The Boeing Company

Kurt Randall Kraft

Joe Everet Sternberger

Brad Alan Kauffman

Gregory S Hills

Craig Alan Vyeson

Robin William Stebbins

Peter J Louden

Gary L Vieth

Brant B Hardy

A computer implemented method, apparatus, and computer usable program code for a mobile tail support control system. An apparatus comprises a data processing system, an output device, a set of load sensors, a set of position sensors, and a computer program product executing on the data processing system. The output device is capable of generating signals for managing movement of a mobile tail support apparatus. The set of load sensors may be coupled to the data processing system and may be capable of detecting loads associated with a swing tail cargo door. The set of position sensors are coupled to the data processing system and detect a position of the mobile tail support apparatus relative to the swing tail cargo door. The computer program product may receive information from the set of load sensors and the set of position sensors and generate signals to manage the mobile tail support apparatus.

Method and apparatus for moving a swing tail cargo door on an aircraft

A method and apparatus for a mobile tail support vehicle moving a swing tail cargo door of a swing tail aircraft. A mobile tail support apparatus is engaged to the swing tail cargo door on the swing tail aircraft. The swing tail cargo door is moved from a first position to a second position using the mobile tail support apparatus. Vertical reaction occurs to vertical loads on the swing tail cargo door during movement of the swing tail aircraft by the mobile tail support apparatus. Loads on a hinge and/or swing tail cargo door are reduced during the movement of the swing tail cargo door using the mobile tail support apparatus.

Compliance mechanism

An actuation activation system for an aircraft engine thrust reverser system is provided including an improved locking actuator (,), a sleeve sensor mechanism, and auto-restow control logic. The locking actuator (,) includes a lever (,) corresponding to whether the actuator is locked or unlocked. A slide-by first proximity sensor (,) is positioned near the lever and set to normally far and triggering near. The first proximity sensor produces a first trigger signal for use in the auto-restow control logic. The sensor mechanism includes a second slide-by proximity sensor and a target in communication with a thrust reverser translating sleeve. The second sensor is connected to the forward side of an engine torque box. A preferred embodiment sensor mechanism (,) is provided and includes a pivotable target arm (,) having a proximal end (,), a distal end (,), and a middle portion pivotably connected to fixed engine structure, preferably torque box (,). The mechanism (,) includes a proximity sensor (,) connected to the torque box (,) at a location near the target arm distal end (,). The sensor (,) is set to normally far, triggering near. Rotation of the target arm causes its distal end to become positioned in front of the proximity sensor switch. The auto-restow control logic is in communication with the first and second proximity sensors. The logic commands the thrust reversers system to restow upon receipt of a trigger signal from either the first or the second proximity sensors. An improved locking actuator is provided including a lead screw nut (,) having a shoulder (,) that provides a secondary locking mechanism for the actuator piston (,).

Automatic restow system for aircraft thrust reverser

An actuation activation system for an aircraft engine thrust reverser system is provided including an improved locking actuator (29), a sleeve sensor mechanism, and auto-restow control logic. The locking actuator (29) includes a lever (57) corresponding to whether the actuator is locked or unlocked. A slide-by first proximity sensor (45) is positioned near the lever and set to normally far and triggering near. The first proximity sensor produces a first trigger signal for use in the auto-restow control logic. The sensor mechanism includes a second slide-by proximity sensor and a target in communication with a thrust reverser translating sleeve. The second sensor is connected to the forward side of an engine torque box. A preferred embodiment sensor mechanism (78) is provided and includes a pivotable target arm (96) having a proximal end (98), a distal end (100), and a middle portion pivotably connected to fixed engine structure, preferably torque box (30). The mechanism (78) includes a proximity sensor (94) connected to the torque box (30) at a location near the target arm distal end (100). The sensor (94) is set to normally far, triggering near. Rotation of the target arm causes its distal end to become positioned in front of the proximity sensor switch. The auto-restow control logic is in communication with the first and second proximity sensors. The logic commands the thrust reversers system to restow upon receipt of a trigger signal from either the first or the second proximity sensors. An improved locking actuator is provided including a lead screw nut (70) having a shoulder (77) that provides a secondary locking mechanism for the actuator piston (50).

A fire seal (52) for an aircraft propulsion system including at least one mating plate pair (54) formed between a nozzle body (44) and an outer structure (24) and a support pylon (26). The mating plate pairs (54) each include an upper plate row (58) and a lower plate row (60), both rows extending in an arc (66) about an upper region (56) of the propulsion system, with a vertical overlap (88) existing between the upper and lower plate rows. A gap (90) exists between the upper plate row (58) and lower plate row (60) of each mating plate pair (54), preferably at all times. A seal region (62) exists between the forward-most mating pair and the aft-most mating pair. A pressure equalization mechanism controls pressure between the area forward of the seal region (62) and the area aft of the seal region (62). A number of endplates (110) are positioned at various longitudinal locations near the lateral ends of the mating plate pairs. A method of fire-sealing an aircraft propulsion system fire zone area including providing at least one mating plate pair (54) positioned between opposed surfaces in order to create a labyrinth path through which flame has difficulty passing. The method further includes controlling pressure between the area forward of the mating plate pairs and the area aft of the mating plate pairs.

Aircraft labyrinth fire seal

A hinge (50) for a panel (26) allows movement of the panel (26) between a closed position inside a framed opening and an open position away from the opening. In an exemplary embodiment, the hinge (50) is used to attach a fan cowl panel (26) to a jet engine (20). To prevent loading the hinge (56) in an axial direction when the panel (26) is in the closed position, the panel (26) is movable axially along the hinge line (66). In the past this has resulted in the fan cowl panel (26) being misaligned during closure between the inlet cowl panel (22) and the thrust reverser cowl panel (24) resulting in damage to the fan cowl panel (26) and surrounding structure. The hinge (50) of the present invention automatically aligns a V-blade (38) of the fan cowl panel (26) with a V-groove (40) of the inlet cowl panel (22) during closure of the fan cowl panel (56) in order to overcome this misalignment problem.

Self centering hinge

A vortex control device is designed for installation on the exterior surface of an aircraft nacelle in a position which does not compromise the optimum aerodynamic performance of the vortex control device. Existing cowling structure is bridged by this vortex control device which attaches only to movable structure and which is cantilevered over adjacent stationary structure. A resilient seal prevents air from swirling under the cantilevered portion, thus contributing to vortex generating efficiency and reduced aerodynamic drag.

Growing community of inventors

Seattle, WA, United States of America

Kurt Randall Kraft