Braking system for aircraft and related method

Abstract

A braking system and related methods for an aircraft are disclosed. An example braking system (102) includes a fan cowling (208) having a leading edge (212) and a trailing edge (214). The braking system (102) includes a hinge assembly (216) coupled between the leading edge (212) and a fan cage (218) of an aircraft engine (110 / 112) to enable the fan cowling (208) to move between a stowed position (202) and a deployed position (204). An actuator system (220) is coupled to the leading edge (212) of the fan cowling (208), and during a braking event, the actuator system (220) moves the fan cowling (208) via the hinge assembly (216) in a direction away from the aircraft engine (110 / 112) and toward the front end of the aircraft (100) from the stowed position (202) to the deployed position (204) to provide air braking.

Description

Technical Field

[0001] The present disclosure relates generally to aircraft and, more particularly, to braking systems and related methods for aircraft. Background Art

[0002] Aircraft use various methods to perform braking operations during landing events. For example, aircraft use wheel brakes. Additional braking systems can be used in combination with wheel brakes or to supplement wheel brakes. For example, aircraft use adjustable flaps called speed brakes or spoilers located on the wings to provide resistance to airflow to help decelerate. In some cases, aircraft use thrust reversers, which are used to reverse airflow during landing events to provide reverse thrust. Although thrust reversers are effective in supplementing wheel braking systems, thrust reversers are complex systems, typically including cascade baskets, blocking doors, pull rods, translation and actuation systems, etc. Therefore, thrust reversers are relatively expensive systems to manufacture and maintain. Thrust reversers also increase cabin weight, which reduces aircraft fuel efficiency. Summary of the invention

[0003] According to one embodiment of the present disclosure, a braking system for an aircraft is provided, comprising: a fan fairing having a leading edge and a trailing edge; a hinge assembly coupled between the leading edge and a fan cage of an aircraft engine to enable the fan fairing to move between a stowed position and a deployed position; and an actuator system coupled to the leading edge of the fan fairing, wherein during a braking event, the actuator system moves the fan fairing from the stowed position to the deployed position in a direction away from the aircraft engine and toward the front end of the aircraft via the hinge assembly to provide air braking.

[0004] According to another embodiment of the present disclosure, a method for braking an aircraft is provided, the method comprising: detecting a landing event; determining a speed of the aircraft; and when the determined speed is less than a speed threshold, moving a first fan cowl from a stowed position to a deployed position to enter an airflow, thereby increasing drag and reducing the speed of the aircraft. BRIEF DESCRIPTION OF THE DRAWINGS

[0005] Figure 1 is a perspective view of an example aircraft having an example braking system constructed in accordance with the teachings of the present disclosure.

[0006] Figure 2A is shown from the inside of an aircraft engine Figure 1 0028 is a perspective view of an example aircraft engine and illustrating an example air brake system in an example stowed position.

[0007] Figure 2B is shown from the outside of an aircraft engine Figure 1 and Figure 2AA perspective view of an example aircraft engine.

[0008] Figure 2C is shown from the inside of an aircraft engine Figure 1 0028 is a perspective view of an example aircraft engine and illustrating an example air brake system in an example deployed position.

[0009] Figure 2D is shown from the outside of an aircraft engine Figure 1 and Figure 2C A perspective view of an example aircraft engine.

[0010] Figure 3A yes Figure 1 , Figure 2A and Figure 2B A front view of an example aircraft engine.

[0011] Figure 3B yes Figure 1 , Figure 2C and Figure 2D A front view of an example aircraft engine.

[0012] Figure 4A yes Figure 1 A partial side view of an example aircraft.

[0013] Figure 4B yes Figure 4A A partial perspective view of an example aircraft.

[0014] Figure 5A yes Figure 1 , Figure 4A and Figure 4B A partial perspective view of an example aircraft illustrating an example parachute system in an example deployed position.

[0015] Figure 5B yes Figure 1 , Figure 4A and Figure 4B A partial perspective view of an example aircraft showing an example parachute system in an example stowed position.

[0016] Figures 6 to 9 yes Figure 1 , Figure 4A , Figure 4B , Figure 5A and Figure 5B A partial side view of an example aircraft illustrating an example deployment sequence of an example parachute system disclosed herein.

[0017] Fig.10 yes Figure 1 , Figure 4A , Figure 4B , Figure 5A and Figure 5B A partial side view of an example aircraft showing an example parachute system in an example deployed position.

[0018] Figures 11 to 14 yes Figure 1 , Figure 4A , Figure 4B , Figure 5A and Figure 5B A partial side view of an example aircraft illustrating an example retraction sequence of an example parachute system disclosed herein.

[0019] Fig.15 It shows that the invention disclosed in this article can be realized Figure 1 Another example parachute system for an example aircraft.

[0020] Fig.16 Shown in the middle of the example Fig.15 Example of a parachute system.

[0021] Fig.17 Shown in an example deployed position Fig.15 and Fig.16 Example of a parachute system.

[0022] Fig.18 is a partial side view of another example aircraft and parachute system disclosed herein.

[0023] Fig.19 yes Figure 1 A top view of an example aircraft illustrating the emergency braking system disclosed herein.

[0024] Fig. 20A yes Fig.19 0026] A side view of an example aircraft showing an emergency brake system in an example stowed position.

[0025] Fig. 20B yes Fig.19 0026] A side view of an example aircraft showing an emergency brake system in an example deployed position.

[0026] Fig.21 yes Fig. 20B A partial perspective view of an example brake pad of an example emergency brake system.

[0027] Fig. 22 yes Figures 19 to 21 A partial perspective view of an example framework of an example emergency braking system.

[0028] Fig.23A yes Figure 1 A block diagram of an example brake system controller.

[0029] Fig. 23B yes Fig.23A Block diagram of an example hazardous situation identifier.

[0030] Figure 24 to Figure 26 It means that it can be executed to achieve Fig.23A and Fig. 23B Flowchart of an example method of an example brake system controller.

[0031] Fig. 27 is able to execute instructions to achieve Figure 24 to Figure 26 Methods and Figure 1 , Fig.23A and Fig. 23B 1 is a block diagram of an example processor platform for an example brake system controller 130 .

[0032] Some examples are shown in the above-mentioned drawings and described in detail below. When describing these examples, similar or identical reference numerals are used to identify the same or similar elements. The drawings do not have to be drawn to scale, and for clarity and / or simplicity, some features and some views of the drawings may be enlarged or schematically shown in scale. In addition, several examples are described throughout the specification. Any feature from any example may include other features from other examples, replace other features from other examples or otherwise combine with other features from other examples. In other words, the examples disclosed herein are not mutually exclusive. As used in this application, stating that any component is positioned on (e.g., positioned on, arranged on, formed on, coupled to, etc.) another component in any way means that the referenced component or contacts with another component, or the referenced component and another component are spaced apart with one or more intermediate components located between the components. Stating that any component contacts with another component means that there is no intermediate component between the two components. DETAILED DESCRIPTION

[0033] In known aircraft, thrust reversers are often used to reduce braking distances on a runway. However, thrust reversers require throttling the engines to produce reverse thrust. Such throttling increases engine wear. Additionally, thrust reversers often reduce braking capabilities because some of the reverse thrust produces lift. In some cases, if a collision with an object is imminent, the thrust reversers may not be effective (e.g., may not deploy quickly enough) to stop the aircraft. Typically, thrust reversers are unable to produce negative thrust of 4-5 G-forces and / or thrust reversers cannot deploy below a certain speed.

[0034] The example braking systems disclosed herein can supplement or can be used in combination with wheel brakes of an aircraft. Specifically, the example braking systems disclosed herein can decelerate an aircraft during landing without using a thrust reverser. Thus, the example braking systems disclosed herein can significantly reduce the complexity and weight of an aircraft engine (e.g., by removing a thrust reverser).

[0035] In some examples, the example braking system disclosed herein uses an air brake implemented using an aircraft engine. In order to provide deceleration during landing, the examples disclosed herein use an aircraft engine including an air brake. The air brake can be provided by an adjustable surface (e.g., a door) to provide impedance to the airflow, thereby contributing to the deceleration of the aircraft. For example, an air brake can be provided via a fan fairing surface (e.g., a door) during landing. For example, a portion of a fan fairing that is also used as an entry door to hold the fan of the aircraft can be hinged from the side rather than the top surface. In this way, the fan fairing door extends into the airflow (e.g., vertically relative to the airflow) to also serve as an air brake to provide at least a portion of the braking force required to reduce the speed of the aircraft during landing. Known fan fairings are usually hinged at the upper edge so that the fairing rotates upward relative to the aircraft engine to access the fan (e.g., during maintenance). Compared with known fan fairings, the example aircraft engine disclosed herein uses a fan fairing that rotates outward relative to the central axis of the aircraft engine (i.e., the fairing is opened from one side). Specifically, the example fan cowling disclosed herein rotates relative to the aircraft engine about a pivot axis aligned with or adjacent to the leading edge of the fan cowling. For example, the pivot axis is not parallel to (eg, perpendicular to) the longitudinal axis of the aircraft engine.

[0036] In some examples, to provide deceleration during landing, the example braking systems disclosed herein include a deployable parachute. In addition, the example braking systems disclosed herein are capable of recovering the parachute for subsequent use. For example, in contrast to known parachute systems, the example braking systems disclosed herein employ a parachute retrieval system configured to recover the parachute from a deployed position to a stowed position for subsequent use. The example parachute retrieval system automatically recovers the deployed parachute and automatically folds the parachute for subsequent use. For example, the braking system employs a reel system to recover and repack the deployed parachute or umbrella in a launch tube for subsequent use.

[0037] In some examples, the braking system disclosed herein provides a deployable emergency brake for use during a landing event or a failed takeoff event that requires rapid deceleration of the aircraft. The emergency brake includes a brake pad that can be deployed from the aircraft, which engages the runway or the ground to help stop the aircraft. The example emergency braking system disclosed herein prevents or reduces runway excursion. In some examples, the emergency braking system disclosed herein detects potential collisions with other objects (e.g., other aircraft), and deploys the emergency brake to stop the aircraft if possible, or greatly reduces the speed of the collision with the detected object. Therefore, the braking capacity of the system prevents or reduces the impact of runway collisions. In some examples, the emergency brake disclosed herein can generate a braking force between about 4G and 5G during a rejected takeoff and / or an emergency landing. In some examples, the emergency braking system disclosed herein reduces the risk of fire due to overheating of the brakes. In addition, the emergency braking system disclosed herein can increase the weight on the wheels during a rejected takeoff.

[0038] Figure 1 1 is a perspective view of an aircraft 100 having an example braking system 102 according to the teachings of the present disclosure. The aircraft 100 of the illustrated example is a commercial aircraft. However, the braking system 102 may be implemented with other aircraft, spacecraft, or vehicles without departing from the scope of the present disclosure. In some examples, the braking system 102 may be implemented with any other example aircraft, such as a military aircraft, a transport aircraft, and / or any other aircraft.

[0039] The aircraft 100 of the illustrated example includes a fuselage 104; wings 106, 108; aircraft engines 110, 112 supported by respective wings 106, 108, and a tail 114. The illustrated aircraft engines 110, 112 do not employ reverse thrusters. To provide reverse thrust during landing, each of the aircraft engines 110, 112 includes a variable pitch fan 116 (e.g., a variable pitch gear driven fan) driven by the core (e.g., compressor or turbine) of the respective aircraft engine 110, 112. The variable pitch fan 116 includes fan blades 118 having a pitch that can be varied during landing to provide the reverse thrust required to slow or stop the aircraft 100. In some examples, the variable pitch fan 116 is used as the primary means of slowing or decelerating the aircraft 100. In addition, the aircraft 100 includes wheels 120 having wheel brakes 122 to decelerate and / or stop the aircraft 100 during landing. To further improve deceleration during landing, the wings 106 , 108 of the illustrated example include one or more flaps 123 (eg, speed brakes or spoilers) that rotate into the airflow path during landing to block the airflow and act as air brakes.

[0040] To supplement the variable pitch fan 116 and / or the wheel brake 122 during landing, the aircraft 100 of the illustrated example employs a braking system 102. The braking system 102 of the illustrated example includes an air brake system 124 and a parachute system 126. In addition, to provide rapid deceleration of the aircraft 100 during an emergency, the braking system 102 of the illustrated example includes an emergency brake system 128. Thus, the aircraft 100 of the illustrated example includes an air brake system 124, a parachute system 126, and an emergency brake system 128. It should be understood that the aircraft or braking system need not include all of the air brake system 124, the parachute system 126, and the emergency brake system 128. For example, the aircraft 100 may include one or any combination of the air brake system 124, the parachute system 126, or the emergency brake system 128. In some examples, the aircraft 100 may include the air brake system 124 without the parachute system 126 and / or the emergency brake system 128. In some examples, aircraft 100 may include parachute system 126 without air brake system 124 and / or emergency brake system 128. In some examples, aircraft 100 may include emergency brake system 128 without air brake system 124 and / or parachute system 126.

[0041] The braking system 102 of the illustrated example is configured to be deployed or activated during landing without pilot input. In order to deploy the braking system 102 of the illustrated example, the braking system 102 includes a braking system controller 130. The braking system controller 130 is communicatively coupled to an engine control system 132 (e.g., a full authority digital engine controller (FADEC)). In some examples, the braking system controller 130 and / or the engine control system 132 receive a plurality of input variables corresponding to current flight conditions, including, for example, altitude, air speed, angle of attack, throttle lever position, air pressure, air temperature, and / or other parameters. In addition, some input variables (e.g., air density) are calculated or determined based on other measured conditions or parameters.

[0042] To receive flight parameters, the aircraft 100 of the illustrated example includes an airspeed sensor 134, a weight-on-wheels sensor 136, a hazard sensor 138, and a global positioning system (GPS) sensor 140. The airspeed sensor 134 provides information to the brake system controller 130 and / or the engine control system 132 to determine the speed of the aircraft 100. For example, the airspeed sensor 134 may include a pitot tube, a laser imaging, detection, and ranging (LIDAR) sensor, and / or any other sensor for detecting or determining the speed of the aircraft 100. The weight-on-wheels sensor 136 provides information to the brake system controller 130 and / or the engine control system 132 to determine whether the aircraft 100 is on the ground or in flight. For example, the weight-on-wheels sensor 136 may be a pressure sensor and / or any other sensor for detecting when the wheels 120 of the aircraft 100 engage the surface 142 of the runway 144. The GPS sensor 140 provides information to the brake system controller 130 and / or the engine control system 132 to determine the position of the aircraft 100 relative to a reference. The hazardous condition sensor 138 provides information to the brake system controller 130 and / or the engine control system 132 to determine if a hazardous condition exists during a landing or takeoff event. For example, the hazardous condition sensor 138 includes one or more laser sensors (e.g., LIDAR sensors), optical sensors, proximity sensors, sonar sensors, and / or any other sensors used to image objects and / or the environment around the aircraft 100. For example, the hazardous condition sensor 138 can detect objects (e.g., aircraft, etc.) in the path of the aircraft 100 and / or can detect the end of a runway from which the aircraft 100 is preparing to take off. The brake system controller 130 receives information from the various sensors 134, 136, 138, 140 and / or the engine control system 132 to determine and / or control the deployment of the air brake system 124, the parachute system 126, and / or the emergency brake system 128.

[0043] In some examples, brake system 102 may be manually deployed. In some examples, the pilot, co-pilot, or other crew member manually deploys air brake system 124, parachute system 126, and / or emergency brake system 128. For example, brake system 102 (e.g., air brake system 124, parachute system 126, and / or emergency brake system 128) may be deployed via a user interface (e.g., a touch screen, button, joystick, etc.) located in cockpit 146 of fuselage 104. In some examples, one or more portions of brake system 102 may be deployed autonomously (e.g., without pilot input), while one or more other portions of brake system 102 may be manually deployed (e.g., via pilot input).

[0044] FIG. 2A to FIG. 2D yes Figure 1A perspective view of an aircraft engine 110 is shown. Figure 2A An inboard side 200 a of the aircraft engine 110 is depicted and the air brake system 124 of the aircraft engine 110 is shown in a stowed position 202 . Figure 2B The air brake system 124 of the aircraft engine 110 is shown in the stowed position 202 from the outside 200 b of the aircraft 100 . Figure 2C The air brake system 124 of the aircraft engine 110 is shown in a deployed position 204 from the inside 200 a of the aircraft 100 . Figure 2D The air brake system 124 of the aircraft engine 110 is shown in a deployed position 204 from the outside 200 b of the aircraft 100 . Figure 1 The aircraft engine 112 is the same as the aircraft engine 110. For the sake of brevity, only the aircraft engine 110 will be discussed.

[0045] The aircraft engine 110 includes a nacelle 206 to house the core of the aircraft engine 110 (e.g., fan, compressor, turbine, combustor, etc.). The nacelle 206 includes a fan cowling 208 and an engine cowling 210. The fan cowling 208 is movably coupled relative to the engine cowling 210 and / or the engine core between a stowed position 202 and a deployed position 204 to enable access to the variable pitch fan 116 ( Figure 1 ). In addition, the fan cowling 208 moves between the stowed position 202 and the deployed position 204 during landing to provide air braking to decelerate the aircraft 100. For example, the fan cowling 208 is an adjustable surface that provides resistance to airflow when the fan cowling is in the deployed position 204 to help decelerate the aircraft 100 during landing.

[0046] The fan cowling 208 has a leading edge 212 and a trailing edge 214. To move the fan cowling 208 between the stowed position 202 and the deployed position 204, a hinge assembly 216 is coupled between the leading edge 212 of the aircraft engine 110 and the fan cage 218. The actuator system 220 ( Figure 2C and Figure 2D ) moves (eg, rotates) the fan cowling 208 between the stowed position 202 and the deployed position 204 via the hinge assembly 216 .

[0047] The fan cowling 208 of the illustrated example includes a first fan cowling 222 (e.g., a first door) and a second fan cowling 224 (e.g., a second door). The first fan cowling 222 is movably coupled to an inner side 200a (e.g., half) of the aircraft engine 110, and the second fan cowling 224 is movably coupled to an outer side 200b (e.g., half) of the aircraft engine 110. The first fan cowling 222 can be moved between the stowed position 202 and the deployed position 204 independently of the second fan cowling 224.

[0048] In order to pivotally couple the first fan cowling 222 to the nacelle 206 (e.g., the fan cage 218), the hinge assembly 216 includes a first hinge 216a. The first hinge 216a is positioned adjacent to (e.g., closer to or located at) the leading edge 212 of the first fan cowling 222 and enables the first fan cowling 222 to rotate about a first pivot axis 226. The first pivot axis 226 is non-parallel relative to the centerline 228 of the aircraft engine 110. In order to couple the first fan cowling 222 to the fan cage 218, the first hinge 216a includes a first bracket 230 (e.g., an L bracket) and a second bracket 232 (e.g., an L bracket). The first bracket 230 is located on a first side 228a of the centerline 228 of the aircraft engine 110 (e.g., below), and the second bracket 232 is located on a second side 228b of the centerline 228 of the aircraft engine 110 (e.g., above). The first hinge 216 a includes a first hinge pin 226 a and a second hinge pin 226 b. The first hinge pin 226 a pivotally couples the first fan cowling 222 to the first bracket 230 , and the second hinge pin 226 b pivotally couples the first fan cowling 222 to the second bracket 232 .

[0049] To rotate the first fan cowling 222 about the first pivot axis 226, the actuator system 220 ( Figure 2C and Figure 2D) includes a first actuator 234 and a second actuator 236. The first actuator 234 and the second actuator 236 have respective first ends 234a, 236a, and the first ends 234a, 236a are supported by the fan cage 218 (e.g., fixed to the fan cage 218). The second end 234b of the first actuator 234 is coupled to the first portion (e.g., lower portion) of the first fan cowling 222 (e.g., on the first side 228a of the centerline 228), and the second end 236b of the second actuator 236 is coupled to the second portion (e.g., upper portion) of the first fan cowling 222 (e.g., on the second side 228b of the centerline 228). Specifically, the second end 234b of the first actuator 234 and the second end 236b of the second actuator 236 are mounted (e.g., fixed) to the first fan cowling 222 adjacent to (e.g., closer to or located at) the trailing edge 214 of the first fan cowling 222. The first actuator 234 and the second actuator 236 are hydraulic actuators (e.g., hydraulic pistons). However, in some examples, the first actuator 234 and the second actuator 236 may be pneumatic actuators, electric actuators, and / or any other actuators for rotating the first fan cowling 222 to the deployed position 204 and maintaining the first fan cowling 222 in the deployed position 204 during a landing event.

[0050] Similarly, in order to pivotally couple the second fan cowling 224 to the nacelle 206 (e.g., fan cage 218), the hinge assembly 216 includes a second hinge 216b. The second hinge 216b is positioned adjacent to (e.g., closer to or located at) the leading edge 212 of the second fan cowling 224 and enables the second fan cowling 224 to rotate about a second pivot axis 238. The second pivot axis 238 is non-parallel relative to the centerline 228 of the aircraft engine 110. In order to couple the second fan cowling 224 to the fan cage 218, the second hinge 216b includes a third bracket 240 (e.g., an L bracket) and a fourth bracket 242 (e.g., an L bracket). The third bracket 240 is located on a first side 228a of the centerline 228 of the aircraft engine 110 (e.g., below), and the fourth bracket 242 is located on a second side 228b of the centerline 228 of the aircraft engine 110 (e.g., above). The second hinge 216b includes a third hinge pin 238a and a fourth hinge pin 238b. The third hinge pin 238a pivotally couples the second fan cowling 224 to the third bracket 240, and the third hinge pin 238a pivotally couples the second fan cowling 224 to the fourth bracket 242. In order to rotate the second fan cowling 224 around the second pivot axis 238, the actuator system 220 ( Figure 2C and Figure 2D) includes a third actuator 244 and a fourth actuator 246. The third actuator 244 and the fourth actuator 246 have respective first ends 244a, 246a supported by the fan cage 218 (e.g., fixed to the fan cage). The second end 244b of the third actuator 244 is coupled to a first portion (e.g., a lower portion) of the second fan cowling 224 (e.g., located on a first side 228a of the centerline 228), and the second end 246b of the fourth actuator 246 is coupled to a second portion (e.g., an upper portion) of the second fan cowling 224 (e.g., located on a second side 228b of the centerline 228). The second end 244b of the third actuator 244 and the second end 246b of the fourth actuator 246 are mounted (e.g., fixed) to the second fan cowling 224 adjacent to (e.g., closer to or located at) the trailing edge 214 of the second fan cowling 224. The third actuator 244 and the fourth actuator 246 are hydraulic actuators (e.g., hydraulic pistons). However, in some examples, the third actuator 244 and the fourth actuator 246 may be pneumatic actuators, electric actuators, and / or any other actuators used to rotate the second fan cowling 224 to the deployed position 204 and maintain the second fan cowling 224 in the deployed position 204 during a landing event.

[0051] Thus, the first fan cowling 222 is a symmetric or mirror image of the second fan cowling 224 relative to the centerline 228 (e.g., or a vertical plane passing through the centerline 228). In contrast to known fan cowlings that pivot about an upper hinge located near the pylon 248 of the aircraft engine 110, the trailing edges 214 of the first and second fan cowlings 222, 224 rotate in a direction away from the centerline 228 about respective first and second pivot axes 226, 238 located along the leading edges 212 of the respective first and second fan cowlings 222, 224. For example, in the deployed position 204, the trailing edge 214 is outside the leading edge 212.

[0052] To further disrupt or influence the airflow to increase drag when the fan cowling 208 is in the deployed position 204, the first fan cowling 222 and the second fan cowling 224 of the illustrated example include a recoil plate 250 and a ridge 252. The recoil plate 250 is located near the trailing edge 214 of the respective first fan cowling 222 and the second fan cowling 224. The ridge 252 is located at the respective side edges 254 of the first fan cowling 222 and the second fan cowling 224 between the respective leading edge 212 and the trailing edge 214. The recoil plate 250 is movably (e.g., pivotally) coupled to the respective first fan cowling 222 and the second fan cowling 224, and the ridge 252 is fixed to the first fan cowling 222 and the second fan cowling 224.

[0053] Reference Figure 2A, when the fan cowling 208 is in the stowed position 202 (e.g., when the first fan cowling 222 and the second fan cowling 224 are in the stowed position 202), the fan cowling 208 (e.g., the first fan cowling 222 and the second fan cowling 224) provide an aerodynamic surface. In the stowed position 202, the fan cowling 208 and the cowling 210 provide a continuous surface 256 of the nacelle 206, such that an outer surface 258 of the fan cowling 208 is substantially flush with respect to an outer surface 260 of the cowling 210. In addition, an outer surface 262 of the recoil plate 250 is flush with respect to the outer surface 260 of the fan cowling 208 and the cowling 210. Therefore, the fan cowling 208, the recoil plate 250, and the cowling 210 provide a uniform or substantially smooth (e.g., aerodynamic) surface of the nacelle 206.

[0054] Reference Figure 2B In the deployed position 204, the first fan cowling 222 and the second fan cowling 224 rotate outwardly into the airflow relative to the aircraft engine 110 to increase drag and provide air braking to reduce the speed of the aircraft 100 during at least a portion of the landing event. Specifically, the trailing edges 214 of the first fan cowling 222 and the second fan cowling 224 move (e.g., rotate) in a direction away from the fan cage 218 and toward the leading edge 212 (e.g., the front end of the aircraft 100). For example, when the first fan cowling 222 and the second fan cowling 224 are in the deployed position 204, the first fan cowling 222 and the second fan cowling 224 are substantially perpendicular to the airflow. In other words, the trailing edges 214 of the first fan cowling 222 and the second fan cowling 224 rotate relative to the respective leading edges 212 via the hinge assembly 216 and the actuator system 220. The first fan cowling 222 and the second fan cowling 224 increase drag when the first fan cowling 222 and the second fan cowling 224 are in the deployed position 204 compared to when the first fan cowling 222 and the second fan cowling 224 are in the stowed position 202 .

[0055] Figure 3A and Figure 3B yes Figure 1 and FIG. 2A to FIG. 2D A front view of an aircraft engine 110 . Figure 3A yes Figure 2A and Figure 2B 1. A front view of an aircraft engine 110 is shown with the air brake system 124 in the stowed position 202. Figure 3B yes Figure 2C and Figure 2D100, showing the air brake system 124 in the deployed position 204. In operation, the pitch of the fan blades 118 of the variable pitch fan 116 is adjusted (e.g., changed) during landing to provide reverse thrust to decelerate the aircraft 100. During landing, the air brake system 124 (e.g., fan cowling 208) is deployed to increase drag and further reduce the speed of the aircraft 100. The wheel brakes 122 ( Figure 1 ) is also activated to stop the aircraft 100. After the aircraft 100 stops and / or the speed of the aircraft 100 decreases below a predetermined speed threshold (e.g., a predetermined speed), the fan cowling 208 moves to the stowed position 202. In some cases, both the fan blades 118 and the air brake system 124 may be used to supplement the wheel brakes 122 during landing. In some cases, the fan cowling 208 is deployed during landing only when additional braking force is needed. In some examples, the variable pitch fan 116 provides most of the reverse thrust required to stop or decelerate the aircraft 100, while the air brake system 124 supplements the variable pitch fan 116. In some examples, the air brake system 124 may be used in combination with the wheel brakes 122 and / or the parachute system 126. In some examples, during a landing event, air brake system 124 provides between approximately 75% and 85% (e.g., 80%) of braking force and wheel brakes 122 provide between approximately 15% and 25% (e.g., 20%) of braking force to stop the aircraft (e.g., aircraft 100).

[0056] In such Figure 3BIn the deployed position 204 shown, the trailing edge 214 of the first fan cowling 222 is pivoted about the first pivot axis 226 and the trailing edge 214 of the second fan cowling 224 is pivoted about the second pivot axis 238. Specifically, the trailing edges 214 of the first fan cowling 222 and the second fan cowling 224 extend away from the fan cage 218. When the fan cowlings 208 are in the deployed position 204, the trailing edges 214 of the respective first fan cowlings 222 and the second fan cowlings 224 are positioned at a greater distance from the fan cage 218 than when the fan cowlings are in the stowed position 202. Additionally, in the deployed position 204, the trailing edges 214 of the first fan cowlings 222 and the second fan cowlings 224 are positioned further away from the fan cage 218 than the leading edges 212 of the first fan cowlings 222 and the second fan cowlings 224. For example, the fan cowling 208 has a first dimension 302 (e.g., a first width) when the fan cowling 208 is in the stowed position 202, and has a second dimension 304 (e.g., a second width) when the fan cowling 208 is in the deployed position 204, the second dimension 304 being greater than the first dimension 302. The recoil plate 250 provides a (e.g., a third width) of the fan cowling 208, the third dimension 306 being greater than the second dimension 304. The first dimension 302, the second dimension 304, and the third dimension 306 are relative to the centerline 228 ( Figure 2A-2D )exist Figure 3A and Figure 3B is oriented vertically (eg, horizontally).

[0057] Braking system controller 130( Figure 1) operates the fan cowling 208 during landing. In some cases, the brake system controller 130 moves the first fan cowling 222 to the deployed position 204 simultaneously with the second fan cowling 224. This simultaneous deployment is advantageous when crosswind conditions do not affect the landing of the aircraft 100. In some such examples, in order to reduce (e.g., minimize or eliminate) the effect of crosswind on the aircraft 100, the brake system controller 130 deploys the first fan cowling 222 before deploying the second fan cowling 224. In this way, the crosswind effect can be reduced. For example, during crosswind conditions, deploying the second fan cowling 224 before or simultaneously with the first fan cowling 222 can change the orientation of the aircraft 100 relative to the runway. Deploying the first fan cowling 222 (e.g., the inner fan cowling) before the second fan cowling 224 (e.g., the outer fan cowling) reduces the torque that can be otherwise applied to the aircraft 100 by the crosswind. Regardless of the order in which the fan cowls are deployed (i.e., simultaneously or inboard first then outboard), the aircraft engine 112 mirrors the deployment pattern of the aircraft engine 110. In other words, the deployment pattern of the first fan cowl 222 and the second fan cowl 224 of the aircraft engine 110 is symmetrical to the deployment order of the first fan cowl and the second fan cowl of the aircraft engine 112.

[0058] Figure 4A yes Figure 1 A partial side view of the tail wing of the aircraft 100 is shown. Figure 4B yes Figure 1 100 . The parachute system 126 of the illustrated example is located or positioned in (e.g., supported by) the empennage 114 of the aircraft 100 . The parachute system 126 of the illustrated example is deployed from an opening 400 (e.g., a vent) defined in the empennage 114 . In order to activate the parachute system 126 , the parachute system 126 includes an air injection system 402 . The air injection system 402 of the illustrated example includes a channel 404 (e.g., a tube) and a door 406 . The channel 404 may be provided by a duct, a hose, a pipe, and / or any other channel. The door 406 (e.g., a valve) is formed on the fuselage 104 and moves between a closed position 408 and an open position 410 , the closed position 408 being used to prevent airflow from entering the channel 404 , and the open position 410 being used to allow airflow through the channel 404 . The parachute system 126 may be positioned adjacent to an auxiliary power unit (APU) 412 in the empennage 114 of the aircraft 100 . In some examples, parachute system 126 may include a dedicated storage area that is spaced or isolated from APU 412 .

[0059] Figure 5A and Figure 5B yes Figure 4A and Figure 4BA partial perspective cutaway view of the parachute system 126 is shown. Figure 5A Parachute system 126 is shown in a deployed position 500 . Figure 5B The parachute system 126 is shown in a stowed position 502. To move the parachute system 126 between the deployed position 500 and the stowed position 502, the parachute system 126 includes a parachute launch system 504 and a parachute retrieval system 506. The parachute launch system 504 includes the air jet system 402 and a launch tube 510. Specifically, the parachute launch system 504 is configured to launch the parachute 508 from a folded or packed state (e.g., positioned within the launch tube 510) in the airflow of the aircraft 100 during landing. Figure 5B stowed position 502) to an expanded state (e.g., Figure 5A of the expanded position 500).

[0060] To accommodate the parachute 508 when the parachute 508 is in the folded state, the launch tube 510 includes a passage or opening 516 between a first end 510a of the launch tube 510 and a second end 510b of the launch tube 510. In the folded position (e.g., the stowed position 502), at least a portion of the parachute 508 is located within the opening 516 of the launch tube 510. The launch tube 510 of the illustrated example includes a first tube 520 (e.g., an inner tube) and a second tube 522 (e.g., an outer tube). The first tube 520 of the illustrated example is in an extended position 524 (e.g., an inner tube) relative to the second tube 522. Figure 5A ) and the retracted position 526 ( Figure 5B ) between (e.g., freely). The second tube 522 of the illustrated example is fixed to the tail 114 or the fuselage 104 (e.g., a frame thereof). The launch tube 510 includes a flared end 511 adjacent to the first end 510a to facilitate the retraction and / or deployment of the parachute 508.

[0061] The outer diameter of the first tube 520 is smaller than the inner diameter of the second tube 522. Specifically, based on the atmosphere 501 provided to the launch tube 510 by the air injection system 402, the first tube 520 moves (e.g., slides) from the retracted position 526 to the extended position 524. Specifically, the channel 404 of the air injection system 402 is fluidly coupled to the opening 516 of the launch tube 510 to guide the air flow from the atmosphere to the opening 516 of the launch tube 510. Specifically, the channel 404 of the illustrated example is fluidly coupled to the second tube 522 via a coupler 528. For example, the coupler 528 is a T-shaped coupler when coupled or formed with the second tube 522. In some examples, the channel 404 can be directly coupled to the second end 510b of the launch tube 510, and the atmosphere 501 can be provided through the opening 516 at the second end 510b of the launch tube 510. The atmosphere 501 causes the first tube 520 to slide from the retracted position 526 to the extended position 524 and causes the parachute 508 to deploy from the stowed position 502 in the first tube 520 to the deployed position 500 .

[0062] In order to retract the parachute 508 after it is deployed from the launch tube 510, the parachute system 126 of the illustrated example includes a parachute retraction system 506. The parachute retraction system 506 includes a reel 530 configured to pull the parachute 508 from the deployed position 500 to the stowed position 502 through the opening 516 of the launch tube 510. In order to pull the parachute 508 from the deployed position 500 to the stowed position 502 through the reel 530, the parachute retraction system 506 includes a first cable 532. The first cable 532 has a first end 532a coupled to an inner surface 534 (e.g., a vertex or center 534a) of the parachute 508 and a second end 532b opposite the first end 532a of the first drum 536 coupled to the reel 530. The first cable 532 passes through the opening 516 of the launch tube 510. The first cable 532 is attached to the center 534a of the parachute 508 to control the deployment and / or stowage sequence and / or deployment and / or stowage speed of the parachute system 126. For example, the first cable 532 is attached to the center 534a of the parachute 508 to control the deployment mode of the parachute 508 during deployment operations and the folded mode of the parachute 508 during stowage operations.

[0063] In addition, in order to maintain the shape of the parachute 508 when the parachute 508 is in the deployed position 500, the parachute retrieval system 506 of the illustrated example includes a plurality of cables 540 coupled to the peripheral edge 542 of the parachute 508. For example, the parachute retrieval system 506 includes a second cable 544 and a third cable 546. The second cable 544 has a first end 544a coupled to a first portion 542a of the peripheral edge 542 of the parachute 508 and a second end 544b coupled to a second drum 548 of the reel 530. Similarly, the third cable 546 has a first end 546a coupled to a second portion 542b of the peripheral edge 542 of the parachute 508 and a second end 546b coupled to a third drum 550 of the reel 530. Each of the second cable 544 and the third cable 546 is located outside the launch tube 510. In other words, the second cable 544 and the third cable 546 do not pass through the entire length of the launch tube 510 (i.e., opposite to the first cable 532) into the opening 516 (e.g., channel). In order to guide or space the second cable 544 and the third cable 546, the parachute system includes a guide 552 (e.g., a spacer ring). The guide 552 is supported by the launch tube 510. For example, the guide 552 is coupled (e.g., fixed or attached) to the first tube 520. The guide 552 slidably receives the second cable 544 and the third cable 546 and does not interfere with the parachute deployment operation and / or the parachute retraction operation. The guide 552 also maintains the travel path of the second cable 544 and the third cable 546 and / or prevents the second cable 544 from being entangled with the third cable 546 during the parachute deployment operation and / or the parachute retraction operation. Although only the second cable 544 and the third cable 546 are shown, in some examples, the parachute system 126 may include more cables than the second cable 544 and the third cable 546 that are coupled to different locations of the peripheral edge 542 and the guide 552 of the parachute 508.

[0064] To retract the parachute 508 from the deployed position 500, the parachute retraction system 506 of the illustrated example includes a spool drive 554 to operate the spool 530. The spool drive 554 of the illustrated example includes a motor 556 (e.g., an electric motor) and a transmission 558 (e.g., a gear train). The spool drive 554 of the illustrated example causes the spool 530 to rotate in a first rotational direction (e.g., in a Figure 5A and Figure 5BThe first tube 520 is rotated in a clockwise direction (in a direction of the orientation of the first cable 532, the second cable 544, and the third cable 546) to wind the first cable 532, the second cable 544, and the third cable 546 around the respective reels 536, 548, 550, thereby folding the parachute 508 to the stowed position 502. As the reel drive 554 rotates the reel 530 to wind the first cable 532, the second cable 544, and the third cable 546 around the respective reels 536, 548, 550, the engagement between the parachute 508 and the first tube 520 causes the first tube 520 to move to the retracted position 526. In the retracted position 526, as the reel drive 554 continues to rotate the reel 530 to wind the first cable 532, the second cable 544, and the third cable 546 around the respective reels 536, 548, 550, the first tube 520 folds (e.g., rolls up) the parachute 508 in the opening 516 of the launch tube 510. The parachute retrieval system 506 may include one or more sensors (e.g., optical sensors, rotation sensors, encoders, optical rotation sensors, etc.) to determine when the parachute 508 is in the stowed position 502 and stop the operation of the motor 556. The parachute retrieval system 506 retracts the deployed parachute 508 and rolls up the parachute 508 in the stowed position 502 for subsequent use. In the stowed position 502, when the parachute 508 is in the stowed position 502 ( Figure 5B ), at least a portion of the second cable 544 and the third cable 546 (eg, the second ends 544b, 546b) may be positioned in the opening 516 of the launch tube 510 via the first end 510a of the opening 516.

[0065] In addition, as described above, the first cable 532 controls the stowage sequence of the parachute 508. In other words, when the parachute 508 is stowed in the launch tube 510, the first cable 532 connected to the center 534a of the inner surface 534 enables the stowage mode. When the parachute is stowed to the stowed position, the first cable 532 causes the center 534a of the parachute 508 to enter the launch tube 510 before the peripheral edge 542 of the parachute 508. In other words, the parachute 508 is inverted or turned inside out during the stowage operation. This configuration provides automatic stowage of the parachute 508 within the launch tube 510, which enables subsequent use of the parachute 508 (e.g., without requiring a maintenance person to manually pack or roll the parachute 508 into the launch tube 510). In particular, the system described herein provides a parachute 508 that can be automatically repacked within the launch tube 510 without requiring a maintenance person to manually repack the parachute 508.

[0066] In addition, the reels (e.g., the first reel 536, the second reel 538, and the third reel 550) are free to rotate during the deployment operation to deploy the parachute 508. For example, the transmission 558 may include a clutch to allow the reel 530 to rotate freely when the first, second, and third cables are deployed from the corresponding first reel 536, the second reel 538, and the third reel 550. To deploy the parachute 508, the reel 530 is rotated in the second rotational direction (e.g., in Figure 5B The device rotates in a counterclockwise direction in the orientation of the device.

[0067] Figures 6 to 9 Shows Figure 1 , Figure 5A and Figure 5B The deployment sequence of the parachute launch system 504 is as follows. Figure 6 In operation, the brake system controller 130 ( Figure 1 ) activates the parachute launch system 504 to deploy the parachute 508. To deploy the parachute 508, the door 406 of the air injection system 402 moves to the open position 410 to allow the atmosphere to enter the launch tube 510. The atmosphere causes the first tube 520 to slide from the retracted position 526 to the extended position 524 relative to the second tube 522. In addition, the reel drive 554 allows the reel 530 to rotate freely so that the first cable 532, the second cable 544 and the third cable 546 can be deployed from the corresponding first reel 536, the second reel 538 and the third reel 550. In some examples, the clutch is activated to enable the reel 530 to rotate freely. In some examples, the reel drive 554 is configured to allow the reel 530 to rotate freely only in the first rotational direction so that the parachute 508 can be deployed.

[0068] Reference Figure 7 As the atmosphere continues to enter the launch tube 510, the atmosphere forces the parachute 508 to exit the first tube 520. Specifically, because the parachute 508 is turned inside out while stored in the first tube 520, the peripheral edge 542 of the parachute 508 exits the first tube 520 first. The second cable 544 and the third cable 546 cause the peripheral edge 542 to turn (e.g., curl) to deploy the parachute 508 outward. As the parachute 508 begins to take shape, airflow 700 from the airstream promotes the parachute 508 to move out of the launch tube 510. The guide 552 prevents the second cable 544 and the third cable 546 from becoming tangled during deployment of the parachute 508.

[0069] Reference Figure 8 When the parachute 508 is deployed from the stowed position 502 to the deployed position 500, the second cable 544 and the third cable 546 guide the deployment and / or formation of the parachute 508. Fig. 9, center 534a is the last part of the parachute 508 to leave the launch tube 510.

[0070] Fig.10 The parachute 508 is shown in the deployed position 500. In the deployed position 500, the parachute 508 has a dimension 1000 (e.g., a diameter) of approximately between 15 feet and 25 feet (e.g., 20 feet). Additionally, the parachute 508 is a distance 1002 between approximately 2 feet and 15 feet (e.g., approximately 5 feet) above the ground or runway 144.

[0071] Figures 11 to 14 A method for removing a parachute 508 from a Fig.10 The expansion position 500 is moved to Figure 5B To stow the parachute 508, the brake system controller 130 ( Figure 1 ) causes the door 406 of the air injection system 402 to move to the closed position 408. In addition, the brake system controller 130 activates the parachute retrieval system 506. For example, the brake system controller 130 activates the motor 556 to rotate the reel 530 in the winding direction. The transmission 558 of the reel drive 554 is engaged to enable the motor 556 to rotate the reel 530 (e.g., in the winding direction). In some examples, the clutch of the transmission 558 is activated to operably couple the reel 530 and the transmission 558, thereby preventing the reel 530 from rotating freely when the motor 556 is activated to wind the first cable 532, the second cable 544, and the third cable 546 around the corresponding first reel 536, the second reel 538, and the third reel 550.

[0072] Reference Fig.11 , the first cable 532 is positioned through the opening 516 of the launch tube 510 so that the center 534a of the parachute 508 enters the launch tube 510 before the peripheral edge 542 enters the launch tube 510. In other words, the center 534a is inverted in the stowed position 502 relative to the deployed position 500. In order to enable the center 534a to enter before the peripheral edge 542, the reel drive 554 rotates the first reel 532 to wind the first cable 532. In some examples, the reel drive 554 operates the first reel 532 to rotate at a rate (e.g., rpm) greater than the rates of the second reel 538 and the third reel 550. In some examples, the first reel 536, the second reel 538, and the third reel 550 rotate at the same rate.

[0073] Reference Fig.12, after the center 534a enters the first tube 520, the reel drive 554 continues to rotate the reel 530. As the first cable 532, the second cable 544, and the third cable 546 are wound around the first drum 536, the second drum 538, and the third drum 550, respectively, the parachute 508 is pulled into the first tube 520. The guide 552 continues to guide the second cable 544 and the third cable 546 to prevent the second cable 544 and the third cable 546 from being entangled as the parachute 508 is packed into the stowed position 502.

[0074] refer to Fig.13 , the peripheral edge 542 of the parachute 508 is the last portion of the parachute 508 to enter the launch tube 510. The first cable 532, the second cable 544, and the third cable 546 enable the stowed mode.

[0075] Reference Fig.14 , the spool drive 554 continues to rotate the spool 530 to slide the first tube 520 relative to the second tube 522 to the retracted position 524. When the parachute system 126 is in the stowed position 502, the brake system controller 130 deactivates the spool drive 554. The parachute 508 is ready to be deployed for subsequent use. Therefore, the parachute retrieval system 506 rolls up the parachute 508 in the launch tube 510 for subsequent use without having to manually repack the parachute 508 in the launch tube 510.

[0076] Figures 15 to 17 It shows that it is possible to Figure 1 Another parachute system 1500 of parachute system 126 . Fig.15 Parachute system 1500 is shown in a stowed position 1502 . Fig.16 Parachute system 1500 is shown in an intermediate position 1600 . Fig.17 The parachute system 1500 is shown in a deployed position 1700. Fig.15 , the parachute system 1500 of the illustrated example includes a parachute 1504 supported by a frame 1506 (eg, a flexible frame). The frame 1506 provides or defines the shape of the parachute 1504 when the parachute 1504 is in the deployed position 1700 and / or the stowed position 1502.

[0077] The frame 1506 includes a plurality of arms 1508 (e.g., flexible arms, spindles, etc.) that support the parachute 1504 and a central shaft 1510 that supports the plurality of arms 1508. For example, first ends 1512 of the arms 1508 are attached to the central shaft 1510, and respective second ends 1514 of the arms 1508 are attached to the peripheral edge 1504a of the parachute 1504. The first ends 1512 of the arms 1508 are coupled to the central shaft 1510 via collars 1516. The collars 1516 of the illustrated example are slidably coupled to the central shaft 1510.

[0078] The parachute system 1500 includes a housing 1518 that houses the parachute 1504. The housing 1518 is positioned on an aircraft (e.g., Figure 1 The tail of the aircraft 100 (eg, Figure 1 In some examples, the housing 1518 may be provided with Figure 4A The opening 400 of the tail wing 114 is aligned.

[0079] To position the parachute 1504 in the stowed position 1502 (e.g., Fig.15 ) and the expanded position 1700 (e.g., as Fig.17 1504). The parachute system 1500 moves between the control panel 1501 and the control panel 1502. The parachute system 1500 includes a parachute launch / retrieval system 1520. The parachute launch / retrieval system 1520 includes a first actuator 1520a and a second actuator 1520b. However, in other examples, the parachute system 1500 may include only an actuator to deploy and / or retract the parachute 1504. In other examples, the parachute system 1500 may include more than two actuators to deploy and / or retract the parachute 1504.

[0080] The first actuator 1520a causes the parachute 1504 to be in a retracted position 1522 (e.g., in a position where the parachute 1504 is in a position relative to the housing 1518 (e.g., or the tail). Fig.15 ) and the extended position 1702 (e.g., in Fig.17 ) along a straight line direction (for example, between Fig.15To move the parachute 1504 in a linear direction, the first drive 1520a includes a motor 1524 and a transmission 1526. The transmission 1526 converts the rotational motion of the shaft 1528 of the motor 1524 into linear motion of the parachute 1504 relative to the housing 1518 (e.g., via a gear train). For example, the transmission 1526 includes a rack and pinion arrangement 1530 to move the parachute 1504 from the retracted position 1522 to the extended position 1702. For example, the pinion 1530a is coupled to the shaft 1528 of the motor 1524, and the rack gear 1530b is coupled to the central shaft 1510. In some examples, the transmission 1526 includes one or more gears (spur gears, bevel gears, etc.), chains, sprockets, pulley belts, and / or any other gear train system for moving the parachute between the retracted position 1522 and the extended position 1702.

[0081] The second driver 1520b causes the parachute 1504 to move via the collar 1516. Fig.15 The retracted position 1532 shown is Fig.17 Specifically, the second actuator 1520b moves the collar 1516 along the central axis 1510 to move the parachute 1504 from the retracted position 1532 and the deployed position 1704. To extend the parachute 1504, the second actuator 1520b moves the collar 1516 along the central axis 1510 to move the parachute 1504 from the retracted position 1532 and the deployed position 1704. Figures 15 to 17 The collar 1516 is moved in a direction away from the housing 1518 in the orientation of the second actuator 1520b. As the collar 1516 moves along the central axis 1510 away from the housing 1518, the peripheral edge 1504a of the parachute 1504 moves outward away from the central axis 1510 to form a cup shape as shown in the deployed position 1704. To collapse the parachute 1504, the second actuator 1520b moves along the central axis 1510 in a direction away from the housing 1518. Figures 15 to 17 The collar 1516 is moved in a direction toward the housing 1518 in the direction of the central axis 1510. As the collar 1516 moves along the central axis 1510 in a direction toward the housing 1518, the peripheral edge 1504a moves inward toward the central axis 1510 to the retracted position 1532. In the retracted position 1532, the parachute 1504 is in an inside-out orientation. Therefore, when the parachute 1504 moves from the deployed position 1704 to the retracted position 1532, the parachute 1504 inverts.

[0082] To move the collar 1516 along the central axis 1510, the second drive 1520b includes an actuator 1536 operably coupled to the collar 1516. A control system (e.g., Figure 1The brake system controller 130 of the embodiment of the present invention commands the actuator 1536 to extend or retract the arm 1536a coupled to the collar 1516 to move the collar 1516 along the central axis 1510 and thus move the parachute 1504 between the deployed position 1704 and the retracted position 1532. The second drive 1520b can be carried by the central axis 1510 and / or the first drive 1520a. For example, the second drive 1520b can be supported by the rack gear 1530b.

[0083] refer to Fig.16 , the first actuator 1520a and the second actuator 1520b operate simultaneously to move the parachute 1504 between the stowed position 1502 and the deployed position 1700. In other words, the first actuator 1520a can operate simultaneously with the operation of the second actuator 1520b when the parachute 1504 moves between the stowed position 1502 and the deployed position 1700. In some cases, the first actuator 1520a does not operate simultaneously with the operation of the second actuator 1520b. In some such cases, the first actuator 1520a operates to move the parachute 1504 from the retracted position 1532 to the extended position 1702. Subsequently, or after the parachute 1504 is in the extended position 1702, the second actuator 1520b operates to move the collar 1516, thereby moving the parachute 1504 from the retracted position 1532 to the extended position 1704. Operation of the first actuator 1520a and the second actuator 1520b are reversed to move the parachute 1504 from the deployed position 1700 to the stowed position 1502. Figure 1 The parachute system 126, Figures 15 to 17 The parachute system 1500 enables automatic packaging of the parachute 1504 for subsequent use without requiring personnel to manually repack the parachute 1504 in the housing 1518.

[0084] Fig.18 1 is another aircraft 1800 having another parachute system 1802 disclosed herein. The aircraft 1800 of the illustrated example includes a tail 1804 having a first portion 1806 for storing the parachute system 1802 and a second portion 1807 for storing an APU system (e.g., Figure 4A The first portion 1806 is isolated or separated from the second portion 1808. The first portion 1806 may include Figure 1 , Figure 5A , Figure 5B and Figures 6 to 14 Parachute system 126 or Figures 15 to 17 The parachute system 1500.

[0085] Fig.19 yes Figure 11 is a top view of an example aircraft 100. The aircraft 100 of the illustrated example includes an emergency braking system 128. The emergency braking system 128 includes a brake 1900 located between a nose 1902 and a tail 1904 of the aircraft 100. The brake 1900 has a first dimension 1906 (e.g., a length parallel to a longitudinal axis 1908 of the aircraft 100) and a second dimension 1910 (e.g., a width perpendicular to the longitudinal axis 1908 of the aircraft). In some examples, the first dimension 1906 is approximately between 5 feet and 30 feet (e.g., 10 feet) and the second dimension is approximately between 5 feet and 15 feet (e.g., 10 feet). The brake 1900 of the illustrated example has a rectangular shape. In some examples, the brake 1900 may have a square shape and / or any other shape. For example, the larger the surface area of ​​the brake 1900 (e.g., defined by the first dimension 1906 and the second dimension 1910), the shorter the stopping distance provided by the brake 1900. For example, a brake with a surface area of ​​49 square feet can provide a stopping distance of between approximately 770 meters and 775 meters for a vehicle weighing 41,000 kg moving at 12 knots, and a brake with a surface area of ​​100 square feet can provide a stopping distance of between approximately 1540 meters and 1550 meters. In some examples, the brake 1900 can generate a negative thrust of between approximately 4 and 5 G-forces during deployment or operation. In addition, the brake 1900 can be deployed to generate such negative thrust faster than, for example, a reverse thruster.

[0086] Fig. 20A yes Fig.19 100, showing the emergency brake system in an example stowed position 2001. Brake 1900 is stored on the lower surface of fuselage 104. In some examples, brake 1900 is stored on the belly of fuselage 104. Brake 1900 is covered by a cover 2003 (e.g., an aluminum skin). In some such examples, cover 2003 is removed via cover actuator 2005 (e.g., a tow chute, a pyrotechnic actuator, an airbag actuator, etc.). In some examples, brake 1900 is moved to deployed position 2000 ( Fig. 20B ). In some examples, fuselage 104 includes a door that opens to deploy brake 1900.

[0087] Fig. 20B1 is a side view of the aircraft 100, showing the brake 1900 in a deployed position 2000. The brake 1900 includes a frame 2002 (e.g., a skid, a housing, a hub, etc.) for supporting a brake pad 2004 and a pivot arm 2006 (e.g., a strut or a link) that pivots the brake 1900 from the stowed position to the deployed position 2000. In some examples, the brake pad 2004 includes a plurality of brake pads. The pivot arm 2006 is coupled (e.g., pivotally coupled) to the fuselage 104. To form a seal between the brake pad 2004 and the surface 142 of the runway 144, the brake 1900 of the illustrated example includes a plurality of actuators 2012 (e.g., suction generators). The actuator 2012 of the illustrated example creates a vacuum between the brake pad 2004 and the surface 142 to create a vacuum at a peripheral boundary or peripheral edge 2004a (eg, perimeter) of the brake pad 2004 when the brake pad 2004 engages the surface 142. Fig.21 ) to form a seal around or within the pivot arm 2006. For example, the actuator 2012 of the illustrated example may be a pyrotechnic actuator (e.g., an airbag actuator), a pneumatic actuator, a vacuum generator, and / or any other type of actuator that provides a seal at the peripheral edge 2004a of the brake pad 2004. Additionally, to generate a downward airflow and / or force on the frame 2002 during operation, the brake 1900 includes an airfoil 2016. The airfoil 2016 is formed on or supported by the pivot arm 2006. However, in other examples, the airfoil 2016 may be formed on or supported by the frame 2002 and / or the brake 1900 or another portion of the aircraft 100.

[0088] Fig.21 1 is a partial perspective view of brake 1900 showing a pad surface 2100 of brake pad 2004. Brake pad 2004 includes a plurality of raised surfaces or protrusions 2102 to increase friction between brake pad 2004 and surface 142. To fluidly couple actuator 2012 and pad surface 2100, brake pad 2004 includes a plurality of openings 2104. Respective openings in openings 2104 are fluidly coupled to corresponding ones of actuators 2012. In this manner, actuator 2012 applies a vacuum to generate a force that pulls brake 1900 against (e.g., seals against) surface 142 of runway 144. Brake pad 2004 includes non-asbestos organic (NAO) material, glass, fiber, rubber, carbon, Kevlar, and / or any other suitable material.

[0089] Fig. 22 2000. Each actuator 2012 includes a hose or tube 2202 to open the opening 2104 ( Fig.21) is fluidly coupled to a tank 2204 of the actuator 2012. In some examples, the tank 2204 contains pyrotechnic material. Further, in some examples, the tank 2204 can be located in the fuselage 104 of the aircraft. In some examples, the tank 2204 can be positioned on a surface of the fuselage 104. The tube 2202 is coupled to the frame 2002 via a connector 2206. In some examples, the connector 2206 includes or contains pyrotechnic material to create a vacuum at the blade surface 2100. In some such examples, the tube 2202 is removed.

[0090] The brake 1900 of the illustrated example may be deployed to prevent runway excursion. Figure 1 Braking system controller 130 is configured to automatically (e.g., without input from a pilot or crew member) deploy brakes 1900 during an emergency. In some examples, brakes 1900 may be manually deployed by a pilot or crew member via an actuator in a cockpit of fuselage 104.

[0091] Fig.23A yes Figure 1 Schematic diagram of the brake system controller 130. Fig. 23B 23 is a schematic diagram of a hazardous condition identifier 2308. The example brake system controller 130 of the illustrated example includes an example brake system monitor 2302, an example airspeed determiner 2304, an example crosswind determiner 2306 and an example hazardous condition identifier 2308, an example weight-on-wheels determiner 2310, an example air brake operator 2312, an example parachute operator 2314, an example emergency brake operator 2316 and an example data storage 2318, and a landing event activator 2320. The brake system monitor 2302 includes an example comparator 2322. The comparator 2322 can be implemented by one or more comparators. In some examples, the example braking system monitor 2302, the example airspeed determiner 2304, the example crosswind determiner 2306, the example hazardous condition identifier 2308, the example weight-on-wheels determiner 2310, the example air brake operator 2312, the example parachute operator 2314, the example emergency brake operator 2316, the example data storage 2318, the landing event activator 2320, and the alarm generator 2346 communicate via a communication bus 2324.

[0092] The hazardous condition identifier 2308 includes an example signal processor 2301 , an example map builder 2303 , an example GPS processor 2305 , an example inertial measurement unit 2309 , and a predictive modeler 2307 .

[0093] The example brake system monitor 2302 of the illustrated example analyzes signals from an airspeed determiner 2304, a crosswind determiner 2306, a hazardous condition identifier 2308, a weight-on-wheels determiner 2310, a landing event activator 2320, and / or from, for example Figure 1 engine control system 132, air traffic control tower and / or Figure 1 Other parameters provided by any other sensors of the aircraft 100. For example, the signals received by the brake system monitor 2302 and / or by the airspeed determiner 2304, the crosswind determiner 2306, the hazardous condition identifier 2308, the weight on wheels determiner 2310, and the landing event activator 2320 can be binary values ​​(e.g., on / off), digital values ​​(e.g., binary bits "1" or "0"), and / or analog values. Based on the received signals, the brake system monitor 2302 determines whether to activate the air brake system 124, the parachute system 126, and / or the emergency brake system 128. For example, the braking system monitor 2302 is communicatively coupled to the airspeed determiner 2304, the crosswind determiner 2306, the hazardous condition identifier 2308, the weight on wheels determiner 2310 and / or the landing event activator 2320, and processes signals from the airspeed determiner 2304, the crosswind determiner 2306, the hazardous condition identifier 2308, the weight on wheels determiner 2310 and / or the landing event activator 2320 to determine activation of the braking system 102.

[0094] Braking system monitor 2302 monitors activation of air brake system 124 and parachute system 126 in response to receiving a communication, command, or signal from landing event activator 2320. In some examples, landing event activator 2320 provides a first signal to disable braking system monitor 2302 from monitoring a landing event, or provides a second signal different from the first signal to allow braking system monitor 2302 to monitor a landing event. For example, during a takeoff event, landing event activator 2320 disables braking system monitor 2302 to prevent activation of air brake system 124 and parachute system 126. However, during a landing event, landing event activator 2320 causes braking system monitor 2302 to activate or operate air brake system 124 and parachute system 126. When landing event activator disables braking system monitor 2302 during a takeoff event, landing event activator 2320 does not disable or affect the operation or activation of emergency braking system 128. Thus, during a takeoff event, brake system monitor 2302 may activate emergency brake system 128 .

[0095] To disable the operation of the air brake system 124 and the parachute system 126 during a takeoff event, the landing event activator 2320 receives a first input signal (e.g., a binary bit "0" value). To enable the operation of the air brake system 124 and the parachute system 126 during a landing event, the landing event activator 2320 receives a second input signal (e.g., a binary bit "1" value). For example, the pilot may provide the first input signal to disable the air brake system 124 and the parachute system 126 during a takeoff event via an input device (e.g., a joystick, a button, a touch screen, etc.) in the cockpit of the aircraft 100.

[0096] The brake system monitor 2302 monitors the detection of the aircraft 100 in flight or on the surface 142 in response to receiving a communication, command, or signal from the weight on wheels determiner 2310. The weight on wheels determiner 2310 of the illustrated example determines whether the aircraft 100 is on the surface 142 or in flight based on a signal received from the weight on wheels sensor 136. For example, the weight on wheels sensor 136 may be configured to output a first signal (e.g., an output signal of a binary bit "1") when the wheels 120 of the aircraft 100 are in contact with the surface 142, and to output a second signal (e.g., an output signal of a binary bit "0") when the wheels 120 of the aircraft 100 are not in contact with the surface 142. The weight-on-wheel determiner 2310 determines that the aircraft 100 is on the surface 142 based on the received first signal (e.g., the output signal of binary bit “1” from the weight-on-wheel sensor 136), and determines that the aircraft 100 is not on the surface 142 based on the received second signal (e.g., the output signal of binary bit “0” from the weight-on-wheel sensor 136). Based on the received signals, the weight-on-wheel determiner 2310 transmits the first signal (e.g., the binary bit “1” value) indicating that the aircraft 100 is on the surface 142 to the brake system monitor 2302, or transmits the second signal (e.g., the binary bit “0” value) indicating that the aircraft 100 is flying to the brake system monitor 2302. When brake system monitor 2302 receives the second signal from weight-on-wheels determiner 2310 indicating that aircraft 100 is in flight, brake system monitor 2302 ignores (e.g., does not process) and / or does not receive signals from airspeed determiner 2304, hazardous condition identifier 2308, and / or crosswind determiner 2306. In some examples, when weight-on-wheels determiner 2310 detects that aircraft 100 is in flight, brake system monitor 2302 may be in a sleep mode to prevent operation of brake system 102 until landing event activator 2320 activates brake system monitor 2302.

[0097] Braking system monitor 2302 monitors aircraft speed in response to commands, communications, or signals received from airspeed determiner 2304. Airspeed determiner 2304 receives output signals from airspeed sensor 134 and analyzes these signals to determine the speed (e.g., velocity) of aircraft 100. For example, airspeed sensor 134 may be an air pressure sensor (e.g., a pitot tube and a static port) that measures the pressure differential between ram air pressure and static pressure. Airspeed determiner 2304 may convert the signal from airspeed sensor 134 into an electrical signal (e.g., a digital signal, an analog signal, etc.) corresponding to the airspeed of aircraft 100 based on the signal from airspeed sensor 134. For example, airspeed determiner 2304 may include a pneumatic to current (P / I) converter that converts the pressure read from airspeed sensor 134 into a corresponding airspeed value.

[0098] The crosswind determiner 2306 receives the crosswind value via parameters provided to the engine control system 132 and / or the brake system controller 130 from other sensors and / or received inputs. For example, an air traffic control center may provide crosswind information to the engine control system 132 and / or the crosswind determiner 2306. In some examples, information or data (e.g., a reference crosswind value) may be provided to the crosswind determiner 2306 and / or the engine control system 132 via an input / output interface (e.g., a display, a touch screen, a visual indicator, etc.) located in the cockpit of the aircraft 100. In some examples, the aircraft 100 may include multiple sensors for measuring air velocity (e.g., a LIDAR sensor), and the crosswind determiner 2306 may be configured to measure a crosswind associated with the orientation of the aircraft 100 relative to the runway 144. The crosswind determiner 2306 transmits the crosswind value to the brake system monitor 2302.

[0099] The brake system monitor 2302 monitors for hazardous conditions in response to commands, communications, or signals received from the hazardous condition identifier 2308. The hazardous condition identifier 2308 monitors or identifies potential hazardous conditions during a landing event and / or a takeoff event. For example, the hazardous condition identifier 2308 transmits a first signal (e.g., an output signal of a binary bit "1") to the brake system monitor 2302 indicating that a hazardous condition has been identified and a second signal (e.g., an output signal of a binary bit "0") to indicate that a hazardous condition has not been identified or does not exist.

[0100] To detect dangerous conditions, the dangerous condition identifier 2308 receives signals from the dangerous condition sensor 138 (e.g., LIDAR sensor) and the GPS sensor 140. Fig. 23B, the signal processor 2301 of the dangerous condition identifier 2308 processes signals from the dangerous condition sensor 138. For example, as described above, the dangerous condition sensor 138 may include one or more LIDAR sensors, radar sensors, sonar sensors, and / or high-power camera sensors that detect objects such as vehicles (e.g., aircraft), the edge of the runway 144, etc. The signal processor 2301 receives these signals, which can be converted for processing by the map builder 2303. When the aircraft 100 is on the runway 144, the map builder 2303 uses software to map images corresponding to the environment around the aircraft 100. The GPS processor 2305 receives signals from the GPS sensor 140 and information from the inertial measurement unit (IMU) 2309 to determine geographic location information corresponding to the aircraft 100. The predictive modeler 2307 receives the imaging map provided by the map builder 2303 and the geographic location information from the GPS processor 2305 to determine whether a dangerous condition is imminent based on the position of the aircraft 100 relative to the detected hazard. For example, the predictive modeler 2307 may include hard-coded rules, obstacle avoidance algorithms, intelligent object recognition, and / or any other predictive modeling techniques.

[0101] In some examples, to detect a potentially hazardous condition, predictive modeler 2307 analyzes the imaged map from map builder 2303 to detect or identify the end of runway 144 during a takeoff event or a landing event. If predictive modeler 2307 detects the end of runway 144, predictive modeler 2307 retrieves the aircraft speed from airspeed determiner 2304 and / or brake system monitor 2302, retrieves the weight-on-wheels signal from weight-on-wheels determiner 2310, and / or retrieves the angle of attack of aircraft 100 from various parameters provided to brake system monitor 2302 via engine control system 132. For example, predictive modeler 2307 determines the distance between aircraft 100 and the end of runway 144 (e.g., via GPS processor 2305), and calculates the braking distance required to stop aircraft 100 before reaching the end of runway 144. If predictive modeler 2307 determines that aircraft 100 can stop within a given distance based on the aircraft speed provided by airspeed determiner 2304 (e.g., which can also be used to determine deceleration during landing) and / or determines that aircraft 100 can take off before reaching the end of runway 144 based on the angle of attack, predictive modeler 2307 determines that a hazardous condition does not exist. If the angle of attack is insufficient for takeoff and / or the airspeed of aircraft 100 is such that aircraft 100 cannot stop before the end of runway 144, predictive modeler 2307 identifies a hazardous condition and transmits the hazardous condition to brake system monitor 2302.

[0102] In some examples, to determine a potential hazardous condition, the predictive modeler 2307 analyzes the imaging map to determine the presence of an object (e.g., another aircraft) in the path of travel of the aircraft 100. The predictive modeler 2307 obtains geographic location information from the GPS processor 2305 to determine the distance between the aircraft 100 and the identified object, and obtains the airspeed of the aircraft 100 from the airspeed determiner 2304 and / or the brake system monitor 2302. If the distance between the aircraft 100 and the identified object is such that the aircraft 100 cannot avoid a collision with the identified object, the predictive modeler 2307 identifies the hazardous condition and transmits a hazardous condition signal to the brake system monitor 2302. If the distance between the aircraft 100 and the identified object is such that the aircraft 100 can avoid a collision with the identified object based on the distance and airspeed information, the predictive modeler 2307 determines that the hazardous condition does not exist and transmits a non-hazardous condition signal to the brake system monitor 2302.

[0103] See also Fig.23A , the brake system monitor 2302 operates the air brake operator 2312, the parachute operator 2314, and / or the emergency brake operator 2316 in response to signals received from the airspeed determiner 2304, the hazardous condition identifier 2308, the crosswind determiner 2306, and / or the landing event activator 2320. For example, the brake system monitor 2302 commands the air brake operator 2312 based on signals received from the weight on wheels determiner 2310, the airspeed determiner 2304, the crosswind determiner 2306, and the landing event activator 2320. In some examples, the brake system controller 130 does not include the crosswind determiner 2306, and the brake system monitor 2302 commands the air brake operator 2312 based on signals received from the weight on wheels determiner 2310, the airspeed determiner 2304, and the landing event activator 2320.

[0104] For example, when the brake system monitor 2302 receives a signal from the landing event activator 2320 (to monitor for a landing event), a signal from the weight on wheels determiner 2310 (indicating that the aircraft 100 is on the surface 142 of the runway 144), a measured airspeed value from the airspeed determiner 2304, and a measured crosswind value from the crosswind determiner 2306, the brake system monitor 2302 activates the air brake system 124.

[0105] The brake system monitor 2302 compares the measured speed from the airspeed determiner 2304 with a speed threshold value (e.g., 60 knots). For example, the brake system monitor 2302 retrieves or obtains the speed threshold value from the data memory 2318 and uses a comparator 2322 to compare the measured airspeed value from the airspeed determiner 2304 with the speed threshold value from the data memory 2318. The speed threshold value may be provided in the data memory 2318 via a user input. Additionally, in some examples, the brake system monitor 2302 compares the measured crosswind value with a crosswind threshold value (e.g., 10 knots, 20 knots, etc.) via a comparator 2322. For example, the brake system monitor 2302 retrieves or obtains the crosswind threshold value from the data memory 2318 and uses a comparator 2322 to compare the measured crosswind value from the crosswind determiner 2306 with the crosswind threshold value from the data memory 2318. The crosswind threshold value may be provided in the data memory 2318 via a user input.

[0106] When the crosswind determiner 2306 is not employed, the brake system monitor 2302 commands the air brake operator 2312 to deploy the first fan cowling 222 and the second fan cowling 224 of each aircraft engine 110, 112 in a synchronized deployment sequence. For example, the air brake operator 2312 may command the first actuator 234, the second actuator 236, the third actuator 244, and the fourth actuator 246 to actuate or deploy the first fan cowling 222 and the second fan cowling 224 to the deployed position 204 simultaneously or substantially simultaneously (e.g., within 10 seconds of each other).

[0107] When the crosswind determiner 2306 is used, the brake system monitor 2302 activates the air brake operator 2312 in response to the weight on wheels determiner 2310 detecting that the aircraft 100 is on the surface 142, the airspeed determiner 2304 detecting that the aircraft speed is greater than the speed threshold, and the crosswind determiner 2306 detecting that the crosswind is greater than the crosswind threshold. In some such examples, the brake system monitor 2302 commands the air brake operator 2312 to deploy the first fan cowling 222 and the second fan cowling 224 of each aircraft engine 110, 112 in an asynchronous deployment sequence. For example, the air brake operator 2312 can cause the first actuator 234 and the second actuator 236 of the aircraft engine 110 and the first actuator 234 and the second actuator 236 of the aircraft engine 112 to simultaneously activate to deploy the first fan cowling 222 (e.g., the inner fan cowling) of the respective aircraft engine 110, 112 before deploying the second fan cowling 224 (e.g., the outer fan cowling). In some such examples, brake system monitor 2302 continues to monitor the measured crosswind from crosswind determiner 2306, and when the measured crosswind value is less than or equal to the crosswind threshold, commands the air brake operator to deploy second fan cowling 224 of aircraft engine 110, 112. In some such examples, brake system monitor 2302 commands air brake operator 2312 to activate third actuator 244 and fourth actuator 246 to deploy second fan cowling 224 of aircraft engine 110, 112.

[0108] When the first fan cowling 222 and the second fan cowling 224 are in the deployed position 204, the brake system monitor 2302 continues to monitor whether the measured airspeed of the aircraft 100 provided by the airspeed determiner 2304 reaches the speed threshold. When the brake system monitor 2302 determines that the measured airspeed from the airspeed determiner 2304 is less than or equal to the speed threshold, the brake system monitor 2302 commands the air brake operator 2312 to move the first fan cowling 222 and the second fan cowling 224 from the deployed position 204 to the stowed position 202.

[0109] The brake system monitor 2302 activates the parachute operator 2314 in response to the weight on wheels determiner 2310 detecting that the aircraft 100 is on the surface 142 and the brake system monitor 2302 determining that the measured airspeed from the airspeed determiner 2304 is greater than the speed threshold. In response, the brake system monitor 2302 commands the parachute operator 2314 to activate the parachute launch system 504 (e.g., the air injection system 402). For example, the parachute operator 2314 moves the door 406 to the open position 410, which causes the launch tube 510 to deploy the parachute 508. When the parachute 508 is in the deployed position 500, the brake system monitor 2302 continues to monitor the measured airspeed of the aircraft 100 provided by the airspeed determiner 2304. When the brake system monitor 2302 determines that the measured airspeed of the aircraft 100 is less than or equal to the speed threshold, the brake system monitor 2302 commands the parachute operator 2314 to activate the parachute retrieval system 506. In some examples, parachute operator 2314 activates motor 556 for a predetermined period of time and / or until parachute operator 2314 and / or brake system monitor 2302 receives a signal from an encoder or proximity switch indicating that parachute 508 is in stowed position 502 .

[0110] The brake system monitor 2302 activates the emergency brake operator 2316 in response to the weight on wheels determiner 2310 detecting that the aircraft 100 is on the surface 142 and the hazardous condition identifier 2308 determining that a hazardous condition exists. In response, the brake system monitor 2302 commands the cover actuator 2005 to actuate to move the cover 2003 away from the emergency brake system 128 and to move the emergency brake system 128 from the stowed position 2001 to the deployed position 2000. Additionally, the brake system monitor 2302 commands the emergency brake operator 2316 to actuate or activate the emergency brake actuator 2012 to create a vacuum on the brake pads 2004 when the brake pads 2004 are on the surface 142. In some examples, before deploying the emergency brake system 128, the brake system monitor 2302 commands the alarm generator 2346 to generate an alarm in the cabin of the aircraft 100. The alarm provides a warning to the passengers so that the passengers can move to the strut position.

[0111] Although in Fig.23A and Fig. 23B The implementation is shown in Figure 1 Example of a brake system controller 130, but in Fig.23A and Fig. 23BOne or more of the elements, processes and / or devices shown in the example may be combined, divided, rearranged, omitted, removed and / or implemented in any other manner. In addition, the example braking system monitor 2302, the example airspeed determiner 2304, the example crosswind determiner 2306, the example hazardous condition identifier 2308, the example weight on wheels determiner 2310, the example air brake operator 2312, the example parachute operator 2314, the example emergency brake operator 2316, the example data storage 2318, the landing event activator 2320, the example comparator 2322, the example signal processor 2301, the example map builder 2303, the example GPS processor 2305, the example prediction modeler 2307, the example inertial measurement unit 2309 and / or more generally, Figure 1 , Fig.23A and Fig. 23B The example braking system controller 130 may be implemented by hardware, software, firmware, and / or any combination of hardware, software, and / or firmware. Thus, for example, the example braking system monitor 2302, the example airspeed determiner 2304, the example crosswind determiner 2306, the example hazardous condition identifier 2308, the example weight-on-wheel determiner 2310, the example air brake operator 2312, the example parachute operator 2314, the example emergency brake operator 2316, the example data storage 2318, the landing event activator 2320, the example comparator 2322, the example signal processor 2301, the example map builder 2303, the example GPS processor 2305, the example prediction modeler 2307, the example inertial measurement unit 2309, and / or more generally, Figure 1An example brake system controller 130 may be implemented by one or more analog or digital circuits, logic circuits, programmable processors, programmable controllers, graphics processing units (GPUs), digital signal processors (DSPs), application specific integrated circuits (ASICs), programmable logic devices (PLDs), and / or field programmable logic devices (FPLDs). When reading any device or system claim of this application covering pure software and / or firmware implementation, at least one of the following: example braking system monitor 2302, example airspeed determiner 2304, example crosswind determiner 2306, example hazardous condition identifier 2308, example weight on wheels determiner 2310, example air brake operator 2312, example parachute operator 2314, example emergency brake operator 2316, example data storage 2318, landing event activator 2320, example comparator 2322, example signal processor 2301, example map builder 2303, example GPS processor 2305, example prediction modeler 2307, example inertial measurement unit 2309 is hereby expressly defined to include a non-transitory computer readable storage device or storage disk, such as a memory, digital versatile disk (DVD), compact disk (CD), Blu-ray disk, etc. including software and / or firmware. In addition, Figure 1 An example brake system controller 130 may include, in addition to Fig.23A and Fig. 23B In addition to or in place of those shown in Fig.23A and Fig. 23B The phrase "in communication" as used herein includes variations thereof, including direct communication and / or indirect communication through one or more intermediate components, and does not require direct physical (e.g., wired) communication and / or constant communication, but also includes selective communication at periodic intervals, scheduled intervals, non-periodic intervals, and / or one-time events.

[0112] Indicates that it is used to implement Figure 1 , Fig.23A and Fig. 23B Flowcharts of example methods 2400-2600 of the brake system controller 130 are shown in Figure 24 to Figure 26 These flowcharts represent the methods used to implement Figure 1 The hardware logic, machine readable instructions, hardware implemented state machine and / or any combination thereof of the brake system controller 130. The machine readable instructions may be an executable program or a portion of an executable program executed by a computer processor, such as a combination of the following: Fig. 27The processor 2712 is shown in the example processor platform 2700 discussed. The program may be implemented in software stored on a non-transitory computer-readable storage medium such as a CD-ROM, floppy disk, hard drive, DVD, Blu-ray disk, or memory associated with the processor 2712, but the entire program and / or parts thereof may alternatively be executed by a device other than the processor 2712 and / or implemented by firmware or dedicated hardware. In addition, although reference is made to Figure 24 to Figure 26 The flowchart shown describes an example program, but many other methods of implementing the example brake system controller 130 may be used instead. For example, the order of execution of the blocks may be changed, and / or some of the blocks described may be changed, eliminated, or combined. Additionally or alternatively, any or all of the blocks may be implemented by one or more hardware circuits (e.g., discrete and / or integrated analog and / or digital circuits, FPGAs, ASICs, comparators, operational amplifiers (op-amps), logic circuits, etc.) that are configured to perform the corresponding operations without executing software or firmware.

[0113] As described above, the present invention may be implemented using executable instructions (e.g., computer and / or machine readable instructions) stored on a non-transitory computer and / or machine readable medium (e.g., a hard drive, flash memory, read-only memory, compact disk, digital versatile disk, cache, random access memory, and / or any other storage device or storage disk in which information is stored for any duration (e.g., for an extended period of time, permanently, for example, for temporary buffering, and / or for caching of information)). Figure 24 to Figure 26 As used herein, the term "non-transitory computer readable medium" is expressly defined to include any type of computer readable storage devices and / or storage disks and to exclude propagating signals and to exclude transmission media.

[0114] "Include" and "comprising" (and all forms and terms thereof) are used herein as open-ended terms. Thus, whenever a claim employs any form of "include" or "comprising" (e.g., includes, comprises, contains, has, has, etc.) as a preamble or within any kind of claim recitation, it should be understood that additional elements, terms, etc. may be present without departing from the scope of the corresponding claim or recitation. As used herein, when the phrase "at least" is used as a transitional term, such as in the preamble of a claim, it is open-ended in the same manner as the terms "include" and "comprising" are open-ended. The term "and / or" when used, for example, in a form such as A, B, and / or C, refers to any combination or subset of A, B, C, such as (1) A alone, (2) B alone, (3) C alone, (4) A and B, (5) A and C, (6) B and C, and (7) A with B and C. As used herein in the context of describing structures, components, items, objects, and / or things, the phrase “at least one of A and B” is intended to refer to implementations that include any of the following: (1) at least one A, (2) at least one B, and (3) at least one A and at least one B. Similarly, as used herein in the context of describing structures, components, items, objects, and / or things, the phrase “at least one of A or B” is intended to refer to implementations that include any of the following: (1) at least one A, (2) at least one B, and (3) at least one A and at least one B. As used herein in the context of describing the execution or performance of processes, instructions, actions, activities, and / or steps, the phrase “at least one of A and B” is intended to refer to implementations that include any of the following: (1) at least one A, (2) at least one B, and (3) at least one A and at least one B. Similarly, as used herein in the context of describing the execution or performance of a process, instruction, action, activity, and / or step, the phrase "at least one of A or B" is intended to refer to an implementation that includes any of the following: (1) at least one A, (2) at least one B, and (3) at least one A and at least one B.

[0115] Reference Fig.24 , when the brake system monitor 2302 determines whether to monitor a landing event (block 2402), the method 2400 begins. If at block 2402, the brake system monitor 2302 receives a signal from the landing event activator 2320 not to monitor a landing event, the brake system monitor 2302 determines not to monitor a landing event, and the process returns to block 2402.

[0116] If at block 2402 , brake system monitor 2302 receives a signal from landing event activator 2320 to monitor for a landing event, brake system monitor 2302 monitors for a landing event (block 2404 ).

[0117] The brake system monitor 2302 determines whether a landing event has been detected (block 2406). For example, the brake system monitor 2302 receives information from the weight on wheels determiner 2310 to detect whether the aircraft 100 is in flight or on the surface 142. If at block 2406, the weight on wheels determiner 2310 transmits a second signal to the brake system monitor 2302 indicating that the aircraft 100 is in flight, the brake system monitor 2302 determines that a landing event has not occurred, and the process returns to block 2402.

[0118] If at block 2406 , the weight-on-wheels determiner 2310 transmits a first signal to the brake system monitor 2302 indicating that the aircraft 100 is in contact with the surface 142 , the brake system monitor 2302 determines that a landing event is detected and monitors the aircraft speed (block 2408 ).

[0119] For example, the brake system controller 130 receives the measured airspeed value from the airspeed determiner 2304 and compares the measured airspeed value to the airspeed threshold to determine whether the measured airspeed value is less than the speed threshold (block 2410).

[0120] If at box 2410, the brake system monitor 2302 determines that the measured airspeed value is greater than the airspeed threshold, the brake system monitor 2302 detects whether the cross wind determiner 2306 is activated (box 2412).

[0121] If at box 2412, the brake system monitor 2302 determines that the crosswind determiner 2306 is activated, the brake system monitor 2302 obtains a crosswind value from the crosswind determiner 2306 (box 2414).

[0122] The brake system monitor 2302 determines whether the crosswind value is less than the crosswind threshold (block 2416 ). For example, the brake system monitor 2302 compares the crosswind value and the crosswind threshold via the comparator 2322 .

[0123] If at block 2416, the brake system monitor 2302 determines that the crosswind value is not less than the crosswind threshold, the air brake operator 2312 moves the inboard fan cowling 222 of each aircraft engine 110, 112 to the deployed position 204 (block 2418). In some such examples, only the first actuator 234 and the second actuator 236 are actuated to the extended position to deploy the inboard fan cowling 222.

[0124] After the inner fan cowling 222 is moved to the deployed position 204, the brake system monitor 2302 compares the next measured aircraft speed with the crosswind impact threshold (block 2420). For example, during a crosswind condition, when the airspeed is less than the crosswind impact threshold (e.g., 70 knots), the crosswind will not affect the aircraft performance. If at block 2420, the brake system monitor 2302 determines that the measured airspeed value is not less than the crosswind impact threshold, the process returns to block 2408.

[0125] If at block 2420 , the brake system monitor 2302 determines that the airspeed value is less than the crosswind effect threshold, the air brake operator 2312 deploys the outboard fan cowling 224 of each aircraft engine 110 , 112 (block 2422 ). The process returns to block 2408 .

[0126] If at box 2412, the brake system monitor 2302 determines that the crosswind determiner 2306 is not activated and / or if at box 2416, the brake system monitor 2302 determines that the crosswind value is less than the crosswind threshold, the brake system monitor 2302 commands the air brake operator 2312 to move the inner and outer fan cowlings 222, 224 to the deployed position 204 (box 2424). For example, the brake system monitor 2302 commands the air brake operator 2312 to use a synchronized deployment sequence to (e.g., simultaneously) deploy the inner and outer fan cowlings 222, 224. The process then returns to box 2408.

[0127] If at block 2410, the brake system controller 130 determines that the measured airspeed value is not greater than the speed threshold, the brake system controller 130 commands the air brake operator 2312 to retract the inner and outer fan cowlings 222, 224 (block 2426). For example, the airspeed threshold may be an airspeed at which the air brake system 124 cannot effectively reduce the speed of the aircraft. In some examples, the airspeed threshold is between approximately 50 knots and 60 knots. In some examples, the airspeed threshold is zero knots.

[0128] Reference Fig.25 , method 2500 begins when brake system monitor 2302 determines whether to monitor a landing event (block 2502). If at block 2502, brake system monitor 2302 receives a signal from landing event activator 2320 not to monitor a landing event, brake system monitor 2302 determines not to monitor a landing event, and the process returns to block 2502.

[0129] If at block 2502 , brake system monitor 2302 receives a signal from landing event activator 2320 to monitor for a landing event, brake system monitor 2302 monitors for detection of a landing event (block 2504 ).

[0130] The brake system monitor 2302 determines whether a landing event has been detected (block 2506). For example, the brake system monitor 2302 receives information from the weight on wheels determiner 2310 to detect whether the aircraft 100 is in flight or on the surface 142. If at block 2506, the weight on wheels determiner 2310 transmits a second signal to the brake system monitor 2302 indicating that the aircraft 100 is in flight, the brake system monitor 2302 determines that a landing event has not occurred, and the process returns to block 2502.

[0131] If at block 2506 , the weight-on-wheels determiner 2310 transmits a first signal to the brake system monitor 2302 indicating that the aircraft 100 is in contact with the surface 142 , the brake system monitor 2302 determines that a landing event is detected and monitors the aircraft speed (block 2508 ).

[0132] To monitor aircraft speed, brake system controller 130 receives a measured airspeed value from airspeed determiner 2304 and compares the measured airspeed value to an airspeed threshold to determine if the measured airspeed value is less than the airspeed threshold (block 2510).

[0133] If at block 2510, the brake system monitor 2302 determines that the measured airspeed value is greater than the airspeed threshold, the brake system monitor 2302 deploys the parachute (block 2512). For example, the brake system monitor 2302 causes the parachute operator 2314 to activate the parachute launch system 504. For example, the parachute operator 2314 activates the air injection system 402 by commanding the door 406 to move to the open position 410. The process returns to block 2508.

[0134] If at block 2510, the brake system controller 130 determines that the measured airspeed value is not greater than the speed threshold, the brake system controller 130 commands the parachute operator 2314 to retract the parachute 508 (block 2514). For example, to retract the parachute 508, the parachute operator 2314 activates the parachute retraction system 506 by commanding the motor 556 to rotate the spool 530 in the winding direction.

[0135] Reference Fig.26 The method 2600 begins when the brake system controller 130 detects whether the aircraft 100 is on the surface 142 (block 2602). For example, the brake system monitor 2302 receives a signal from the weight-on-wheels determiner 2310 to determine whether the aircraft 100 is in flight or on the surface 142.

[0136] If no potential hazardous condition is detected (block 2608), the process returns to block 2602. If a potential hazardous condition is detected (block 2608), hazardous condition identifier 2308 determines the aircraft speed (block 2610). For example, hazardous condition identifier 2308 receives the aircraft speed from airspeed determiner 2304.

[0137] The hazardous condition identifier 2308 determines the distance between the aircraft 100 and the hazardous condition (block 2612). The hazardous condition identifier 2308 determines whether the braking distance is sufficient to avoid the identified hazardous condition (block 2614). If at block 2614, the braking distance is sufficient to avoid the potentially hazardous condition, the process returns to block 2602. If at block 2614, the braking distance is insufficient to avoid the potentially hazardous condition, the brake system monitor 2302 activates a warning (block 2616) and activates emergency braking (block 2618). For example, the emergency brake operator 2316 commands or otherwise causes the alarm generator 2346 to activate and activate an alarm. For example, an alarm is activated in the fuselage 104 to warn passengers to move to a strut position because the emergency brake system 128 will be activated within, for example, a predetermined period of time (e.g., 20 seconds). After the predetermined time period has expired, the emergency brake operator 2316 activates the cover actuator 2005 to deploy the brake pad 2004 and activates the emergency brake actuator 2012 to provide a vacuum or seal around the peripheral edge 2004a of the brake pad 2004 .

[0138] Fig. 27 is configured to execute Figure 24-26 Instructions to achieve Fig.23A and Fig. 23B 1 is a block diagram of an example processor platform 2700 for the brake system controller 130 of FIG. The processor platform 2700 may be, for example, a server, a personal computer, a workstation, an Internet appliance, or any other type of computing device.

[0139] The processor platform 2700 of the illustrated example includes a processor 2712. The processor 2712 of the illustrated example is hardware. For example, the processor 2712 can be implemented by one or more integrated circuits, logic circuits, microprocessors, GPUs, DSPs, or controllers from any desired family or manufacturer. The hardware processor can be a semiconductor-based (e.g., silicon-based) device. In this example, the processor implements an example braking system monitor 2302, an example airspeed determiner 2304, an example crosswind determiner 2306, an example hazardous condition identifier 2308, an example weight-on-wheel determiner 2310, an example air brake operator 2312, an example parachute operator 2314, an example emergency brake operator 2316, an example data storage 2318, a landing event activator 2320, an example comparator 2322, an example signal processor 2301, an example map builder 2303, an example GPS processor 2305, an example prediction modeler 2307, an example inertial measurement unit 2309, and / or more generally, Figure 1 , Fig.23A and Fig. 23B An example brake system controller 130 is shown.

[0140] The processor 2712 of the illustrated example includes a local memory 2713 (e.g., a cache). The processor 2712 of the illustrated example communicates with a main memory including a volatile memory 2714 and a non-volatile memory 2716 via a bus 2718. The volatile memory 2714 may be comprised of a synchronous dynamic random access memory (SDRAM), a dynamic random access memory (DRAM), Dynamic Random Access Memory The non-volatile memory 2716 may be implemented by flash memory and / or any other desired type of memory device. Access to the main memory 2714, 2716 is controlled by a memory controller.

[0141] The processor platform 2700 of the illustrated example also includes an interface circuit 2720. The interface circuit 2720 may be implemented by any type of interface standard, such as an Ethernet interface, a universal serial bus (USB), interface, near field communication (NFC) interface and / or PCI Express interface.

[0142] In the example shown, one or more input devices 2722 are connected to the interface circuit 2720. The input devices 2722 allow a user to enter data and / or commands into the processor 2712. The input devices may be implemented by, for example, an audio sensor, a microphone, a camera (still or video), a keyboard, buttons, a mouse, a touch screen, a track pad, a track ball, a pointing point, and / or a voice recognition system.

[0143] One or more output devices 2724 are also connected to the interface circuit 2720 of the illustrated example. The output device 2724 may be implemented, for example, by a display device (e.g., a light emitting diode (LED), an organic light emitting diode (OLED), a liquid crystal display (LCD), a cathode ray tube display (CRT) and / or an in-place switching (IPS) display, a touch screen, etc.). Therefore, the interface circuit 2720 of the illustrated example typically includes a graphics driver card, a graphics driver chip, and / or a graphics driver processor.

[0144] The interface circuitry 2720 of the illustrated example also includes communication devices, such as transmitters, receivers, transceivers, modems, residential gateways, wireless access points, and / or network interfaces, to facilitate the exchange of data with external machines (e.g., any type of computing device) via a network 2726. Communications may be performed via, for example, an Ethernet connection, a digital subscriber line (DSL) connection, a telephone line connection, a coaxial cable system, a satellite system, a field line wireless system, a cellular telephone system, etc.

[0145] The processor platform 2700 of the illustrated example also includes one or more mass storage devices 2728 for storing software and / or data. Examples of such mass storage devices 2728 include floppy disk drives, hard disk drives, optical disk drives, Blu-ray disk drives, redundant array of independent disks (RAID) systems, and digital versatile disk (DVD) drives.

[0146] Can Figure 24 to Figure 26 The machine executable instructions 2732 are stored in the mass storage device 2728, in the volatile memory 2714, in the non-volatile memory 2716, and / or on a removable, non-transitory computer-readable storage medium (eg, a CD or DVD).

[0147] The following paragraphs provide various examples of example devices disclosed herein.

[0148] Furthermore, the present disclosure includes embodiments according to the following items:

[0149] Item A1: A braking system (102) for an aircraft (100), the system comprising:

[0150] a fan cowling (208) having a leading edge (212) and a trailing edge (214);

[0151] a hinge assembly (216) coupled between the leading edge (212) and a fan cage (218) of the aircraft engine (110 / 112) to enable the fan cowling (208) to move between a stowed position (202) and a deployed position (204); and

[0152] An actuator system (220) coupled to a leading edge (212) of the fan cowling (208) moves the fan cowling (208) via the hinge assembly (216) from the stowed position (202) to the deployed position (204) in a direction away from the aircraft engine (110 / 112) and toward the nose end of the aircraft (100) to provide air braking during a braking event.

[0153] Item A2: The brake system (102) of Item A1, further comprising a recoil plate (250) protruding from a trailing edge (214) of the fan cowling (208).

[0154] Item A3: The brake system (102) of Item A2, wherein the recoil plate (250) is pivotally coupled relative to a trailing edge (214) of the fan cowling (208).

[0155] Item A4: The brake system (102) of Item A1, further comprising a ridge (252) located at a side edge (254) of the fan cowling (208) between the leading edge (212) and the trailing edge (214).

[0156] Item A5: The braking system (102) of Item A1, wherein the braking system (102) further comprises a variable pitch fan (116), wherein the variable pitch fan (116) is operable to provide braking force to the aircraft (100).

[0157] Item A6: The brake system (102) of Item A5, wherein the fan cowl (208) is configured to provide access to the variable pitch fan (116) during maintenance operations.

[0158] Item A7: The braking system (102) of Item A1, wherein the braking system (102) further comprises a variable pitch gear driven fan (116).

[0159] Item A8: A braking system (102) for an aircraft (100), the braking system (102) comprising:

[0160] Aircraft engines (110 / 112);

[0161] a first fan cowling (222) movably coupled to an inner side (200a) of an aircraft engine (110 / 112); and

[0162] A second fan cowling (224) is movably coupled to an outer side (200b) of an aircraft engine (110 / 112), each of the first fan cowling and the second fan cowling (222 / 224) being movable between a stowed position (202) and a deployed position (204), the first fan cowling and the second fan cowling (222 / 224) being rotated outwardly relative to the aircraft engine (110 / 112) into the airflow in the deployed position (204) to increase drag and provide air braking to reduce the speed of the aircraft (100) during at least a portion of a landing event.

[0163] Item A9: A braking system (102) as in Item A8, wherein when the first and second fan cowlings (222 / 224) are in the deployed position (204), the first and second fan cowlings (222 / 224) are substantially perpendicular to the airflow, and when the first fan cowling (222) is in the stowed position (202), the first and second fan cowlings (222 / 224) are substantially parallel to the airflow.

[0164] Item A10: The braking system (102) of Item A8, wherein the first and second fan cowlings (222 / 224) provide an aerodynamic cowling surface when the first and second fan cowlings (222 / 224) are in the stowed position (202).

[0165] Item A11: A braking system (102) as in Item A8, wherein the first and second fan fairings (222 / 224) increase resistance when the first and second fan fairings (222 / 224) are in the deployed position (204) relative to when the first and second fan fairings (222 / 224) are in the stowed position (202).

[0166] Item A12: The braking system (102) of Item A8, further comprising a first hinge (216a) pivotally coupling the first fan fairing (222) to the aircraft engine (110 / 112) and a second hinge (216b) pivotally coupling the second fan fairing (224) to the aircraft engine (110 / 112).

[0167] Item A13: The braking system (102) of Item A8, wherein the aircraft engine (110 / 112) includes a variable pitch fan (116) to provide reverse thrust during a landing event.

[0168] Item A14: The brake system (102) of Item A8, wherein the first fan cowling (222) is movable between the stowed position (202) and the deployed position (204) independently of the second fan cowling (224).

[0169] Item A15: The brake system (102) of Item A8, further comprising a controller (130) for:

[0170] Detecting landing events;

[0171] determining the speed of the aircraft (100);

[0172] comparing the speed of the aircraft (100) to a speed threshold; and

[0173] In response to the determined speed being within a speed threshold, the first fan cowling (222) and the second fan cowling (224) are deployed.

[0174] Item A16: The braking system (102) of Item A15, wherein the controller (130) is configured to:

[0175] Detecting landing events;

[0176] determining a first speed of the aircraft (100);

[0177] comparing a first speed of the aircraft (100) to a first speed threshold;

[0178] determining the cross wind vector; and

[0179] The cross wind vector is compared to a cross wind vector threshold.

[0180] Item A17: A braking system (102) as in Item A16, wherein the controller (130) simultaneously deploys the first fan fairing (222) and the second fan fairing (224) in response to the crosswind vector being less than the crosswind vector threshold and the determined first speed being less than the first speed threshold.

[0181] Item A18: A braking system (102) as in Item A16, wherein the controller (130) deploys the first fan cowling (222) to the deployed position (204) in response to the crosswind vector being greater than the crosswind vector threshold and the determined first speed being less than the first speed threshold.

[0182] Item A19: The braking system (102) of Item A18, wherein the controller (130) is configured to:

[0183] determining a second speed of the aircraft (100) after the first fan cowling (222) moves to the deployed position (204);

[0184] comparing a second speed of the aircraft (100) to a second speed threshold; and

[0185] In response to determining that the determined second speed is less than a second speed threshold, the second fan cowl (224) is moved to a deployed position (204).

[0186] Item A20: A method for braking an aircraft (100), the method comprising:

[0187] Detecting landing events;

[0188] determining a speed of the aircraft (100); and

[0189] When the determined speed is less than a speed threshold, the first fan cowl (222) is moved from the stowed position (202) to the deployed position (204) to enter the airflow to increase drag and reduce the speed of the aircraft (100).

[0190] Item A21: The method of Item A20 further includes rotating a second fan fairing (224) from a stowed position (202) to a deployed position (204) to enter the airflow to increase drag and reduce the speed of the aircraft (100) when the determined speed is less than the speed threshold.

[0191] Item A21: The method of Item A21, further comprising simultaneously moving the first fan cowling and the second fan cowling (222 / 224) to respective deployed positions (204).

[0192] Item B1: A braking system (126) for an aircraft (100), the braking system (126) comprising:

[0193] a parachute launch system (504) configured to deploy a parachute (508) from a stowed position (502) within a launch tube (510) of the parachute launch system (504) to a deployed position (500) in an airflow of the aircraft (100); and

[0194] A parachute retrieval system (506) includes a first cable (532) configured to retrieve a parachute (508) from a deployed position (500) to a stowed position (502) for subsequent use.

[0195] Item B2: A braking system (126) as in Item B1, wherein the launch tube (510) includes a passage (404) between a first end (510a) of the launch tube (510) and a second end (510a) of the launch tube (510) to accommodate the parachute (508) when the parachute (508) is in the stowed position (502).

[0196] Item B3: The braking system (126) of Item B2, wherein the parachute launching system (504) includes an air jet system (402) for deploying the parachute (508).

[0197] Item B4: The braking system (126) of Item B3, wherein the air injection system (402) includes a conduit for directing airflow from the atmosphere through the passage (404) of the launch tube (510).

[0198] Item B5: A braking system (126) as in Item B3, wherein the air injection system (402) includes a door (406) formed on the fuselage (104) and movable between an open position (410) and a closed position (408), the open position being used to allow pressurized air to flow to the launch tube (510) and the closed position being used to prevent pressurized air from flowing to the launch tube (510).

[0199] Item B6: A braking system (126) as in Item B2, wherein the parachute retrieval system (506) includes a reel (530) configured to pull the parachute (508) from the deployed position (500) to the stowed position (502) via the first cable (532) through the channel (404) of the launch tube (510).

[0200] Item B7: A braking system (126) as in Item B6, wherein the first cable (532) has a first end (532a) coupled to a vertex (534a) on the inner surface (534) of the parachute (508) and a second end (532b) opposite the first end (532a) coupled to the reel (530).

[0201] Item B8: The braking system (126) of Item B7, wherein the first cable (532) passes through the passage (404) of the launch tube (510).

[0202] Item B9: The braking system (126) of Item 8, further comprising a second cable (544) having a third end (544a) coupled to the peripheral edge (542) of the parachute (508) and a fourth end (544b) coupled to the reel (530).

[0203] Item B10: The braking system (126) of Item B9, wherein the second cable (544) is positioned outside the passage (404) of the launch tube (510).

[0204] Item B11: The braking system (126) of Item B10, wherein a portion of the fourth end (544b) of the second cable (544) is positioned in the channel (404) of the launch tube (510) when the parachute (508) is in the stowed position (502).

[0205] Item B12: The braking system (126) of Item B11, wherein the fourth end (544b) of the second cable (544) is positioned in the second end (510a) of the launch tube (510).

[0206] Item B13: A system (504), comprising:

[0207] a first tube (520);

[0208] a second tube (522) slidably coupled within the first tube (520) between an extended position (524) and a retracted position (526);

[0209] a parachute (508) positioned in the second tube (522);

[0210] an air injection system (402) for providing pressurized air in the second tube (522) to move the second tube (522) to the extended position (524), the pressurized air causing the parachute (508) to deploy from the second tube (522); and

[0211] A parachute retrieval system (506) is provided for pulling the parachute (508) into the second tube (522) for subsequent use.

[0212] Item B14: The system of Item B13, further comprising a drive coupled to the second tube (522), the drive for moving the second tube (522) between the stowed position (502) and the deployed position (500).

[0213] Item B15: The system of Item B13, wherein the parachute retrieval system (506) includes a spool (530).

[0214] Item B16: A system as in Item B15, further comprising a plurality of cables (532 / 544 / 546), respective first ends (532a, 544a, 546a) of the cables (532 / 544 / 546) being coupled to the parachute (508) and respective second ends (532b, 544b, 546b) of the cables (532 / 544 / 546) being coupled to the reel (530).

[0215] Item B17: The system of Item B16, wherein the reel (530) is used to wind the cables (532 / 544 / 546) so as to pull the parachute (508) into the second tube (522).

[0216] Item B18: A method for braking an aircraft (100), the method comprising:

[0217] ejecting the parachute (508) from the tail fin of the aircraft (100) via a launch tube (510) so that the parachute (508) is deployed in the airflow of the aircraft (100);

[0218] retrieving the parachute (508) via the parachute retrieval system (506); and

[0219] The parachute (508) is repacked into the launch tube (510) via the retrieval system for subsequent use.

[0220] Item B19: The method of Item B18, wherein the retraction of the parachute (508) comprises actuating a reel (530) to wind up a cable (532) attached to the parachute (508).

[0221] Item B20: The method of Item B19, wherein repacking the parachute (508) includes pulling the parachute (508) into the launch tube (510) via the cable (532) as the reel (530) winds the cable (532).

[0222] Item C1: A braking system (128) for an aircraft (100), the system (128) comprising:

[0223] a brake pad (2004) movably coupled to a lower portion of a fuselage (104) of the aircraft (100), the brake pad (2004) being movable between a stowed position (2001) and a deployed position (2000); and

[0224] An actuator (2012) is configured to deploy a brake pad (2004) from the fuselage (104) during an emergency braking event, the brake pad (2004) engaging a surface (142) of a runway (144) and increasing friction to reduce the speed of the aircraft (100) during the emergency braking event.

[0225] Item C2: The brake system (128) of Item C1, further comprising a frame (2002) pivotally coupled to the fuselage (104) via one or more pivot arms (2006), the frame (2002) being used to support the brake pad (2004).

[0226] Item C3: A braking system (128) as in Item C1, wherein the brake pad (2004) comprises a plurality of openings (2104) and a plurality of suction generators (2012), each of the suction generators (2012) being fluidically connected to a corresponding one of the openings (2104).

[0227] Item C4: A braking system (128) as in Item C3, wherein a suction generator (2012) is used to provide suction through an opening (2104) to maintain the brake pad (2004) in engagement with the surface (142) of the runway (144) during the emergency braking event.

[0228] Item C5: A braking system (128) as in Item C4, wherein, when the brake pad (2004) engages the runway (144) during the emergency braking event, the suction force causes the peripheral edge (2004a) of the brake pad (2004) to seal against the surface (142) of the runway (144).

[0229] Item C6: The braking system (128) of Item C3, further comprising a controller (130) for:

[0230] Identify hazardous conditions;

[0231] determining a braking distance required to avoid the hazardous condition based on at least one of a measured speed of the aircraft (100) or a deceleration of the aircraft (100); and

[0232] In response to determining that the braking distance is insufficient to avoid the hazardous condition, an actuator (2012) is commanded to deploy the emergency brake pads (2004) and actuate the suction generator (2012).

[0233] Item C7: The braking system (128) of Item C6, wherein the hazardous condition includes at least one of an end of the runway (144) or an object.

[0234] Item C8: The braking system (128) of Item 1, wherein the braking system (128) further comprises a variable pitch fan (116), wherein the variable pitch fan (116) is operable to provide braking force to the aircraft (100).

[0235] Item C9: The braking system (128) of Item C1, wherein the emergency braking event comprises at least one of a landing event or a failed takeoff attempt.

[0236] Item C10: The braking system (128) of Item 1, wherein the braking system (128) generates a negative thrust force between approximately 4 g-force and 5 g-force during the emergency braking event.

[0237] Item C11: A braking system (128) for an aircraft (100), the braking system (128) comprising:

[0238] Shell (2002);

[0239] a brake device (2004) carried by the housing (2002);

[0240] a pivot arm (2006) pivotally coupling the housing (2002) to a frame of the fuselage (104); and

[0241] A suction generator (2012) generates a vacuum within a peripheral boundary (2004a) of the braking device (2004) when the braking device (2004) engages the surface (142) of the runway (144).

[0242] Item C12: The system (128) of Item C11, further comprising an actuator (2012) to move the brake device (2004) from the stowed position (2001) to the deployed position (2000).

[0243] Item C13: The system (128) of Item C11, further comprising an airfoil (2016) carried by at least one of the pivot arm (2006) or the housing (2002), the airfoil (2016) generating a downward force on the braking device (2004) when the braking device (2004) is in the deployed position (2000).

[0244] Item C14: The system (128) of Item C11, wherein the suction generator (2012) is used to generate a vacuum within the periphery of the braking device (2004) when the braking device (2004) is in the deployed position (2000) to maintain the braking device (2004) engaged with the runway (144).

[0245] Item C15: The system (128) of Item C11, wherein the area of ​​the braking device (2004) is approximately 100 square feet.

[0246] Item C16: The system (128) of Item C11, wherein the braking device (2004) comprises a plurality of brake pads (2004).

[0247] Item C17: The system (128) of Item C11, wherein the braking device (2004) is capable of generating a negative thrust of up to 5 g-force during an emergency braking event.

[0248] Item C18: A method for stopping an aircraft (100), the method comprising:

[0249] Identify hazardous conditions;

[0250] determining a braking distance required to avoid the hazardous condition based on at least one of a measured speed of the aircraft (100) or a deceleration of the aircraft (100); and

[0251] In response to determining that the braking distance is insufficient to avoid the identified hazardous condition, emergency brake pads are deployed (2004).

[0252] Item C19: The method of Item C18, further comprising activating a suction generator (2012) after deploying the emergency brake pad (2004).

[0253] Item C20: The method of Item C19, wherein deploying the emergency brake includes operating an actuator (2012) to cause the brake pad (2004) to pivot from a lower surface of a fuselage (104) of the aircraft (100) from a stowed position (2001) to a deployed position (2000).

[0254] Although certain example methods, apparatus, and articles of manufacture have been disclosed herein, the scope of coverage of this application is not limited thereto. On the contrary, this application covers all methods, apparatus, and articles of manufacture that fully fall within the scope of the claims of this application.

Claims

1. A braking system (102) for an aircraft (100), the braking system include: A fan fairing (208) having a leading edge (212) and a trailing edge (214), wherein the fan fairing (208) comprises: A first fan cowling (222) movably coupled to an inner side (200a) of an aircraft engine (110 / 112); and a second fan cowling (224) movably coupled to an outer side (200b) of the aircraft engine (110 / 112), each of the first fan cowling (222) and the second fan cowling (224) being movable between a stowed position (202) and a deployed position (204), wherein during at least a portion of a landing event, the first fan cowling (222) and the second fan cowling (224) are rotated outwardly relative to the aircraft engine (110 / 112) in the deployed position (204) into the airflow to increase drag and provide air braking to reduce the speed of the aircraft (100); a hinge assembly (216) coupled between the leading edge (212) and a fan cage (218) of the aircraft engine (110 / 112) to enable the fan cowling (208) to move between a stowed position (202) and a deployed position (204), wherein the fan cowling (208) has a first width (302) when the fan cowling (208) is in the stowed position (202) and has a second width (304) when the fan cowling (208) is in the deployed position (204), the second width (304) being greater than the first width (302); a recoil plate (250) pivotally coupled relative to the trailing edge (214) of the fan cowling (208) and projecting from the trailing edge (214) of the fan cowling (208), wherein the recoil plate (250) provides a third width (306) of the fan cowling (208), the third width (306) being greater than the second width (304), wherein the first width, the second width, and the third width are perpendicular relative to a centerline (228) of the aircraft engine (110 / 112), and An actuator system (220) is coupled to the leading edge (212) of the fan cowling (208), wherein during a braking event, the actuator system (220) moves the fan cowling (208) from the stowed position (202) to the deployed position (204) via the hinge assembly (216) in a direction away from the aircraft engine (110 / 112) and toward the front end of the aircraft (100) to provide air braking.

2. The braking system (102) of claim 1, further comprising a ridge (252) located at a side edge (254) of the fan cowling (208) between the leading edge (212) and the trailing edge (214).

3. The braking system (102) according to claim 1, in, The braking system (102) further includes a variable pitch fan (116) operable to provide braking force to the aircraft (100).

4. The braking system (102) according to claim 1, in, The braking system (102) also includes a variable pitch gear driven fan (116).

5. The braking system (102) according to claim 1, in, The first fan cowling (222) is movable between the stowed position (202) and the deployed position (204) independently of the second fan cowling (224).

6. The braking system (102) of claim 1, further comprising a controller (130), wherein the controller (130) is configured to: Detecting landing events; determining the speed of the aircraft (100); comparing the speed of the aircraft (100) to a speed threshold; and In response to the determined speed being within the speed threshold, the first fan cowl (222) and the second fan cowl (224) are deployed.

7. A method for braking an aircraft (100) by means of a braking system (102) according to any one of claims 1 to 6, the method include: Detecting landing events; determining the speed of the aircraft (100); as well as When the determined speed is less than a speed threshold, the first fan cowl (222) is moved from a stowed position (202) to a deployed position (204) to enter the airflow, thereby increasing drag and reducing speed of the aircraft (100).

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