased airflow inside the hubcap for improved heat dissipation.

Abstract: A display system for use in an aircraft control wheel steering system provides the pilot with a single, quickened flight path angle display to overcome poor handling qualities due to intrinsic flight path angle response lags, while avoiding multiple information display symbology. The control law for the flight path angle control system is designed such that the aircraft's actual flight path angle response lags the pilot's commanded flight path angle by a constant time lag .tau., independent of flight conditions. The synthesized display signal is produced as a predetermined function of the aircraft's actual flight path angle, the time lag .tau. and command inputs from the pilot's column.

Abstract: There is provided a controller for aiding a pilot to control an airplane's track over the ground. While the airplane is in the air, a lateral control subsystem is provided for automatically holding the aircraft aligned with a desired track angle. Control is initiated when the pilot places the airplane in a wings level condition and centers his roll axis controller (e.g., wheel or stick). An in-air track rate control subsystem is also provided. While the airplane is on the ground, a directional control subsystem is provided which enables the pilot to command track rate or heading rate with rudder pedal inputs. The track/heading rate commands are integrated to generate track/heading angle commands. Feedback control is used to position the rudder and nosewheel steering as required to make the airplane's actual track/heading follow the track/heading commands. Provisions are made to initialize the in-air lateral and on-ground directional control subsystems to provide smooth transitions during takeoff and landing.

Abstract: A seat removal tool (20) for airplane passenger seats which consists of: (a) a tool body (38) having: an elongated handle portion (26) adapted to be gripped by a user's hand; an elongated blade portion (28) extending longitudinally forward from the handle portion (26) and having an upturned tip (76) at its distal end; and an aft portion (30) having an Allen wrench (54) extending longitudinally rearward from the handle portion (26) and an arcuate portion (58) having a tooth (56) at its distal end; and (b) a cylindrical plug (34) for positioning the blade portion (28) in the seat track (22), the cylindrical plug (34) being pivotally connected to the blade portion (28) near its distal end.

Abstract: A flight path angle symbol is positioned on an aircraft attitude display indicator as a function of either a measured flight path angle or a flight path angle commanded by the pilot. When the aircraft is operating within a selected airspeed, angle of attack, pitch attitude or load factor range, or the difference between measured flight path angle and commanded flight path angle is within a selected range, the symbol is positioned on the display as a function of commanded flight path angle. However when the aircraft is operating outside any of these ranges, the symbols is positioned on the display as a function of the measured flight path angle. To avoid a rapid jump in symbol position when transitioning between measured and commanded flight path angle displays, a phase lag filter is used to attenuate and lag the symbol positioning signal.