Canopy separation system and method for an aircraft

Abstract

A canopy for an aircraft includes a pivot assembly including a first hinge and a second hinge opposite the first hinge. The first hinge includes a first pivot slot having a first length. The first pivot slot is configured to retain a first aft pin of a fuselage of the aircraft. The second hinge includes a second pivot slot having a second length. The second pivot slot is configured to retain a second aft pin of the fuselage of the aircraft. The first length is different than the second length.

Description

Technical Field

[0001] Embodiments of this disclosure generally relate to systems and methods for separating the cockpit canopy from the fuselage of an aircraft. Background Technology

[0002] Some aircraft include a canopy above the cockpit. For example, various military fighter jets include a canopy above the cockpit. The canopy can move between an open position and a closed position; the open position allows the pilot to enter and exit the cockpit, while the closed position is used for purposes such as during flight.

[0003] During a mission, the pilot may need to eject from the cockpit. For example, the aircraft may be struck by hostile munitions, which could render it inoperable. When the pilot pulls the ejection seat launch handle to activate the escape system, the canopy's transparency is reduced or removed before the seat assembly in which the pilot sits is ejected from the cockpit.

[0004] During ejection, the cockpit canopy is jettisoned before the occupants eject from the cockpit to ensure a clear escape route. For aircraft moving in a forward direction, the canopy continues its downward trajectory as it is jettisoned, making its trajectory determined by gravity and aerodynamics. After the canopy is jettisoned, the occupants eject from the aircraft via ejection seats.

[0005] To prevent a collision between the jettisoned canopy and the crew, known methods utilize a trajectory divergent rocket motor on the ejection seat to induce lateral movement of the ejection seat. Another known method involves shifting the center of gravity into the canopy via ballast. However, these additional rocket motors and / or ballast increase the aircraft's weight, complexity, and cost. Summary of the Invention

[0006] There is a need for a system and method for safely, effectively, and efficiently separating the cockpit canopy from the aircraft fuselage during ejection. Furthermore, there is a need for such a system and method that is less costly and less complex than known systems and methods. Additionally, there is a need for such a system and method that does not increase the weight of the aircraft.

[0007] In view of these needs, certain embodiments of this disclosure provide a cockpit canopy for an aircraft. The cockpit canopy includes a pivot assembly comprising a first hinge and a second hinge opposite the first hinge. The first hinge includes a first pivot slot having a first length. The first pivot slot is configured to retain a first rear pin of the aircraft fuselage. The second hinge includes a second pivot slot having a second length. The second pivot slot is configured to retain a second rear pin of the aircraft fuselage. The first length differs from the second length.

[0008] In at least one embodiment, the first length is longer than the second length by a distance that is substantially equal to the radius of one or both of the first and second rear pins. For example, the first length exceeds the second length by about 0.5 inches.

[0009] In at least one embodiment, one or both of the first and second hinge members further include one or more chamfered portions. As an example, the one or more chamfered portions slope from the pin engagement surface to the inner surface.

[0010] In at least one embodiment, the first hinge further includes a first fork-shaped member having a first upper fork tooth that is separated from the first lower fork tooth by a first pivot groove. The second hinge further includes a second fork-shaped member having a second upper fork tooth that is separated from the second lower fork tooth by a second pivot groove.

[0011] As another example, the first hinge also includes a first intermediate body having a first locking groove configured to retain a first front pin of the aircraft fuselage. The second hinge also includes a second intermediate body having a second locking groove configured to retain a second front pin of the aircraft fuselage.

[0012] As another example, the first hinge also includes a first hinge cam extending from the first intermediate body. The second hinge also includes a second hinge cam extending from the second intermediate body.

[0013] In at least one embodiment, the canopy also includes a transparent cover fixed to the frame. A pivot assembly extends from the frame. For example, the pivot assembly extends rearward from the rear end of the frame.

[0014] Some embodiments of this disclosure provide a method of forming a cockpit canopy for an aircraft. The method includes: providing a pivot assembly having a first hinge and a second hinge opposite to the first hinge; forming a first pivot groove having a first length in the first hinge, wherein the first pivot groove is configured to hold a first rear pin of the aircraft fuselage; and forming a second pivot groove having a second length different from the first length in the second hinge, wherein the second pivot groove is configured to hold a second rear pin of the aircraft fuselage.

[0015] Some embodiments of this disclosure provide an aircraft including: a fuselage including a first rear pin, a second rear pin, a first front pin, and a second front pin; and a canopy movably coupled to the fuselage, as described herein. The canopy is configured to move between an open position and a closed position. Attached Figure Description

[0016] Figure 1A perspective front view of an aircraft according to an embodiment of the present disclosure is shown.

[0017] Figure 2 It shows Figure 1 A side view of the aircraft.

[0018] Figure 3 A perspective side view of a cockpit canopy according to an embodiment of the present disclosure is shown.

[0019] Figure 4 A perspective side view of the pivot assembly of a cockpit canopy according to an embodiment of the present disclosure is shown.

[0020] Figure 5 An internal perspective view of the first hinge of a pivot assembly according to an embodiment of the present disclosure is shown.

[0021] Figure 6 A perspective side view of the second hinge of the pivot assembly when the cockpit canopy is closed and locked, according to an embodiment of the present disclosure, is shown.

[0022] Figure 7 A perspective side view of the second hinge of the pivot assembly according to an embodiment of the present disclosure is shown during the first phase of an ejection event.

[0023] Figure 8 A perspective side view of the pivoting assembly according to an embodiment of the present disclosure during the second phase of an ejection event is shown.

[0024] Figure 9 A side view of the cockpit canopy during the second phase of the ejection event is shown.

[0025] Figure 10 A side view of the second hinge is shown during the second phase of the ejection event.

[0026] Figure 11 A perspective front view of the cockpit canopy according to an embodiment of the present disclosure during the third phase of an ejection event is shown.

[0027] Figure 12 A perspective view of the pivot assembly during the third phase of the ejection event is shown.

[0028] Figure 13 A side view of an aircraft with the cockpit canopy separated from the fuselage, according to an embodiment of the present disclosure, is shown.

[0029] Figure 14 The image shows a top view of the aircraft when the cockpit canopy is separated from the fuselage.

[0030] Figure 15 A flowchart of a method for forming an aircraft cockpit canopy according to an embodiment of the present disclosure is shown. Detailed Implementation

[0031] The foregoing overview and the following detailed description of certain embodiments will be better understood when read in conjunction with the accompanying drawings. As used herein, elements or steps listed in the singular and preceded by the words "an" or "a kind" should be understood to not necessarily exclude a plural number of elements or steps. Furthermore, the reference to "an embodiment" is not intended to be construed as excluding the existence of additional embodiments that also incorporate the referenced features. Moreover, unless expressly stated to the contrary, embodiments that "comprise" or "have" one or more elements having a particular condition may include additional elements that do not have that condition.

[0032] Certain embodiments of this disclosure provide a separation system and method for an aircraft canopy. The system and method are configured to mechanically introduce controlled rolling motion into the canopy via a canopy hinge design. The system and method include a pivoting assembly having a first hinge opposite a second hinge. A slot length difference exists between the first and second hinges. This slot length difference allows the effects of centrifugal acceleration, aerodynamics, and the thrust of the canopy jettison rocket engine to impart a predictable and controlled rotational speed about the longitudinal axis of the canopy. As the canopy rotates along the longitudinal axis, aerodynamics and the thrust of the canopy jettison rocket engine impart lateral impulse and velocity to the canopy, causing the canopy's trajectory to deviate from the trajectory of the ejected occupant. The system and method prevent or otherwise reduce the likelihood of a collision between the jettisoned aircraft canopy and the ejected occupant during an emergency escape event.

[0033] The systems and methods described herein utilize centrifugal acceleration, radial translation, and external forces (such as those caused by aerodynamics and jettison rocket engines) to impart rotational and lateral impulse to the canopy, thereby creating a trajectory deviating from the ejection seat / crew trajectory. The systems and methods, for example, introduce different slot lengths on opposing articulated mechanisms. Embodiments of this disclosure provide repeatable, reliable, robust systems and methods insensitive to mass characteristic variables and / or future modifications to the canopy system. Furthermore, embodiments of this disclosure allow for the mathematical quantification and prediction of performance, as well as the optimization of pivot slot geometry. The ability to predict performance tends to increase the likelihood of successfully demonstrating sufficient canopy / crew trajectory separation during ejection trolley tests. Conversely, previous aircraft platforms typically required multiple trolley tests before achieving an efficient manner for canopy lateral movement. Moreover, the systems and methods provide canopy separation systems and methods at a lower cost than known systems and methods.

[0034] As described in this article, when the canopy separates from the aircraft fuselage, the difference in the length of the canopy slots (the difference in the length of the pivot slots) causes the canopy to roll via the hinge.

[0035] Figure 1 A perspective front view of an aircraft 100 according to an embodiment of the present disclosure is shown. As shown, the aircraft 100 is a military fighter jet. The aircraft 100 includes a propulsion system 102, which includes, for example, two engines 104. Optionally, the propulsion system 102 may include more or fewer engines 104 than shown. The engines 104 are carried by the wings 106 and / or fuselage 108 of the aircraft 100. In other embodiments, the engines 104 may be carried by other parts of the aircraft 100. The fuselage 108 also supports a horizontal stabilizer 110 and a vertical stabilizer 112. The fuselage 108 of the aircraft 100 includes a cockpit 114 covered by a canopy 120. Optionally, the aircraft 100 may be a variety of other types of military aircraft. Alternatively, the aircraft may be a variety of types of commercial aircraft.

[0036] The canopy 120 includes a transparent cover 122 fixed to a frame 124. The transparent cover 122 is formed of a strong, robust, and transparent material (such as acrylic). The frame 124 may be formed of metal. The canopy 120 is movable between an open position, in which the pilot can enter and exit the cockpit, and a closed position, such as during flight of the aircraft 100.

[0037] The cockpit 114 includes a seat assembly (not shown). In at least one embodiment, the assembly includes an integrated pyrotechnic component, such as a rocket, to allow ejection of the seat assembly. An ejection mechanism (not shown) is disposed within the cockpit 114. The ejection mechanism may be fixed to a portion of the seat assembly. For example, the ejection mechanism may be an ejection handle or a button.

[0038] Figure 2 It shows Figure 1 A side view of aircraft 100. During an emergency ejection procedure, the canopy 120 is jettisoned to ensure a safe, unobstructed path for the ejection seat supporting the occupant. As an example, during ejection, an occupant (such as the pilot) pulls the ejection seat handle within cockpit 114. In response, the canopy 120 translates linearly to unlock, such as via a pyrotechnic thruster. The canopy 120 rotates about the aircraft pivot pin, such as by jettisoning rocket engines or other pyrotechnic devices via the canopy, to rotate, for example, rearward to positions 120' and 120". A signal indicating the ejection sequence is sent. This signal indicates that the canopy 120 has rotated to a predetermined angle to trigger the seat ignition sequence. The seat and occupant are then ejected.

[0039] Figure 3A perspective side view of a cockpit canopy 120 according to an embodiment of the present disclosure is shown. The cockpit canopy 120 includes a transparent cover 122 coupled to a frame 124. The cockpit canopy 120 includes a front end 130 and a rear end 132 opposite to the front end 130.

[0040] Pivoting assembly 140 connects to frame 124. For example, pivoting assembly 140 extends rearward from rear end 133 of frame 124. See also Figures 1 to 3 The pivot assembly 140 is pivotally connected to multiple portions of the fuselage 108 to allow the canopy 120 to open and close relative to the fuselage 108. In at least one embodiment, the pivot assembly 140 is pivotally coupled to a pivot pin of the fuselage 108.

[0041] Figure 4 A perspective side view of a pivot assembly 140 of a cockpit canopy 120 according to an embodiment of the present disclosure is shown. The pivot assembly 140 includes a first hinge 142 extending rearwardly from a first side 144 of a frame 124 and a second hinge 146 extending rearwardly from a second side 148 of the frame 124. The first hinge 142 is opposite to the second hinge 146. That is, the first hinge 142 is on a first side of the cockpit canopy 120, and the second hinge 146 is on an opposite second side of the cockpit canopy 120. The first hinge 142 can be connected to the frame 124 via a first extension beam 150, and the second hinge 146 can be connected to the frame 124 via a second extension beam 152. Optionally, the first hinge 142 and the second hinge 146 can be connected to the frame 124 without the extension beams.

[0042] The first hinge 142 includes a first fork 154 having an upper fork 156 separated from a lower fork 158 by a first pivot groove 160 having an open rear end 162 and a closed front end 164. The first fork 154 is connected to an intermediate body 166 having a first locking groove 168 having a closed rear end 170 and an open front end 172. An articulated cam 174 having an outer arcuate surface 176 at the front end 178 extends from the intermediate body 166 (e.g., below it).

[0043] Similarly, the second hinge 146 includes a second fork 180 having an upper fork 182 separated from the lower fork 184 by a second pivot groove 186 having an open rear end 188 and a closed front end 190. The second fork 180 is connected to an intermediate body 192 having a second locking groove 194 having a closed rear end 196 and an open front end 198. An articulated cam 200 having an outer arcuate surface 202 at the front end 204 extends from the intermediate body 192 (e.g., below it).

[0044] See Figures 1 to 4 The fuselage 108 includes a rear pin 210 and a front pin 212. The rear pin 210 and front pin 212 are fixed structures of the fuselage 108, and a pivot assembly 140 is fixed to the fuselage. The pivot assembly 140 is pivotally fixed to the rear pin 210 and the front pin 212. For example, a first pivot groove 160 holds the rear pin 210, and a second pivot groove 186 holds the rear pin 210. A first locking groove 168 holds a first front pin 212a (e.g., a cam roller), and a second locking groove 194 holds a second front pin 212b.

[0045] The first fork member 154 includes a first length L1. The upper fork tooth 156 and the lower fork tooth 158 have length L1, thereby providing a first pivot groove 160 having length L1. The second fork member 180 includes a second length L2 different from L1. Specifically, the second length L2 is less than the first length L1. The upper fork tooth 182 and the lower fork tooth 184 have length L2, thereby providing a second pivot groove 186 having length L2. Optionally, the first length L1 may be less than the second length L2.

[0046] In at least one embodiment, the first length L1 extends beyond the second length L2 by a distance equal to (or substantially equal to, for example, within + / - 0.1 inches) the radius 220 of a pin (such as rear pin 210). In other words, the second length L2 is shorter than the first length L1 by a distance equal to (or substantially equal to) the radius 220 of the pin. The rear pin 210 and the front pin 212 may have the same radius. As an example, the first length L1 may be 0.5 inches or approximately 0.5 inches (such as + / - 0.1 inches) longer than the second length L2 (or the second length L2 may be 0.5 inches shorter than the first length L1). Optionally, the difference between the first length L1 and the second length L2 may be greater than or less than 0.5 inches. For example, the difference between the first length L1 and the second length L2 may be between 0.1 inches and 1.5 inches. It has been found that the 0.5-inch difference between the first length L1 and the second length L2 ensures the desired separation between the canopy 120 and the fuselage 108, which reduces the likelihood of a collision with the ejected crew during an ejection event.

[0047] Figure 5 An internal perspective view of the first hinge 142 of the pivot assembly 140 according to an embodiment of the present disclosure is shown. For clarity, Figure 5 The second hinge member 146 is not shown in the figure. Figure 4 (As shown in the diagram). The rear end 230 (such as the distal end) of the lower fork tooth 158 has a chamfer 232 (e.g., a beveled surface) on the pin engagement surface 234 and the inner surface 236. For example, the chamfer 232 is an angled surface that provides a bevel between the pin engagement surface 234 and the inner surface 236. In at least one embodiment, the upper fork tooth 156 also includes a chamfer 232. See also Figure 4 and Figure 5 Each of the upper fork tooth 156, lower fork tooth 158, upper fork tooth 182, and lower fork tooth 184 includes a chamfered portion 232. Therefore, at least one of the upper fork tooth 156, lower fork tooth 158, upper fork tooth 182, and lower fork tooth 184 includes a chamfered portion 232. When the canopy 120 is separated from the fuselage 108, the chamfered portion 232 reduces the likelihood of engagement between the first hinge 142 and the second hinge 146 and their respective rear pins 210. Alternatively, the first hinge 142 and the second hinge 146 may not include any chamfered portions.

[0048] See Figures 1 to 6 Embodiments of this disclosure provide a cockpit canopy 120 for an aircraft 100. The cockpit canopy 120 includes a pivot assembly 140 comprising a first hinge 142 and a second hinge 146 opposite to the first hinge 142. The first hinge 142 includes a first pivot slot 160 having a first length L1. The first pivot slot 160 is configured to retain a first rear pin 210a of the fuselage 108 of the aircraft 100. The second hinge 146 includes a second pivot slot 186 having a second length L2. The second pivot slot 186 is configured to retain a second rear pin 210b of the fuselage 108 of the aircraft 100. The first length L1 differs from the second length L2. For example, the first length L1 is longer than the second length by a distance substantially equal to the radius 220 of one or both of the first and second rear pins 210a and 210b. As another example, the first length L1 exceeds the second length L2 by approximately 0.5 inches.

[0049] In at least one embodiment, one or both of the first hinge 142 and the second hinge 146 further include one or more chamfered portions 232. As an example, the chamfered portions 232 slope from the pin engagement surface 234 to the inner surface 236.

[0050] Figure 6 A perspective side view of the second hinge 146 of the pivot assembly 140 when the cockpit canopy 120 is in the closed and locked state, according to an embodiment of the present disclosure, is shown. For clarity, Figure 6 The first hinge member 142 is not shown in the image. Figure 4 (As shown in the image). See also Figures 1 to 6During flight, for example, when the canopy 120 is closed and locked, the front pin 212 is nested in the closed rear end 196 of the second locking slot 194 (the front pin 212 is similarly nested in the closed rear end 170 of the first locking slot 168). Simultaneously, the rear pin 210 is spaced apart from the closed front end 190 of the second pivot slot 186, and is located between the distal ends of the upper fork tooth 182 and the lower fork tooth 184 (the rear pin 210 is similarly located in the first pivot slot 160). In this position, the rear pin 210 can rest on the chamfered portion 232.

[0051] Figure 7 This diagram shows a perspective side view of the second articulation 146 of the pivot assembly 140 according to an embodiment of the present disclosure during the first phase of an ejection event. Upon activation of emergency ejection, the canopy 120 is driven rearward in the direction of arrow A, causing the front pin 212 to slide past the second locking slot 194 and disengage from the closed rear end 196, while the rear pin 210 slides past the second pivot slot 186 toward the closed front end 190. The front pin 212 disengages from the second locking slot 194 and engages the arcuate outer surface 202 of the articulation cam 200. The canopy 120 is now unlocked and freely rotatable about the rear pin 210.

[0052] Figure 8 A perspective side view of the pivot assembly 140 according to an embodiment of the present disclosure during the second phase of an ejection event is shown. Figure 9 A side view of the cockpit canopy 120 during the second phase of an ejection event is shown. Figure 10 A side view of the second hinge 146 is shown during the second phase of the ejection event. See also Figures 8 to 10 As the canopy 120 rotates about the rear pin 210 in the direction of arc B, the articulated cam 200 travels against the front pin 212, thereby restricting the movement of the canopy 120 to rotation about the rear pin 210. Once the front pin 212 disengages from the articulated cam 200, the canopy 120 translates freely radially in the direction of arrow C along the first pivot groove 160 and the second pivot groove 186.

[0053] When the articulated cams 174 and 200 are no longer in contact with the front pin 212, along the first locking groove 168 (in Figure 4(As shown in the diagram) The translational movement of the canopy 120 and the second locking slot 194 is no longer restricted. Centrifugal acceleration 250 causes the canopy 120 to translate radially along the first pivot slot 160 and the second pivot slot 186. The canopy 120 continues to rotate about the corresponding rear pins 210 within the first pivot slot 160 and the second pivot slot 186. Because the two corresponding rear pins 210 remain within the first pivot slot 160 and the second pivot slot 186, the rotation of the canopy 120 in the direction of arc B occurs in the XY plane. An additional force in the direction of arrow D can be applied by rocket thrust. In addition, aerodynamic forces are applied in the direction of arrow E. Acceleration caused by gravity is applied in the direction of arrow F.

[0054] Figure 11 A perspective front view of the cockpit canopy 120 according to an embodiment of the present disclosure during the third phase of an ejection event is shown. Figure 12 A perspective view of the pivot assembly 140 during the third phase of the ejection event is shown. See also Figure 4 , Figure 11 and Figure 12 Because the first pivot slot 160 is longer than the second pivot slot 186, the rear pin 210 remains in the first pivot slot 160 for a longer time than the opposing rear pin 210 remains in the second pivot slot 186, thereby causing the canopy 120 to rotate away from the XY plane, such as to one side of the XY plane. That is, when both rear pins 210 are engaged in the first pivot slot 160 and the second pivot slot 186, all rotation occurs relative to the XY plane. However, when the second hinge 146 disengages from the rear pin 210 (due to the shorter length L2), the canopy 120 rotates about a single point, which is the rear pin 210 in the first pivot slot 160. Thus, the plane of rotation is no longer restricted relative to the XY plane, and the canopy 120 rotates rearward and deflects to one side.

[0055] See Figure 4 , Figure 5 , Figure 11 and Figure 12 The chamfer 232 ensures that the first hinge 142 and the second hinge 146 are not engaged or otherwise maintained connected to the rear pin 210. Net torque causes the canopy to rotate and roll about the rear pin 210 within the first slot 160 in the direction of arc G. The chamfer 232 allows for unimpeded rolling movement of the pivot assembly 140. As the canopy rolls rearward and to one side, forces generated by rocket thrust and aerodynamic loads cause the canopy 120 to roll rearward and to one side about the pivot point of the rear pin 210 within the first pivot slot 160.

[0056] Figure 13 A side view of the aircraft 100 is shown according to an embodiment of the present disclosure when the cockpit canopy 120 is separated from the fuselage 108. Figure 14 This shows a top view of the aircraft 100 when the canopy 120 is separated from the fuselage 108. See also Figures 1 to 14 The difference in lengths L1 and L2 causes the canopy 120 to separate from the fuselage and move along a trajectory 300 that is below and laterally offset from the ejection seat trajectory 302. Thus, the pivot assembly 140, with a first hinge 142 of length L1 and a second hinge of length L2, reduces the likelihood of the jettisoned canopy colliding with the ejection seat. It should be understood that... Figure 13 and Figure 14 Trajectories 300 and 302 shown are not to scale.

[0057] Figure 15 A flowchart of a method for forming an aircraft canopy according to an embodiment of the present disclosure is shown. The method includes: in a providing step 400, providing a pivot assembly having a first hinge and a second hinge opposite to the first hinge; in a forming step 402, forming a first pivot groove having a first length in the first hinge, wherein the first pivot groove is configured to hold a first rear pin of the aircraft fuselage; and in a forming step 404, forming a second pivot groove having a second length different from the first length in the second hinge, wherein the second pivot groove is configured to hold a second rear pin of the aircraft fuselage.

[0058] In at least one embodiment, the first length is longer than the second length by a distance substantially equal to the radius of one or both of the first and second rear pins. For example, the first length exceeds the second length by approximately 0.5 inches.

[0059] In at least one embodiment, the method further includes forming one or more chamfers on one or both of the first hinge and the second hinge. For example, forming one or more chamfers includes angled one or more chamfers from the pin engagement surface to the inner surface.

[0060] Furthermore, this disclosure includes implementations according to the following provisions:

[0061] Clause 1. A cockpit canopy for an aircraft, the cockpit canopy comprising:

[0062] The pivoting assembly includes a first hinge and a second hinge opposite to the first hinge.

[0063] The first hinge includes a first pivot groove having a first length, wherein the first pivot groove is configured to retain a first rear pin of the aircraft fuselage.

[0064] The second hinge includes a second pivot groove having a second length, wherein the second pivot groove is configured to retain a second rear pin of the aircraft fuselage, and

[0065] The first length is different from the second length.

[0066] Clause 2. The canopy as described in Clause 1, wherein the first length is longer than the second length by a distance that is substantially equal to the radius of one or both of the first and second rear pins.

[0067] Clause 3. The canopy as described in Clause 1 or 2, wherein the first length exceeds the second length by approximately 0.5 inches.

[0068] Clause 4. The cockpit canopy as described in any of Clauses 1 to 3, wherein one or both of the first and second hinges further include one or more chamfered portions.

[0069] Clause 5. The cockpit canopy as described in Clause 4, wherein one or more chamfered portions slope from the pin engagement surface to the inner surface.

[0070] Clause 6. The cockpit canopy according to any one of Clauses 1 to 5, wherein the first hinge further includes a first fork having a first upper fork tooth separated from a first lower fork tooth by a first pivot groove, and wherein the second hinge further includes a second fork having a second upper fork tooth separated from a second lower fork tooth by a second pivot groove.

[0071] Clause 7. The cockpit canopy as described in Clause 6, wherein the first articulation further includes a first intermediate body having a first locking groove configured to retain a first front pin of the aircraft fuselage, and wherein the second articulation further includes a second intermediate body having a second locking groove configured to retain a second front pin of the aircraft fuselage.

[0072] Clause 8. The cockpit canopy as described in Clause 7, wherein the first hinge further includes a first hinge cam extending from the first intermediate body, and wherein the second hinge further includes a second hinge cam extending from the second intermediate body.

[0073] Clause 9. The canopy as described in any of Clauses 1 to 8 further includes a transparent cover fixed to the frame, wherein the pivot assembly extends from the frame.

[0074] Clause 10. The canopy as described in Clause 9, wherein the pivot assembly extends rearward from the rear end of the frame.

[0075] Clause 11. A method of forming a cockpit canopy for an aircraft, the method comprising:

[0076] A pivoting assembly is provided having a first hinge and a second hinge opposite to the first hinge;

[0077] A first pivot groove having a first length is formed within the first hinge member, wherein the first pivot groove is configured to retain a first rear pin of the aircraft fuselage; and

[0078] A second pivot groove having a second length different from the first length is formed within the second hinge member, wherein the second pivot groove is configured to hold the second rear pin of the aircraft fuselage.

[0079] Clause 12. The method according to Clause 11, wherein the first length is longer than the second length by a distance that is substantially equal to the radius of one or both of the first and second rear pins.

[0080] Clause 13. The method described in Clause 11 or 12, wherein the first length exceeds the second length by approximately 0.5 inches.

[0081] Clause 14. The method described under any of Clauses 11 to 13 further includes forming one or more chamfers on one or both of the first hinge and the second hinge.

[0082] Clause 15. The method according to Clause 14, wherein forming one or more chamfers includes tilting one or more chamfers from the pin engagement surface to the inner surface.

[0083] Clause 16. An aircraft comprising:

[0084] The fuselage includes a first rear pin, a second rear pin, a first front pin, and a second front pin; and

[0085] A canopy, movably coupled to the fuselage, wherein the canopy is configured to move between an open position and a closed position, the canopy comprising:

[0086] Transparent cover, fixed to the frame; and

[0087] A pivoting assembly extending from the frame, wherein the pivoting assembly includes a first hinge and a second hinge opposite to the first hinge.

[0088] The first hinge component includes: a first fork-shaped member having a first upper fork tooth, the first upper fork tooth being separated from a first lower fork tooth by a first pivot groove having a first length, wherein the first pivot groove holds a first rear pin; a first intermediate body having a first locking groove holding a first front pin; and a first hinge cam extending from the first intermediate body.

[0089] The second hinge member includes: a second fork-shaped member having a second upper fork tooth, the second upper fork tooth being separated from a second lower fork tooth by a second pivot groove having a second length, wherein the second pivot groove holds a second rear pin; a second intermediate body having a second locking groove for holding a second front pin; and a second hinge cam extending from the second intermediate body, and

[0090] The first length is different from the second length.

[0091] Clause 17. An aircraft as described in Clause 16, wherein the first length is longer than the second length by a distance that is substantially equal to the radius of one or both of the first and second rear pins.

[0092] Clause 18. An aircraft as described in Clause 16 or 17, wherein the first length exceeds the second length by approximately 0.5 inches.

[0093] Clause 19. An aircraft pursuant to any one of Clauses 16 to 18, wherein one or both of the first and second articulations further include one or more chamfered portions.

[0094] Clause 20. The aircraft as described in Clause 19, wherein one or more chamfers are angled from the pin engagement surface to the inner surface.

[0095] As described herein, embodiments of this disclosure provide systems and methods for safely, efficiently, and effectively separating an aircraft's cockpit canopy from the fuselage during an ejection process. Furthermore, embodiments of this disclosure provide systems and methods that are less costly and less complex than existing systems and methods for cockpit canopy separation. Additionally, embodiments of this disclosure provide systems and methods that do not increase the weight of the aircraft.

[0096] While various spatial and directional terms (such as top, bottom, lower, middle, transverse, horizontal, vertical, front, etc.) may be used to describe embodiments of this disclosure, it should be understood that these terms are used only with respect to the orientation shown in the accompanying drawings. These orientations may be reversed, rotated, or otherwise changed such that upper becomes lower, and vice versa, horizontal becomes vertical, and so on.

[0097] As used herein, structures, constraints, or elements “constructed for” performing a task or operation are specifically formed, constructed, or adapted in a manner corresponding to the task or operation. For the purpose of clarity and avoidance of ambiguity, objects that can only be modified to perform a task or operation are not “constructed for” performing the task or operation as used herein.

[0098] It should be understood that the above description is intended to be illustrative and not restrictive. For example, the above embodiments (and / or aspects thereof) can be used in combination with each other. Furthermore, many modifications can be made to adapt particular situations or materials to the teachings of various embodiments of this disclosure without departing from its scope. While the dimensions and types of materials described herein are intended to define parameters of different embodiments of this disclosure, these embodiments are by no means restrictive and are exemplary embodiments. Many other embodiments will be apparent to those skilled in the art upon review of the above description. Therefore, the scope of the different embodiments of this disclosure should be determined with reference to the appended claims and the full scope of their authorized equivalents. In the appended claims and the detailed description herein, the terms “comprising” and “therein” are used as concise English equivalents of the corresponding terms “including” and “wherein”. Furthermore, the terms “first,” “second,” and “third,” etc., are used merely as notations and are not intended to impose numerical requirements on their objects. Further, the limitations of the following claims are not written in an apparatus plus function format and are not intended to be interpreted based on 35 U.S.SC §112(f) unless and until such a claim limitation expressly uses the phrase “apparatus for…” followed by a functional statement without further structure.

[0099] This written description uses examples to disclose different embodiments of this disclosure, including the best mode, and also enables those skilled in the art to practice the different embodiments of this disclosure, including making and using any device or system and performing any combined methods. The pursuable scope of the various embodiments of this disclosure is defined by the claims and may include other examples that would occur to those skilled in the art. Such other examples are intended to fall within the scope of the claims if they have structural elements that are not indistinguishable from the literal language of the claims, or if they include equivalent structural elements that are not substantially indistinguishable from the literal language of the claims.

Claims

1. A cockpit canopy (120) for an aircraft (100), the cockpit canopy (120) comprising: The pivot assembly (140) includes a first hinge (142) and a second hinge (146) opposite to the first hinge (142) around the centerline of the canopy (120). The first hinge (142) includes a first pivot groove (160) having a first length (L1), wherein the first pivot groove (160) is configured to hold a first rear pin (210a) of the fuselage (108) of the aircraft (100). The second hinge (146) includes a second pivot groove (186) having a second length (L2), wherein the second pivot groove (186) is configured to hold a second rear pin (210b) of the fuselage (108) of the aircraft (100), wherein the second rear pin (210b) is coaxially arranged with a first rear pin (210a), and The first length (L1) is different from the second length (L2).

2. The cockpit canopy (120) according to claim 1, wherein, The first length (L1) is longer than the second length (L2) by a distance equal to the radius (220) of either the first rear pin (210a) or the second rear pin (210b).

3. The cockpit canopy (120) according to claim 1, wherein, One or both of the first hinge (142) and the second hinge (146) further include one or more chamfered portions (232), wherein the one or more chamfered portions (232) are inclined from the pin engagement surface (234) to the inner surface (236).

4. The cockpit canopy (120) according to claim 1, wherein, The first hinge (142) further includes a first fork (154) having a first upper fork (156) separated from the first lower fork (158) by the first pivot groove (160), and wherein the second hinge (146) further includes a second fork (180) having a second upper fork (182) separated from the second lower fork (184) by the second pivot groove (186).

5. The cockpit canopy (120) according to claim 1, wherein, The first hinge (142) further includes a first intermediate body (166) having a first locking groove (168) configured to retain a first front pin (212a) of the fuselage (108) of the aircraft (100), and wherein the second hinge (146) further includes a second intermediate body (192) having a second locking groove (194) configured to retain a second front pin (212b) of the fuselage (108) of the aircraft (100).

6. The cockpit canopy (120) according to claim 1, wherein, The first hinge (142) further includes a first hinge cam (174) extending from the first intermediate body (166), and wherein the second hinge (146) further includes a second hinge cam (200) extending from the second intermediate body (192).

7. The cockpit canopy (120) of claim 1 further includes a transparent cover (122) fixed to the frame (124), wherein the pivot assembly (140) extends from the frame (124) and wherein the pivot assembly (140) extends rearward from the rear end (133) of the frame (124).

8. The cockpit canopy (120) according to claim 1, wherein, The first length exceeds the second length by 0.5 inches.

9. A method of forming a cockpit canopy (120) for an aircraft (100), the method comprising: A pivot assembly (140) is provided having a first hinge (142) and a second hinge (146) opposite to the centerline of the first hinge (142) around the canopy (120). A first pivot groove (160) having a first length (L1) is formed within the first hinge (142), wherein the first pivot groove (160) is configured to retain a first rear pin (210a) of the fuselage (108) of the aircraft (100); and A second pivot groove (186) having a second length (L2) different from the first length (L1) is formed in the second hinge (146), wherein the second pivot groove (186) is configured to hold the second rear pin (210b) of the fuselage (108) of the aircraft (100), wherein the second rear pin (210b) is coaxially arranged with the first rear pin (210a).

10. The method according to claim 9, wherein, The first length (L1) is longer than the second length (L2) by a distance equal to the radius (220) of either the first rear pin (210a) or the second rear pin (210b).

11. The method according to claim 9, wherein, The first length exceeds the second length by 0.5 inches.

12. The method of claim 9, further comprising forming one or more chamfers (232) on one or both of the first hinge (142) and the second hinge (146), wherein forming the one or more chamfers (232) comprises tilting the one or more chamfers (232) from the pin engagement surface (234) to the inner surface (236).

13. An aircraft comprising: The fuselage includes a first rear pin, a second rear pin, a first front pin, and a second front pin; as well as A cockpit canopy, movably connected to the fuselage, wherein the cockpit canopy is configured to move between an open position and a closed position, the cockpit canopy comprising: Transparent cover, fixed to the frame; and A pivoting assembly extending from the frame, wherein the pivoting assembly includes a first hinge and a second hinge opposite to the first hinge. The first hinge member includes: a first fork-shaped member having a first upper fork tooth, the first upper fork tooth being separated from a first lower fork tooth by a first pivot groove having a first length, wherein the first pivot groove holds the first rear pin; a first intermediate body having a first locking groove for holding the first front pin; and a first hinge cam extending from the first intermediate body. The second hinge member includes: a second fork-shaped member having a second upper fork tooth, the second upper fork tooth being separated from a second lower fork tooth by a second pivot groove having a second length, wherein the second pivot groove holds the second rear pin; a second intermediate body having a second locking groove for holding the second front pin; and a second hinge cam extending from the second intermediate body, and The first length is different from the second length.

14. The aircraft according to claim 13, wherein, The first length is longer than the second length by a distance equal to the radius of either the first rear pin or the second rear pin.

15. The aircraft according to claim 13, wherein, The first length exceeds the second length by 0.5 inches.

16. The aircraft according to claim 13, wherein, One or both of the first hinge and the second hinge further include one or more chamfered portions.

17. The aircraft according to claim 16, wherein, The one or more chamfered portions are inclined from the pin engagement surface to the inner surface.

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