Abstract: A method of modifying a workpiece includes providing a workpiece, determining a load stress profile associated with a load condition, the load stress profile comprising a load stress greater than a material stress limit of the workpiece, determining a residual stress profile, the residual stress profile comprising a residual stress less than the material stress limit of the workpiece, and providing the workpiece with the residual stress profile, wherein a sum of the load stress and the residual stress is less than the material stress limit of the workpiece.

Abstract: The present application relates to a method and system that can be utilized to manufacturing composite structures in a closed cavity mold. The tool system includes a closed cavity tool with spring members that when in compression apply pressure to a preform located within the closed cavity mold. During a curing cycle, the spring members provide substantially constant pressure to the preform, thereby preventing voids and porosity in the cured composite structure. Further, the substantially constant pressure, provided by the spring members, acts to more effectively conform the preform to the geometry defined by a void in the closed cavity mold during the curing cycle.

Abstract: There is provided a method of moving an aircraft using an aircraft mover, in various instances, an aircraft tractor. The method comprises: a] accelerating the aircraft up to speed using one or more electric motors drivable by at least a fast-discharge electrical-energy storage and supply device during a high-power requirement of the aircraft mover; b] substantially maintaining a speed of the aircraft using a slow-discharge electrical-energy storage and supply device during a low-power requirement of the aircraft mover; c] monitoring a charge status of the slow-discharge and fast-discharge energy storage and supply devices and when a predetermined charge status is reached, automatically charging the slow-discharge and/or fast-discharge energy storage and supply devices via an onboard electricity generator; and d] regeneratively recharging the slow-discharge and/or fast-discharge electricity-energy storage and supply devices during at least deceleration of the aircraft coupled to the aircraft mover.

Abstract: The invention refers to a fuel vapor storage and recovery apparatus (1) comprising at least one main vapor storage compartment (3) filled with an adsorbent material, at least one vapor inlet port (7), at least one atmospheric vent port (8) and at least one purge port (9), said vapor inlet port (7) being connectable to a fuel tank venting line and said purge port (9) being connectable to an engine air intake line, wherein said main vapor storage compartment (3) comprises a purge buffer zone (14) as well as first and second fuel vapor distribution chambers (10, 24) not filled with an adsorbent material. Said first fuel vapor distribution chamber is arranged upstream said purge buffer zone (14) and communicates with said fuel vapor inlet port (7). Said second fuel vapor distribution chamber (24) is arranged downstream said purge buffer zone and communicates with said purge port (9).

Abstract: In some embodiments, an actuation system includes a plurality of threaded member portions, a plurality of roller nuts, a driving member configured to receive mechanical energy from a power source, a plurality of driven members, and a magnetorheological (MR) fluid disposed between the plurality of driven members and at least one braking surface. An output member may be coupled between the rotor system and either the plurality of threaded member portions or the plurality of roller nuts and configured to translate linearly in response to the threaded member portions advancing or receding within the roller nuts.

Abstract: According to one embodiment, a flight control device includes a grip, a stick associated with the grip, and a gimbal. The stick defines a first axis. The gimbal includes a first platform, a second platform, a first electro-rheological elastomeric bearing, and a second electro-rheological elastomeric bearing. The first platform is coupled to the stick and configured to rotate on a second axis that is perpendicular to the first axis. The second platform is in mechanical communication with the first platform and configured to rotate on a third axis that is perpendicular to the second axis. The first electro-rheological elastomeric bearing defines the second axis, and the second electro-rheological elastomeric bearing defines the third axis. The first and second electro-rheological elastomeric bearing being configured to each have a variable stiffness.

Abstract: In some embodiments, the steering of an aircraft is enhanced by the use of a steering control system. The steering control system may include a steering request unit, a speed measurement unit, a steering control unit, and a steering control device. The steering control system is operable to generate and transmit to a steering control device, a wheel position request based on a steering request and the speed of the aircraft.

Abstract: One example of an actuation system for an active blade element of a rotor blade includes an actuator system coupled to a linear transmission system. The actuator system attaches to a structure within a rotor blade and provides a linear motion in a direction that is spanwise to the rotor blade. The linear transmission system is coupled with the actuator system and to an active blade element attached to the rotor blade. The linear transmission system receives the linear motion provided by the actuator system, and responsively provides at least a partial rotation of the active blade element about an axis of the linear transmission system which is in the direction that is substantially parallel to the spanwise axis of the rotor blade.

Abstract: Embodiments refer generally to systems and methods for providing autorotative enhancement for helicopters using an autorotative assist unit coupled to the transmission of the helicopter. Methods of utilizing an autorotative assist unit as well as retrofitting an autorotative assist unit to an existing helicopter are also disclosed. By employing an autorotative assist unit, improved autorotation can be achieved without the need to increase the weight of the rotor.

Abstract: According to one embodiment, a gear includes a steel portion that is oriented on a center axis. The steel portion includes a hub, a cylindrical rim, a web, and a plurality of engagement features. The hub is centered about the center axis. The rim has an exterior surface and an interior surface that surrounds the hub and is centered about the center axis. The web extends from an exterior surface of the hub to the interior surface of the rim. The engagement features are on the exterior surface of the cylindrical rim. The gear also includes a first composite piece adjacent to a first side of the web, the first composite piece extending from the hub to the interior surface of the rim, wherein the first composite piece does not extend past the hub towards the center axis.

Abstract: Some examples of an aircraft engine barrier filtration system include an engine barrier filter layer positioned near an aircraft engine intake. The filter layer filters aircraft engine intake air. The system includes a check valve assembly positioned adjacent to the engine barrier filter layer. The check valve assembly permits the engine intake air to flow into the engine through the filter layer during a first aircraft operation mode and to prevent air flow away from the engine through the filter layer during a second aircraft operation mode that is different from the first aircraft operation mode.

Abstract: A computer implemented method performed by a composite electrical load monitoring system includes determining, at a first time instant during a duration, a first margin between a first reading of a first electrical parameter and a first electrical parameter limit for a first power source, and determining, at the first time instant during the duration, a second margin between a second reading of a second electrical parameter and a second electrical parameter limit for a second power source. The method further includes determining, after the first time instant, that the first margin is less than the second margin in response to determining the first margin and the second margin, and displaying, in a display device and within the duration, an identifier for the first power source in response to determining that the first margin is less than the second margin.

Abstract: A method of conducting an engine power assurance check includes performing a first engine power assurance check wherein the first engine power assurance check is judged as passing or failing based on power performance values calculated assuming the presence of a substantially clogged or blocked inlet barrier filter and in response to a fail result of the first engine power assurance check, performing a second engine power assurance check wherein the second power assurance check is judged as passing or failing based on power performance values calculated assuming at least one of no inlet barrier filter being installed and an open bypass of an installed inlet barrier filter.

Abstract: An air/ground contact logic management system for use with fly-by-wire control systems in an aircraft. The system includes a first sensor configured to provide an output signal to determine when the aircraft is in a transition region. A logic management system is in communication with the first sensor and is configured to receive and process the output signal and classify a mode of the aircraft. A controller receives signal data from the logic management system and communicates with a control axis actuator to regulate a level of control authority provided to a pilot. The control authority is individually regulated within each integrator as a result of the individual landing gear states.

Abstract: A flexible joint assembly for providing flexure to a rotor blade comprising an upper hub plate and a lower hub plate configured to secure a rotor blade yoke via a bolted joint located radially outward of a mast; and an upper flexure assembly connected to the upper hub plate and a lower flexure assembly connected to the lower hub plate, wherein the upper flexure assembly and lower flexure assembly are configured to promote flapping of the rotor blade yoke about a flapping hinge located radially outward of the bolted joint.

Abstract: A hub system comprises at least one yoke, at least one shear bearing, and at least one mast adapter. The at least one mast adapter is configured to support the at least one yoke and the at least one shear bearing, and the at least one yoke has a flapping hinge that is non-coincident with a flapping hinge of the at least one shear bearing. Another hub system comprises a stacked yoke and a mast adapter. The mast adapter is configured to transfer rotation from a rotor mast to the hub system to rotate the hub system about a central axis of rotation. The mast adapter is further configured to support the stacked yoke such that each yoke in the stacked yoke is configured to accommodate at least some amount of rotation about an axis that is perpendicular to or about perpendicular to the central axis of rotation.

Abstract: According to one example embodiment, an aircraft supplier feedback system includes an assessment engine and a transmission unit. The transmission unit is configured to transmit a comparison of a first-supplier characterization with an overall characterization to the first supplier and to transmit a comparison of a second-supplier characterization with the overall characterization to the second supplier. The characterizations are determined by the assessment engine based on feedback information associated with how a plurality of aircraft maintainers performed one or more aircraft maintenance actions.

Abstract: According to one example embodiment, an aircraft health feedback system includes an assessment engine and at least one receiver unit. The assessment engine is configured to identify, if the health data and the feedback data both indicate potential changes in health status of an aircraft part within the category of aircraft parts, a time lapse between when the health data indicates the potential change in health status of the aircraft part occurred and when the feedback information indicates that the potential change in health status was identified by at least one of the plurality of aircraft maintainers and to determine, if the health data and the feedback data both indicate potential changes in health status of an aircraft part within the category of aircraft parts, an error in at least one of the health data and the feedback information based on the time lapse.

Abstract: According to one example embodiment, an aircraft maintenance feedback system includes a technical publication system, a maintenance analysis engine, and an operator feedback system. The maintenance analysis engine is configured to receive, from each of a plurality of aircraft maintainers, feedback information associated with how each of the aircraft maintainers performed an aircraft maintenance action using the provided instructions and to determine, based on the feedback information received, whether a maintenance concern reflected by the feedback information received from each of the plurality of aircraft maintainers is potentially common to many of the plurality of aircraft maintainers or is limited to a specific one or more of the plurality of aircraft maintainers.

Abstract: According to one example embodiment, an aircraft fleet maintenance system includes a maintenance analysis engine and an operator feedback system. The maintenance analysis engine is configured to receive, from each of a plurality of aircraft maintainers, feedback information associated with how each of the aircraft maintainers performed an aircraft maintenance action and to compile the received feedback information from two or more of the plurality of aircraft maintainers to yield compiled maintenance trend data. The operator feedback system is configured to transmit the compiled maintenance trend data to at least one of the plurality of aircraft maintainers.