252 results about "Aircraft noise" patented technology

The invention discloses a method for testing the assembly performance of a rotor of an aircraft engine, which comprises the following steps of: firstly exciting and vibrating a rotor of an aircraft engine with a vibration exciter; obtaining a multiple carrier-coupled impulse response signal of the rotor of the aircraft engine with a vibrating sensor and signal-acquiring system software; analyzing the obtained multiple carrier-coupled impulse response signal of the rotor of the aircraft engine by means of dual-tree complex wavelet transform to obtain eight signal carrier-coupled impulse response signals of the rotor of the aircraft engine; and distilling the average assembly performance index of the obtained eight signal carrier-coupled impulse response signals of the rotor of the aircraft engine, wherein the assembly performance of the rotor of the aircraft engine is judged to be qualified if the obtained average assembly performance index is larger than or equal to 10, and the assembly performance of the rotor of the aircraft engine is judged not to be qualified if the obtained average assembly performance index is less than 10, so that the rotor needs to be repaired.

A wireless engine monitoring system (WEMS) includes an engine monitoring module that is mounted directly on an aircraft engine and records, stores, encrypts and transmits full flight engine data. The system preferably interfaces to the Full Authority Digital Engine Controller / Engine Control Unit (FADEC / ECU) and can record hundreds of engine parameters with a preferred sampling frequency of about one second. The engine monitoring module is preferably formed as a miniaturized module directly mounted on the aircraft engine within its cowling and has a conformal antenna. The engine monitoring module can also upload data for onboard processing.

Multilateration techniques are used to provide accurate aircraft tracking data for aircraft on the ground and in the vicinity of an airport. From this data, aircraft noise and operations management may be enhanced. Aircraft noise may be calculated virtually using track data in real-time and provided to a user to determine noise violations. Tracking data may be used to control noise monitoring stations to gate out ambient noise. Aircraft emissions, both on the ground and in the air may be determined using tracking data. This and other data may be displayed in real time or generated in reports, and / or may be displayed on a website for viewing by airport operators and / or members of the public. The system may be readily installed in a compact package using a plurality of receivers and sensor packages located at shared wireless communication towers near an airport, and a central processing station located in or near the airport.

In an aircraft cabin floor adjacent to the cockpit, a trap door opens downwardly into a security cell, to trap a terrorist trying to enter the cockpit. Two walls with lockable airtight doors bound a safety buffer cabin between the cockpit and the passenger cabin. Sensors like seat occupancy sensors, motion detectors, video cameras and microphones provide data regarding the location, movement and activities of passengers to a system that evaluates the data to recognize unusual data situations indicating one or more escalation levels of suspicious or aggressive actions by passengers. Alarm signals and terrorist countermeasure devices such as fogging or tranquilizer gas generators, noise generators, high intensity blinding / glaring lights, a cabin lighting master shut-off, window darkening devices, and tranquilizer dart guns are actuated automatically by the evaluation system, or manually by a cockpit input device or a portable signaling device carried by a flight attendant.

A wireless engine monitoring system for an aircraft engine includes a housing and wireless transceiver that receives engine data, including engine data relating to environmental engine emissions. A processor processes the engine data and generates an alarm report when the environmental engine emissions exceed a threshold.

A communications system for an aircraft includes at least one personal electronic device (PED) carried by an aircraft passenger, and an aircraft IFE system. The PED includes a PED display, a PED memory for storing an in-flight coupon to be redeemed by the passenger while in-flight, and a PED controller for displaying the stored in-flight coupon on the PED display. The in-flight coupon has an in-flight coupon token image associated therewith. The aircraft IFE system includes an IFE video entertainment source, IFE passenger seat displays, a respective IFE optical sensor associated with each IFE passenger seat display, and an IFE controller. The IFE controller selectively displays video from the IFE entertainment source on the IFE passenger seat displays, and receives the stored coupon for redemption based upon a respective IFE optical sensor sensing the displayed in-flight coupon token image associated therewith on the PED display.

In an aircraft cabin floor adjacent to the cockpit, a trap door opens downwardly into a security cell, to trap a terrorist trying to enter the cockpit. Two walls with lockable airtight doors bound a safety buffer cabin between the cockpit and the passenger cabin. Sensors like seat occupancy sensors, motion detectors, video cameras and microphones provide data regarding the location, movement and activities of passengers to a system that evaluates the data to recognize unusual data situations indicating one or more escalation levels of suspicious or aggressive actions by passengers. Alarm signals and terrorist countermeasure devices such as fogging or tranquilizer gas generators, noise generators, high intensity blinding / glaring lights, a cabin lighting master shut-off, window darkening devices, and tranquilizer dart guns are actuated automatically by the evaluation system, or manually by a cockpit input device or a portable signaling device carried by a flight attendant.

A communications system for an aircraft includes an aircraft IFE system, and at least one personal electronic device (PED) carried by an aircraft passenger. The IFE system includes an IFE video entertainment source, IFE passenger seat displays, a respective IFE NFC device associated with each of the IFE passenger seat displays, an IFE wireless transceiver, and an IFE controller. The IFE controller is for selectively displaying video from the IFE entertainment source on the IFE passenger seat displays, selectively transmitting a respective registration ID from each IFE NFC device, and communicating via the IFE wireless transceiver. The PED includes a PED NFC device, a PED wireless transceiver, and a PED controller. The PED controller is for communicating with the IFE wireless transceiver via the PED wireless transceiver based upon the PED NFC device receiving the registration ID associated with one of the respective IFE NFC devices when in proximity thereto.

A method and system for detecting anomalies in an aeroengine. The method and system define a behavior model of a controller of the aeroengine using a time regression modeling the behavior of the controller as a function of a data set relating to the controller and including measurements of past behaviors and command and state measurements of the controller; continuously recalculate the behavior model for each new data set; and monitor statistical variation of the behavior model to detect a behavior anomaly of the controller representing an operating anomaly of the engine.

An aircraft, aircraft landing gear and apparatus including at least one attachment (15,17,76,93,94,111) for noise reduction purposes are provided. Such attachments are shaped and positioned on the landing gear to deflect air away from noise-inducing components (64,65) of the landing gear and to permit deflection and articulation movement and also stowage of the landing gear whilst the attachments are installed thereon. The attachments are not designed to be drag-reducing.

The present invention discloses a method and apparatus for minimizing accelerations during impacts such as those encountered in motor vehicle accidents, helicopter and airplane crashes, explosions, and the like. The preferred embodiment takes the form of a helical spring-like member (100), designed to experience plastic deformation over a desired deformation length, under a given impact load threshold. The spring-like member is preferably installed in a mechanical linkage that is flattened under impact, straining the spring-like member in a predictable fashion. The operating characteristics of this system [namely the stress-strain curve, and thus the deformation length, impact load threshold, and acceptable load range for the system to be protected] can be easily controlled by varying the device dimensions and installation configuration.

An aircraft noise-reduction apparatus (10) for a landing gear (20) comprises a skeleton structure (14), which supports and acts to maintain the profile of a noise-reducing layer. The skeleton structure may comprise blades (16). The noise-reducing layer may have more than 10 apertures through which, in use, air can pass and may be in the form of a deformable mesh (12).

A method monitoring an aircraft engine, including: collecting time history measurements on a first set of measurements on endogenic variables and a second set of measurements on exogenic variables; standardizing measurements related to the endogenic variables considering the exogenic variables to form an entry point corresponding to a condition of a current engine in a multi-dimensional space, for each acquisition; projecting each multi-dimensional space entry point onto an image point on a previously constructed map, forming a sequence of image points on the map reflecting a distribution of the multi-dimensional space entry points, the image points forming a current trajectory representing a change to conditions of the current engine; comparing an end of the current trajectory with previously recorded portions of aircraft engine trajectories kept in a database; and analyzing statistical variations of the trajectories to anticipate maintenance operations on the current engine.

A business model algorithm for maintaining aircraft engines in reliable and safe operating condition without the necessity of performing major engine overhaul in which engine manufacturers' maintenance procedures are enhanced and performed more frequently and supplemented by engine trend analysis, engine oil analysis, engine vibration analysis, borescope inspection and computer algorithm forecasting to identify, repair, and / or replace engine components without necessity of major engine overhaul.

An instrument for use in a helicopter includes a performance calculator typically housed in a control unit (16) and a display unit (14). The system receives electronic indicia (44) of current altitude, air temperature, fuel on-board and engine manifold pressure, and calculates (in substantially real time) the following: (a) maximum amount of power the engine can produce at these conditions; (b) limitations set by the aircraft manufacturer on power that may be used; (c) maximum airspeed and hover weight allowed under these conditions; (d) percent power used (the “torque gauge”); and (e) amount of power remaining available. The power display unit has an arcuate series (24) of light elements fitted around the standard MP (20) gauge to provide graphic indicia (26, 28, 30) of power available for the pilot to easily see and interpret.

The torque transmission system for an aircraft engine permits a starter-generator to drive the engine on starting at a speed reducing ratio. Once the engine is running, the engine then drives the starter-generator also at a speed reducing ratio.

An engine monitoring module includes a housing configured to be mounted at the aircraft engine and a first wireless transmitter carried by the housing. A memory is carried by the housing and a processor is carried by the housing and coupled to the memory and the first wireless transmitter and configured to collect and store in the memory engine data relating to at least one engine parameter sensed during operation of the aircraft engine by a plurality of engine sensors that transmit the engine data via the first wireless transmitter. A wireless receiver is located within the aircraft and configured to receive the engine data transmitted from the first wireless transmitter. A second wireless transmitter is located within the aircraft and operatively connected to the wireless receiver and configured to receive and transmit the engine data.

The invention provides an aircraft engine casing static test method and a testing assembly thereof. The method comprises the following steps of: assembling a plurality of casings to be tested to form the testing assembly according to an actual assembly requirement of an aircraft engine; fixing the testing assembly; applying simulation load to the testing assembly; and testing according to preset testing items. In the provided test method, the casings of the aircraft engine are combined for testing, mutual influence among the plurality of casings is considered, the load transmission among the casings is more truly simulated in the process of operating the aircraft engine, tested conclusion is more true and reliable, the test period can be effectively shortened by about 2 / 3, and the cost ofscientific research is reduced.

In accordance with the present invention, an aircraft engine is provided with a component which helps reduce the noise generated by the engine. The component has a first aerodynamic surface, a second aerodynamic surface, and a system for reducing noise without altering a pressure differential between the first aerodynamic surface and the second aerodynamic surface.

The invention relates to a turbomachine (1) for an aircraft comprising a gas generator (4) designed such that hot gases are ejected from a combustion chamber (28) towards the upstream side of the turbomachine, and also comprising a plurality of hollow mixer struts (40) connected to an output (36) from the gas generator through which hot gases can pass, each mixer strut comprising an output mixer portion (40c) located inside the annular fan duct (8) so as to mix the secondary air and the hot gases ejected by these output mixer portions towards the downstream side of the turbomachine.

A system and method for accurately calculating the oil quantity and oil consumption rate of an aircraft engine detects the level of oil in an oil tank, calculates the oil quantity in the oil tank by compensating for the acceleration of the aircraft, as well as changes in the pitch, yaw and roll of the aircraft. The oil consumption rate of the aircraft is also calculated by calculating the oil quantity at different times, and dividing the difference in oil quantity by the difference in times. The percentage change in oil consumption of the aircraft engine is also calculated. The oil quantity and oil consumption rate can be reported during and after the aircraft's flight.

In an electronic control system, three-dimensional data sets (data cubes L11-L14) for different power-limiting engine parameters are stored at different engine ratings for setting a respective maximum engine power in relation to flight altitude (ALT), ambient temperature (DTAMB) and flight Mach number (MN) to separately calculate a maximum power corresponding to each parameter. For power reduction due to air bleed, corresponding separate data cubes (L21-L24) are stored. In a comparator, the respective smallest power reduction value is determined and, subsequently, the fuel supply is set according to that power reduction value. Under conforming boundary conditions, the same data cubes (L24) can be stored for different engine ratings. The system requires low storage capacity and low calculating effort.

A method and a system for indicating a target idle running speed, a predicted core speed, a predicted time to running, current engine state or automation modes of an operating aircraft engine, and indicating that the current core speed of the aircraft engine is less than a target idle running speed or is abnormally decreasing towards a target idle running speed. The indicators may be visual or aural. The visual indicators may include graphical or numeric symbols indicating the target idle running speed, the direction of core speed change, the predicted core speed at some future time, or current engine state or automation mode.

A communications system for an aircraft includes an aircraft IFE system, and at least one personal electronic device (PED) carried by an aircraft passenger. The IFE system includes an IFE video entertainment source, IFE passenger seat displays, a respective IFE NFC device associated with each of the IFE passenger seat displays, an IFE wireless transceiver, and an IFE controller. The IFE controller is for selectively displaying video from the IFE entertainment source on the IFE passenger seat displays, selectively transmitting a respective registration ID from each IFE NFC device, and communicating via the IFE wireless transceiver. The PED includes a PED NFC device, a PED wireless transceiver, and a PED controller. The PED controller is for communicating with the IFE wireless transceiver via the PED wireless transceiver based upon the PED NFC device receiving the registration ID associated with one of the respective IFE NFC devices when in proximity thereto.

Multilateration techniques are used to provide accurate aircraft tracking data for aircraft on the ground and in the vicinity of an airport. From this data, aircraft noise and operations management may be enhanced. Aircraft noise may be calculated virtually using track data in real-time and provided to a user to determine noise violations. Tracking data may be used to control noise monitoring stations to gate out ambient noise. Aircraft emissions, both on the ground and in the air may be determined using tracking data. This and other data may be displayed in real time or generated in reports, and / or may be displayed on a website for viewing by airport operators and / or members of the public. The system may be readily installed in a compact package using a plurality of receivers and sensor packages located at shared wireless communication towers near an airport, and a central processing station located in or near the airport.

The invention relates to a method and a system for predicting maintenance operations on a current aircraft engine, comprising:processing means to compare a set of failure models (M1, . . . , Mn) adapted to said current engine to select a relevant failure model (Mi) with a failure age (T0) defining the age of said engine at the time of the failure;processing means to associate decision rules (R) about the workscope on said current engine with said relevant failure model (Mi), as a function of a set of parameters (P1, P2, Pi) related to said current engine; andprocessing means to determine the required maintenance workscope (Wf) to be applied to said current engine, as a function of said decision rules.

An aircraft noise reduction apparatus is provided which includes an aircraft landing gear assembly and a noise reduction fairing 12. The landing gear assembly comprises a landing gear 10 arranged to be moveable between a stowed position and a fully deployed position. The noise reduction fairing 12 may comprise a wrap-around fairing which, when the landing gear 10 is in its fully deployed position, wraps around the landing gear 10 and extends along the majority of the length of a landing gear leg 11. A landing gear bay door assembly 16, 17 comprising at least one door may also be provided. The fairing 12 may have a recess 24 for accommodating one of landing gear bay doors when the door 16 is in its fully open position.

The invention relates to aircraft noise reduction apparatus, in particular, but not exclusively, to noise reduction apparatus on an aircraft landing gear. The aircraft noise reduction apparatus comprises a noise reduction attachment for a landing gear of an aircraft. The noise reduction apparatus is movable between a first position in which it deflects air away from a noise inducing component of the landing gear and a second position in which it allows access to the noise inducing component. The movement of the noise reduction attachment between the first and second positions is actuated by a part of the landing gear.

The invention relates to a method for assessing flying reliability of an aircraft engine on the basis of monitoring information fusion, which comprises the steps of analyzing the failure law of the aircraft engine, and establishing flying reliability assessment process of the aircraft engine on the basis of performance recession; establishing a performance recession monitoring index system of the aircraft engine; collecting performance recession data of the aircraft engine and state monitoring information corresponding to time points, performing dimensionless processing on the performance recession data and the state monitoring information and performing information fusion through a Bayesian linear model; describing a random process of the performance recession of the aircraft engine by applying a Gamma process; providing a flying reliability model of the aircraft engine on the basis of the performance recession; and by means of analysis on a performance recession trend obtained through the information fusion at different timing points and analysis on a mean value and variance of performance recession degree obtained through multi-source information fusion at different timing points of the aircraft engine, determining parameters in the Gamma random process and calculating flying reliability level of the aircraft engine under the condition of a specified performance recession threshold value.