Reduced-drag laminar flow fixed-wing aircraft

Abstract

An aircraft having an airframe configured for enhanced airflow efficiency includes a fuselage, a sensor suite, and a flight deck. The fuselage has a selected nose shape. The flight deck is disposed near a front end of the fuselage. The flight deck includes at least one pilot seat, a plurality of flight controls, and a vision system. The vision system includes at least one screen and at least one pilot awareness enhancement feature. The at least one screen is configured to display data received from the sensor suite.

Description

[0001] REDUCED-DRAG LAMINAR FLOW FIXED-WING AIRCRAFT

[0002] SPECIFICATION

[0003] U.S. Provisional Application No. 63 / 595,172 filed 1 November 2023 titled “Reduced-Drag Laminar Flow Fixed-Wing Aircraft - Flight Deck" and U.S. Provisional Application No. 63 / 658,692 filed 11 June 2024 titled “Reduced-Drag Laminar Flow Fixed- Wing Aircraft -Cabin" are both incorporated herein by reference for all purposes.

[0004] BACKGROUND

[0005] 1. Field of the Invention

[0006] The present application relates to aircraft design. In particular, the present application relates to a flight deck configuration within an aircraft fuselage designed for optimizing efficiency of airflow across an aircraft during flight.

[0007] 2. Description of Related Art

[0008] Generally, a central focus of aircraft design is to achieve a substantially efficient aerodynamic configuration, while also following proper guidelines and regulations provided by any relevant governing bodies. One such goal of aerodynamic efficiency is to obtain laminar flow of air around the body of the aircraft.

[0009] Laminar flow is the orderly layered flow of air over the surface of aircraft parts that greatly reduces the drag on such surfaces while in flight. In contrast, turbulent flow occurs when this orderly flow is disrupted. Laminar flow occurs in a boundary layer of fluid / air in the immediate vicinity of a surface, the boundary layer being formed by the fluid / air flowing along the surface.

[0010] Laminar flow can be achieved in two different ways, actively and naturally. Active laminar flow can be achieved through the addition of energy into the boundary layer, while natural laminar flow can be achieved by utilizing the surface geometry which maintains a i favorable pressure gradient and therefore creating a laminar boundary layer over the surface.

[0011] Current aircraft designs contain flight decks and forward fuselage assemblies that are configured for natural vision systems that meet regulatory requirements. The natural vision systems include a series of windows, windshields, and other similar elements that require specific geometric configurations. Often, these geometric configurations include a drooped nose with the windows, windshield, and other visual aspects being disposed above the drooped nose. Such configurations create a turbulent flow across the nose and forward section of the fuselage, which is highly inefficient due to a resulting high amount of drag.

[0012] Although the aforementioned aircraft fuselage systems represent great strides in the field of aviation technology, many shortcomings remain.

[0013] DESCRIPTION OF THE DRAWINGS

[0014] The novel features believed characteristic of the invention are set forth in the appended claims. However, the invention itself, as well as a preferred mode of use, and further objectives and advantages thereof, will best be understood by reference to the following detailed description when read in conjunction with the accompanying drawings, wherein:

[0015] Figure 1 is a perspective view of a flight deck comparing vision systems according to a preferred embodiment of the present application;

[0016] Figure 2 is a perspective view of a flight deck of an aircraft according to an alternative embodiment of the present application;

[0017] Figure 3 is a perspective view of a flight deck of an aircraft according to an alternative embodiment of the present application;

[0018] Figure 4A is a perspective view of a flight deck of an aircraft according to an alternative embodiment of the present application;

[0019] Figure 4B is a side view of the flight deck of Figure 4A;

[0020] Figure 5 is a forward view looking from a pilot’s viewpoint from the flight deck of an aircraft according to an alternative embodiment of the present application;

[0021] Figures 6A-6G are various views of an avionics display according to an embodiment of the present application;

[0022] Figure 7 is a flow chart representing the menu structure of the avionics display of Figures 6A-6G;

[0023] Figures 8A-8N are various view of a situational awareness display according to an embodiment of the present application;

[0024] Figure 9 is a front view of a display control switch available to a pilot according to an embodiment of the present application; and Figures 10A-10B are front views of a display unit according to an embodiment of the present application.

[0025] While the assembly of the present application is susceptible to various modifications and alternative forms, specific embodiments thereof have been shown by way of example in the drawings and are herein described in detail. It should be understood, however, that the description herein of specific embodiments is not intended to limit the invention to the particular embodiment disclosed, but on the contrary, the intention is to cover all modifications, equivalents, and alternatives falling within the spirit and scope of the present application as defined by the appended claims.

[0026] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

[0027] Illustrative embodiments of a flight deck for a reduced-drag laminar flow fixed-wing aircraft according to the present application are provided below. It will of course be appreciated that in the development of any actual embodiment, numerous implementation-specific decisions will be made to achieve the developer’s specific goals, such as compliance with assembly-related and business-related constraints, which will vary from one implementation to another. Moreover, it will be appreciated that such a development effort might be complex and time-consuming, but would nevertheless be a routine undertaking for those of ordinary skill in the art having the benefit of this disclosure.

[0028] The flight deck of an aircraft is generally considered to include every part of the aircraft from just behind the back of the cockpit to the tip of the nose. The standard design of an aircraft utilizes a windshield and window system (cockpit transparencies) configured to provide a view for pilots from the cockpit. One problem of meeting such visual requirements is that the standard aircraft nose is shaped in a way that is inefficient, as it creates a turbulent flow over and around the forward portion of the aircraft. The present application includes a uniquely designed nose that increases aerodynamics and creates laminar flow over the aircraft front during flight instead of turbulent flow. However, due to the nose configuration, the pilot view becomes limited, and as such requires the use of a unique vision system, preferably the Super-Natural Vision System. The Super-Natural Vision System provides the pilot with exceptional operational awareness in and about the aircraft, beyond what is possible using a standard window / windshield system.

[0029] The nose of the present application is uniquely shaped without a standard drooped nose shape, and the present application includes an optimum length-to-width ratio to facilitate laminar flow over the forward portion of the fuselage surface area. The nose is preferably an axisymmetric prolate spheroid shape. While it is preferable to utilize such shape, it should be understood and appreciated that some nose droop may be utilized while maintaining optimal laminar flow.

[0030] Most aircraft conforming to standards advised by the Federal Aviation

[0031] Administration include a nose droop of at least 20-30” or more in order to meet the desired pilot compartment view. However, nose droops of this level significantly erode laminar flow about the forward portion of the aircraft Under the preferred embodiment of the present application, the nose should be shaped somewhere between the spheroid shape disclosed above with a nose droop of 0" and a slight nose droop of up to 10”. It should be appreciated that some alternative embodiments may include a nose shape that does not fall strictly within the 0” to 10” droop range of the preferred embodiment. In some embodiments, the droop may be more specific to reach a desired effect. For example, in an embodiment, it may be optimal to utilize a nose droop of 6”.

[0032] Conventional aircraft nose shapes do not allow for laminar flow to occur over the nose and past the cockpit transparencies, as there is a stepped centerline curve as the body of the aircraft transitions from the nose to the transparency and beyond to the cabin area. The unique nose configuration of the present application maintains laminar flow over the nose, the cockpit area, and further aft of the cockpit. While there is not a single limit to the exact length of laminar flow along the body of the aircraft, it is preferable that the unique nose configuration allows for a laminar flow over 15-40% of the aircraft body length. It should be appreciated that alternative embodiments of the present application may target more specific flow lengths, and some may even vary outside the bounds of the preferred range. This flow length is promoted by configuring the forward portion of the aircraft in a unique manner that imposes a favorable pressure gradient on a significant portion of the aircraft body length.

[0033] Due to the reduced vision angles from the cockpit of an aircraft designed using the unique configuration of the present application, it is necessary to utilize enhancements to pilot vision systems. As mentioned above, it is preferred that the present application utilizes the Super-Natural Vision System. The Super-Natural Vision System preferably utilizes a suite of apertures and sensors including, but not limited to: a computer system operably associated with a plurality of cameras, the computer system configured for efficiently processing data received from the cameras; a lidar system; a radar system; electro-optical and infrared capabilities; a mm-wave radar; a near-IR camera; a global navigation satellite system or global positioning system (GNSS / GPS); and an inertial navigation system. It should be understood that any embodiment of the present application may utilize any combination of the above listed sensors / apertures, including the possibility that some listed devices may not be present, and the suite may further include flight-related sensors not explicitly included herein. The entire sensor / aperture suite may include a plurality of individual devices, but it is preferable that each device, including cameras, sensors, and additional equipment, is integrated into a system that includes a variety of hardware and software components for data processing.

[0034] At least one screen, preferably a plurality of screens, is present within the flight deck for viewing the information that is processed by the computers. It is preferred that the screens are ultra-high-definition OLEDs, but it should be understood that variances in screen types may be used depending on the desired view. Additionally, it is preferred that a significant portion of the screens will be curved, but some or all of the screens of the system may be flat in certain alternative embodiments.

[0035] Although the preferred embodiment of the present application utilizes the Super- Natural Vision System with an aircraft designed for increased natural laminar flow, it should be appreciated that the Super-Natural Vision System and its unique configuration may be utilized within an aircraft having a nose and fuselage shape not designed for natural laminar flow, such as the standard droop-nose aircraft previously mentioned. In addition to the droop-nose aircraft, it should be understood that alternative embodiments may utilize the Super-Natural Vision System within any type of aircraft cockpit / flight deck.

[0036] The precise number and location of the devices for the sensor suite may vary in a large variety of ways. For example, a plurality of sensors / cameras / apertures may be located on portions of the forward fuselage, empennage, sides of the aircraft body, top of the aircraft body, a surface of the wings, the landing gear assemblies, and other various locations around the aircraft. For device locations that are in positions of the aircraft that are critical for laminar flow, the devices will preferably be either flushly mounted or buried within the airframe, such that the laminar flow is not disturbed. In some instances, specifically for flight critical devices, some embodiments may utilize double or triple redundant sensors to ensure safe and stable operation even when an individual device fails. In at least one embodiment, at least one sensor or camera is disposed on a portion of the nose landing gear configured to provide additional support during approach and landing when the landing gear is deployed.

[0037] Referring now to Figure 1 in the drawings, a perspective view of a flight deck 100 for a reduced-drag laminar flow fixed-wing aircraft is shown according to a preferred embodiment of the present application. Figure 1 is comprised of a left half and a right half combining to form a view from the flight deck of an aircraft.

[0038] The left section 101 shows an example of a pilot’s view from the flight deck of an aircraft that is not utilizing the present application. The view in the left section 101 is what a standard aircraft pilot would see in currently operational aircraft. The pilot's view in this example would be on a day when the plane is being flown primarily using instruments, known as instrument flight rules, or IFR. IFR is generally used when weather conditions don’t allow for the pilot to have adequate visibility, such as the heavy cloud cover shown in the left half of Figure 1. Additionally shown in the left section 101 of Figure 1 is a window, windshield, and several vertical structure members. The vertical structure members are configured to hold the panels of the windows / windshield. The vertical structure members create blind spots for the pilot vision, and further enhance turbulent flow of air over the forward section of the fuselage.

[0039] The right section 103 shows an example of a pilot's view from the flight deck of an aircraft that utilizes a preferred embodiment of the present application. Instead of windows and windshields, the preferred embodiment utilizes a plurality of screens to display a realtime view of the surrounding area, via the Super-Natural Vision System. The integrated optical system utilizes a variety of cameras, sensors, and other similar equipment to provide the pilot with a view of the surrounding terrain if there were to be no cloud cover, instead of solely relying on instruments. Some embodiments of the present application may have seams in between segments of the display screen, but it is preferable that such seams are small and do not significantly interfere with the view presented to the pilot. It should be understood that utilization of the display screens in a manner such as that of Figure 1 may not completely replace IFR, but rather the system can be used as an additional tool for pilot awareness. Referring now also to Figure 2 in the drawings, a perspective view of a flight deck 200 is illustrated according to an alternative embodiment of the present application. The flight deck of Figure 2 is again divided into two halves, a left half and a right half, combining to form a view from the flight deck of an aircraft. Figure 2 best illustrates an example of a flight deck with an improved visual acuity during nighttime flying. The improved vision is due to the Super-Natural Vision System, which provides an integrated optical system in place of a standard windshield / window system, as described above.

[0040] The left section 201 of Figure 2 illustrates a standard nighttime view from the flight deck of an aircraft, with a significant lack of visibility other than a small number of lights. The Super-Natural Vision system is shown on the right section 203 of Figure 2, with an enhanced quality of view being displayed to a pilot. The enhanced view may be created and displayed using a series of the sensors and devices described above, to supplement the standard pilot vision and increase pilot awareness.

[0041] Referring now also to Figure 3 in the drawings, a perspective view of a flight deck 300 is illustrated according to an alternative embodiment of the present application. Similar to Figures 1 and 2, the view of Figure 3 includes two halves, a left half and a right half, combining to form a full flight deck view. The left section 301 includes a standard flight deck view for comparison purposes with the right section 303, which includes a flight deck view utilizing the present application.

[0042] The right section 303 of Figure 3 best illustrates a use of the Super-Natural Vision system to present a mixed reality display to a pilot. Instead of the pilot having a standard view through a window / windshield, the window / windshield is replaced by the integrated optical system, which includes at least one display screen operably associated with a series of distributed apertures and sensors that are associated with selected hardware and software. Figure 3 illustrates one such example of information that may be presented on the display; a section of a heads-up display 305 is shown in the upper right corner of the display screen. As illustrated, the heads-up display 305 is a traffic indicator configured to alert the pilot when there is nearby aircraft that may affect the pattern flown by the aircraft utilizing the present application. It should be appreciated that there may be a plurality of other indicators, including status indicators, warnings, and flight metrics. For example, these indicators may present information such as airspeed, altitude, heading, or other similar pieces of flight information. Additionally, the indicators may present warnings about nearby air traffic, weather, or turbulent air in areas around the aircraft.

[0043] Referring now also to Figures 4A and 4B in the drawings, multiple views of an aircraft flight deck are illustrated according to an alternative embodiment of the present application. Aircraft 400 is configured to accommodate both natural vision systems, such as windshield 403, while also including enhanced pilot assistance components, such as some or all components of the Super-Natural Vision System described above, and additional components and displays further described herein. The aircraft nose 401 is preferably a generally spheroid shape with no nose droop, similar to the laminar flowpromoting aircraft designs described above. With the lack of nose droop and the use of at least partial natural vision systems, it should be appreciated that it may be necessary to make adjustments to the pilot’s seated position to provide optimal sightlines.

[0044] Referring now also to Figure 5 in the drawings, a view looking outward from the flight deck of an aircraft is illustrated according to an embodiment of the present application. It is preferred that the flight deck point of view presented in Figure 5 is the view that would be seen from within aircraft 400 of Figure 4. However, it should be appreciated that the view of Figure 5 may be present in some alternative embodiments that may include an alternative nose configuration, such as an aircraft with at least some degree of nose droop.

[0045] As shown in Figure 5, it is preferred that there are at least two main visual aids present in the flight deck of the aircraft 400, said aids being display 501 and display 503. Under the preferred embodiment, display 501 is an avionics auxiliary display and display 503 is a pilot awareness situation display. The avionics auxiliary display 501 is generally rectangular in shape, with a slightly longer horizontal edge than vertical edge. The pilot awareness situation display 503 is generally rectangular in shape as well, but is much wider and shorter than display 501. It should be appreciated that alternative embodiments may include varying screen sizes and shapes. The preferable types of information displayed on the screens are illustrated in further figures and described in further detail below.

[0046] Referring now also to Figures 6A-6G in the drawings, various images are shown on the avionics auxiliary display according to an embodiment of the present application. Figures 6A-6G best illustrate examples of images / displays that may be present at a given time on the avionics auxiliary display 501. Under the preferred embodiment, the avionics auxiliary display 501 is utilized to display information that is not required for any dispatch or in critical phases of flight. Such utilization of the display results in no safety effect during a failure condition.

[0047] Under the preferred embodiment, there are no primary display indications present on display 501 , such as any primary flight display (PFD) or engine-indicating and crewalerting system (EICAS) data. It is preferred that any function of the avionics auxiliary display is not intended to be credited as operational under the regulations of an enhanced flight vision system for flights under IFR.

[0048] Examples of data that may be displayed on the avionics auxiliary display 501 include, but are not limited to, overhead flight map information, surrounding airspace data, past and projected flight vector data, flight path history and projections, and various camera views. Some camera views may include angles from, for example, an aircraft nose camera, a wing-mounted camera, an aircraft body-mounted camera, and a frontfacing tail-mounted camera. Another potential viewpoint is an overhead or perspective view of an airport. The airport view may be a static display of the runway / taxiway / gate orientation, or the view may be a near real-time display of current airport conditions. It should be understood that a series of camera views and display information beyond what is explicitly presented herein may be included in various alternative embodiments of the present application. The display may also have various altered view feeds, such as those involving synthetic vision, infra-red vision, night vision, or other similar type display feeds.

[0049] Referring now also to Figure 7 in the drawings, a flow chart of the avionics auxiliary display menu is illustrated according to an embodiment of the present application. It is preferred that the display 501 utilizes a simple wrap-around menu structure, with a series of default inputs which then route to a further level of options when selected. For example, in one embodiment of the present application, there are four initial display selections, those selections being: a camera, a system summary, a map, and a communications screen.

[0050] When a single one of those initial display options is selected, a more narrow choice of selections may become available. For example, when the camera is selected, a view from a nose camera is automatically displayed. However, the user will have options of then selecting between the nose camera, a taxi camera, right and / or left wing cameras, or other possible camera angles present for the aircraft. When the system summary option is selected, the default view is a summary of all aircraft systems; from there, the user may elect to remain on the full summary view, or to view a more detailed display of a single system, such as the fuel system, the flight control system, or the electronic system, among others. When the map option is selected, the default view may be the aircraft facing up; other map options may include a specific direction being up, or a selection of maps including specific overlays, such as a terrain avoidance and warning system (TAWS) overlay or a weather radar system (WXR) overlay. Upon selection of the communications option, a Datalink overview screen may be the default, with further options then presented to view more detailed information on winds, radar, traffic collision and avoidance system (TCAS) data, or other similar information. While Figure 7 and the description herein provide examples of one menu layout embodiment, it should be appreciated that the exact arrangement and specific options available may vary in alternative embodiments of the present application, including the possible that fewer or additional views may be available.

[0051] In at least one embodiment of the present application, certain aircraft inputs may override the current avionics display. For example, when a flight phase (i.e. takeoff, climb, approach, landing, etc.) changes or is due to change, an indicator may be presented on the avionics auxiliary display. Other flight control inputs, such as landing gear up / down, flaps / slats extended, or others, may cause an indicator presentation on the display. Such indicators may be temporarily displayed to the pilots with no action necessary, or they may remain until dismissed by the pilots, depending on the desired embodiment. Referring now also to Figures 8A-8N in the drawings, various images associated with a pilot, awareness situation display are illustrated according to an embodiment of the present application. Figures 8A-8N best illustrate different utilizations of the pilot awareness situation display 503. Figure 8A shows a pilot’s point of view with a zoomed in focus on the pilot awareness situation display 503. Figures 8B-8N show different types of information that can potentially be displayed on the display 503.

[0052] Figure 8B shows an overhead view of a runway with an aircraft positioned on one end. A runway view may be presented in real-time or in a static view to aid the pilot in seeing runway indicators. The runway view of Figure 8B may span the entire horizontal length of display 503, or may take up a selected portion of such display. Figures 8C and 8D each show a viewpoint from a camera mounted on each respective wing. Such cameras may be mounted in substantially front-facing, rear-facing, or side-facing orientations. Figures 8E, 8F, and 8H show viewpoints substantially from overhead angles of the aircraft. The partial overhead views may include feeds from aircraft mounted cameras; the fully overhead viewpoints may include views that are artificially generated using data gathered from a plurality of cameras and sensors associated with the aircraft operation.

[0053] Figures 8G and 81 best illustrate examples of stitched camera views displayed on at least a portion of the display 503. The stitched viewpoints may provide a pilot with selected views of landing gear, engines, the fuselage, or other desirable views to aid in verifying proper aircraft operation. Figure 8J shows an example of system and flight operation details that may be viewed on display 503. Such flight operation information may include a series of system diagnostics, operational checklists, or other alphanumeric information relevant to the pilot. Figures 8K-8N best illustrate examples of maps, charts, and graphs that may include selected information relevant to flight operation and aircraft details, such as flight plan details, aircraft operational limits, or selected airport information.

[0054] It should be appreciated that any of the views illustrated in Figures 8A-8N may be selectively displayed, alone or in combination, on the display 503, such that a series of selected images may be displayed at the same time. It should further be appreciated that alternative embodiments may also utilize further displays, or other flight relevant information, not explicitly disclosed herein. In various embodiments of the present application, the data and visuals presented on display 503 may be static displays, realtime updating displays, or a combination thereof. Similar to display 501 , it is preferred that the data presented via display 503 is not required for dispatch or in critical phases of flight, such that there is no safety effect when a failure condition occurs. The display 503 is in an easily configurable layout with both narrow and wide applications, with unique advantages involving airport operation awareness, system monitoring, camera vision, weight and balance calculations, performance calculations, and other similar situational awareness tools.

[0055] Referring now also to Figures 9-1 OB in the drawings, additional elements of a pilot situational awareness system are illustrated according to an embodiment of the present application. Figure 9 illustrates an exemplary control that would be available for pilot selection to turn the display, or displays, on and off. Under the preferred embodiment, the button is available to pilots in an easy to access location of the flight deck. Although illustrated as a single button 901 , it should be appreciated that alternative embodiments of the present application may utilize multiple buttons, switches, or other similar options meant for turning selected portions, or all, of the displays on and off.

[0056] Figures 10A and 10B provide examples of a dynamic menu for a preferred display unit. Display unit 1001 includes a series of five DU selections. Any combination of DU selections made result in a different combination of available applications, such as various cameras, calculations, and situational awareness features. It should be appreciated that alternative embodiments may not utilize the exact number of available DU selections, applications, and or buttons, but that additional / fewer options may be present depending on the desired capabilities presented to each user. It is preferred that the selected display unit provides read-only communication with the aircraft systems; however some display units may include additional operational capabilities that cause selected aircraft operations to change based upon user selections. The features of the present application described above have been presented in embodiments that are primarily directed to provide a display directly to the flight deck of an aircraft. The flight decks illustrated in the present application are primarily configured for two pilots. It should be understood that the present application may have a variety of embodiments configured to present data, displays, and other information to a variety of people, not only limited to a two-pilot setup. For example, the present system may be utilized to present information to a single pilot system, a remote pilot assist system, a remote piloted system, or even a fully autonomous piloting system.

[0057] In a single pilot system, the configuration is substantially similar to that of the two- pilot system described above. However, in a single pilot system the flight deck display and features may be repositioned to better aid a single person’s viewing and control manipulation capabilities. It should be appreciated that in some embodiments of the single pilot and two-pilot systems, an additional feed of information from the aircraft to a remote location may be present, such that an external individual may be able to monitor what is occurring on the aircraft, as well as the information being seen and the controls being manipulated by the pilot(s).

[0058] In a system that involves remote piloting or remote pilot assistance, a real-time communication of aircraft information must be sent from the aircraft to a selected remote location, such that a remote pilot or other operator is able to access visual data and controls from the flight. In some instances, a remote pilot may provide flight control at intermittent times for a multitude of reasons where the in-aircraft pilots are in need of assistance; further instances may involve a completely remote piloting of the aircraft, such as a drone-type flight or if an in-aircraft pilot becomes incapacitated.

[0059] In yet another alternative embodiment, an aircraft with the flight deck system of the present application may be piloted fully autonomously. Such embodiments require a high level of communicability between the aircraft and an operating system configured to control every single operation of the aircraft. It should be appreciated that in any remote or autonomous system, there is a level of redundancy required to ensure safe operation of the aircraft in case of any system malfunction. It is apparent that a system with significant advantages has been described and illustrated. The particular embodiments disclosed above are illustrative only, as the embodiments may be modified and practiced in different but equivalent manners apparent to those skilled in the art having the benefit of the teachings herein. It is therefore evident that the particular embodiments disclosed above may be altered or modified, and all such variations are considered within the scope and spirit of the application. Accordingly, the protection sought herein is as set forth in the description. Although the present embodiments are shown above, they are not limited to just these embodiments, but are amenable to various changes and modifications without departing from the spirit thereof.

Claims

CLAIMSWhat is claimed is:

1. An aircraft having an airframe configured for enhanced airflow efficiency, comprising: a fuselage having a selected nose shape; a sensor suite; and a flight deck disposed near a front end of the fuselage, the flight deck comprising: at least one pilot seat; a plurality of flight controls; and a vision system, comprising: at least one screen configured to display data received from the sensor suite; and at least one pilot awareness enhancement feature.

2. The aircraft according to claim 1, wherein the selected nose shape is an axisymmetric prolate spheroid shape.

3. The aircraft according to claim 1 , wherein the selected nose shape is configured to promote laminar flow of air over 15% to 40% of the fuselage length.

4. The aircraft according to claim 1 , wherein the sensor suite comprises at least one of: a plurality of cameras; a computer system; a lidar system; a radar system; electro-optical and infrared capabilities; a mm-wave radar; a near-IR camera; a global navigation system;a global positioning system; and an inertial navigation system.

5. The aircraft according to claim 4, wherein at least one of the cameras is disposed on a landing gear assembly of the aircraft.

6. The aircraft according to claim 1 , wherein the flight deck contains no cockpit transparencies, such that the vision system is a pilot's primary flight awareness tool.

7. The aircraft according to claim 1, wherein the data displayed on the at least one screen is shown in real-time.

8. The aircraft according to claim 1 , wherein the at least one pilot enhancement feature comprises at least one of: a terrain view with weather conditions removed; an enhanced night vision view; a mixed reality view; an augmented reality view; and a heads-up display.

9. The aircraft according to claim 1 , wherein at least one element of the sensor suite is flushly mounted within the airframe, such that laminar flow is not disturbed.

10. The aircraft according to claim 1 , wherein at least one element of the sensor suite is buried within the airframe, such that laminar flow is not disturbed.

11. An aircraft having an airframe configured for enhanced airflow efficiency, comprising: a fuselage having a selected nose shape; a sensor suite; and a flight deck disposed near a front end of the fuselage, the flight deck comprising:at least one pilot seat; a plurality of flight controls; at least one window; and a display system having at least one pilot awareness enhancement feature,12. The aircraft according to claim 11 , wherein the selected nose shape is an axisymmetric prolate spheroid shape.

13. The aircraft according to claim 11, wherein the selected nose shape is configured to promote laminar flow of air over 15% to 40% of the fuselage length.

14. The aircraft according to claim 11 , wherein the display system further comprises: an avionics auxiliary display; and a pilot awareness situation display.

15. The aircraft according to claim 14, wherein the avionics auxiliary display includes no primary display indications, such that the avionics auxiliary display is not considered operational under instrument flight rules.

16. The aircraft according to claim 14, wherein the avionics auxiliary display is configured to display at least one of: a flight map; an airspace data feed; a flight vector data feed; and a plurality of camera views.

17. The aircraft according to claim 14, wherein the pilot awareness situation display is configured to display a plurality of selected camera views.

18. The aircraft according to claim 17, wherein the selections available for the plurality of selected camera views comprise: an overhead aircraft view; an airport overhead view; a wing-mounted camera view; a landing gear assembly mounted camera view; and multi-camera stitched views; wherein the views of each selected camera view may be displayed in real-time or may be artificially generated based on selected sensor data.

19. The aircraft according to claim 14, wherein the pilot awareness situation display is configured to display a series of selected flight operation and aircraft details.

20. The aircraft according to claim 11, wherein the at least one pilot awareness enhancement feature is configured to display flight critical indicators when aircraft operation changes or is due to change.

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