Gulfstream Aerospace Corporation

Other

David Charles Hornick

Andrew Foose

Tongan Wang

Josef A Fila

John Willett Maxon, Jr

Jr Maxon John Willett

Sridhar Kota

Charles Aitken

Andrew S Foose

Josef Fila

Charles Owen Aitken

John Maxon

Somphone Khamly

Aaron Rinn

Matthew Obrigkeit

Kevin Andrew Shea

John Everett Reighley

Jr John W Maxon

John Willet Maxon

John Willett Maxon

Embodiments of thermal-acoustic sections for an aircraft for reducing noise along an acoustic path produced from an acoustic source are provided herein. The thermal-acoustic section comprises a first porous layer having a first characteristic acoustic impedance. A second porous layer is disposed adjacent to the first porous layer and has a second characteristic acoustic impedance that is greater than the first characteristic acoustic impedance. The thermal-acoustic section is configured to be positioned along the acoustic path such that at least a portion of the noise from the acoustic source is directed through the first porous layer to the second porous layer to promote absorption of the noise.

Thermal-acoustic sections for an aircraft

Embodiments of reinforced composite structures for aircrafts and methods for making such reinforced composite structures are provided herein. A reinforced composite structure for an aircraft comprises a fiber reinforced composite stringer. The fiber reinforced composite stringer comprises a beam body portion and a runout portion that extends from the beam body portion in a first direction. The beam body and runout portions are defined by projection of a variable I-shaped cross-section in the first direction along at least a portion of an entire combined length of the beam body and runout portions. The variable I-shaped cross-section has a cap section, a foot section, and a web section that extends between the cap and foot sections. The variable I-shaped cross-section is configured such that a height of the web section tapers in the first direction along at least a portion of an entire length of the runout portion.

Reinforced composite structures for aircrafts and methods for making the same

A vibration isolation system for attenuating vibration energy between two aircraft structures, such as between the aircraft's fuselage and interior cabin. The vibration isolation system includes a first isolator attached to the first structure, a second isolator attached to the second structure, and an intermediate mass attached between the first and second isolators. The intermediate mass may be electrical cables, wiring bundles, a cable holder, or other component disposed between the two structures. Cable holder intermediate masses can be fabricated from an electrically conductive material to provide electromagnetic interference shielding for cables disposed therein. Multiple vibration isolation systems can be disposed between the fuselage and interior cabin to provide a less noisy cabin. Additional noise and vibration suppressors, such as skin damping material and acoustic blankets, also can be disposed between the fuselage and interior cabin to further reduce noise in the interior cabin.

Vibration isolation system using electrical cables as mass

A variable camber airfoil has a leading portion and a trailing portion that is pivotally coupled to the trailing portion. A flexible skin substantially encloses the leading portion and the trailing portion and generally defines an airfoil profile. The skin is fixedly coupled to the trailing portion and is slidably coupled to the leading portion. Upon movement of the tail portion, the skin changes position with respect to the leading portion, and the internal structure of the wing changes the profile of the wing. The internal support structure of the wing supports a pivot bar that extends from the leading portion to the trailing portion. The pivot bar is pivotally connected to the support structure. One end of the pivot bar is coupled to the trailing portion, and the other end of the pivot bar is coupled to a movement linkage. The operator controls are ultimately coupled to the pivot bar. A plurality of support arms are coupled between the skin and the support structure. The support arms position the skin with respect to the support structure. When increased lift is desired, the tail pivots downward and the skin slides about the nose so that the upper portion of the skin extends further from support structure and lower portion of the skin is brought closer to support structure. The opposite is true for a reduction in lift.

Variable camber airfoil

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Midway, GA, United States of America

David Charles Hornick