Sikorsky Aircraft Corporation

Lockheed Martin Corporation

Matthew T Luszcz

Matthew A White

Erez Eller

Kevin L Bredenbeck

Kenneth Stephen Wittmer

David L Adams

William P Fell

Bryan S Cotton

William C Fell, Jr

Kenneth C Arifian

Mark R Alber

Aaron L Greenfield

Steven D Weiner

Anthony Litwinowicz

Ole Wulff

William J Eadie

Leonard Wengler

Steven D Marzella

Leonard M Wengler, Iii

Adam Leone

A method of operating an aircraft based on movement of a control stick. The method includes creating a deadband of the control stick, where the deadband extends between the central axis and a first angular distance from the central axis, controlling, in response to the control stick being positioned within the deadband, the aircraft according to a first control mode, controlling, in response to the control stick being positioned outside of the deadband, the aircraft according to a second control mode, and adjusting a size of the deadband such that the deadband extends between the central axis and a second angular distance from the central axis.

Deadband control for an aircraft

One aspect is a flight control system for a rotary wing aircraft that includes flight control computer configured to interface with a main rotor system, a translational thrust system, and an engine control system. The flight control computer includes processing circuitry configured to execute control logic. The control logic includes a primary flight control configured to produce flight control commands for the main rotor system and the translational thrust system. A main engine anticipation logic is configured to produce a rotor power demand associated with the main rotor system. A propulsor loads engine anticipation logic is configured to produce an auxiliary propulsor power demand associated with the translational thrust system. The flight control computer providing the engine control system with a total power demand anticipation signal based on a combination of the rotor power demand and the auxiliary propulsor power demand.

Power management between a propulsor and a coaxial rotor of a helicopter

A method of automating entry of an aircraft into autorotation includes detecting a loss of engine power, analyzing a sensed height and sensed airspeed of the aircraft, determining an adjusted position of one or more control surfaces of the aircraft in response to the sensed height and sensed airspeed, and automatically moving the one or more control surfaces to the adjusted position.

Automated autorotation and pilot aiding system

An aircraft is provided and includes an airframe, an extending tail, a counter rotating, coaxial main rotor assembly including an upper rotor assembly and a lower rotor assembly, a translational thrust system positioned at the extending tail, the translational thrust system providing translational thrust to the airframe, at least one sensor and at least one inertial measurement unit (IMU) to sense current flight conditions of the aircraft, an interface to execute controls of a main rotor assembly in accordance with control commands and at least one flight control computer (FCC) to issue the control commands. The at least one FCC includes a central processing unit (CPU) and a memory having logic and executable instructions stored thereon, which, when executed, cause the CPU to issue the control commands based on the current flight conditions and a result of an execution of the logic for the current flight conditions.

Dual rotor, rotary wing aircraft

An aircraft is provided including at least one pilot input and a flight control system n communication with the at least one pilot input. The flight control system is operable in a manual mode and a pointing mode. In the manual mode, a velocity, position, and attitude of the aircraft are controlled manually, and in the pointing mode, at least one of the velocity and position of the aircraft is controlled by the flight control system and at least one of the attitude and heading of the aircraft is controlled manually.

Precision pointing mode of an aircraft

An aircraft is provided including an airframe, an extending tail, a counter-rotating, coaxial main rotor assembly having an upper rotor assembly and a lower rotor assembly, and a translational thrust system including a propeller positioned at the extending tail. The translational thrust system is configured to provide translational thrust to the airframe when the aircraft is in a non-autorotation state and to generate power when in an autorotation state. A gearbox interconnects the propeller and the main rotor assembly to drive the main rotor assembly and the translational thrust system in the non-autorotation state. When the aircraft is in autorotation, the power generated by the propeller drives rotation of the main rotor assembly via the gearbox.

Gearbox for a dual rotor, rotary wing aircraft

An aircraft is provided including an airframe, an extending tail, and a counter rotating, coaxial main rotor assembly including an upper rotor assembly and a lower rotor assembly. A translational thrust system positioned at the extending tail, the translational thrust system providing translational thrust to the airframe. A horizontal stabilizer with a left elevator and right elevator positioned at the extending tail. A flight control computer to independently control one or more of the main rotor assembly and the elevator through a fly-by-wire control system. The flight control computer is configured to mix a collective pitch of the main rotor assembly and a deflection of the elevator.

Collective to elevator mixing of a rotary wing aircraft

A flight control system of an aircraft is provided and includes modules configured to shape one or more flight control commands through a flight control system to provide a shaped flight control command and to determine expected power required data for the shaped flight control command. The flight control system further includes an architecture configured to determine enhanced engine load demand anticipation utilizing data reflective of an angle of attack of the aircraft for use in a determination of the expected power required data.

Enhanced engine load demand anticipation

An aircraft is provided including an airframe, an extending tail, and a counter rotating, coaxial main rotor assembly including an upper rotor assembly composed of a plurality of blades and a lower rotor assembly composed of a plurality of blades. A translational thrust system positioned at the extending tail, the translational thrust system providing translational thrust to the airframe. A flight control system to control the upper rotor assembly and the lower rotor assembly, wherein the flight control system is configured to control lift offset of the upper rotor assembly and the lower rotor assembly.

Lift offset control of a rotary wing aircraft

A fly-by-wire aircraft and method of flying a fly-by-wire aircraft is disclosed. The aircraft includes a control system for flying the aircraft in one of a proportional ground control mode and a model following controls mode. A control device at a control interface of the aircraft selectively activates a trim follow up function in the control system. When flying the aircraft in a proportional ground control mode, trim follow up function can be activated. The control system can then transition into the model following controls mode with the trim follow up function activated to reduce transient behavior.

Pilot activated trim for fly-by-wire aircraft

A flight control system for an aircraft includes a flight control computer operatively interconnected with a main rotor system and a translational thrust system of the aircraft. A selectively enabled integrated target and flight control system arranged in communication with the flight control computer. The integrated target flight and control system is configured to control pitch attitude and heading of the aircraft. When the integrated target and flight control system is enabled, at least partial operation of the aircraft is controlled in response to a pilot input via the flight control computer.

Attitude-coupled targeting system for rotary wing aircraft

One aspect is a flight control system for a rotary wing aircraft that includes flight control computer configured to interface with a main rotor system, a translational thrust system, and an engine control system. The flight control computer includes processing circuitry configured to execute control logic. The control logic includes a primary flight control configured to produce flight control commands for the main rotor system and the translational thrust system. Main rotor engine anticipation logic is configured to produce a rotor power demand associated with the main rotor system. Propulsor loads engine anticipation logic is configured to produce an auxiliary propulsor power demand associated with the translational thrust system. The auxiliary propulsor power is combined with the rotor power demand to produce a total power demand anticipation signal for the engine control system.

Embodiments are directed to obtaining data from at least one sensor, processing, by a processor, the data to determine an independent rotor phase lag for each of a plurality of axes associated with a rotorcraft, and issuing, by the processor, at least one command to provide for on-axis moments in accordance with the independent rotor phase lag for each of the axes.

Rotor phase control

A computer implemented method for displaying aircraft systems information on an aircraft display relating to and facilitating operation of an aircraft are disclosed herein. The method can include displaying a plurality of system indicators in a system indicator region of an aircraft display. At least two of the indicators of the plurality of system indicators in the system indicator region are disposed in a structurally approximated relationship relative to each other to increase system recognition and/or interpretation of status of a corresponding physical system indicated by each indicator.

Aircraft information systems

A system and method for counteracting a rotor moment of one or more rotors of a coaxial rotor helicopter includes receiving signals with a processor indicative of a displacement command from a controller during a flight maneuver; receiving one or more signals with the processor from a sensor indicative of an airspeed and air density for the helicopter; determining a commanded rate of acceleration for the helicopter during the flight maneuver; and adjusting with one or more control servos a cyclic pitch for the one or more rotors to counteract the rotor moment during the flight maneuver.

Growing community of inventors

Hamden, CT, United States of America

Matthew T Luszcz