Aircraft Tail Skid Assembly Dynamic Positioning for Rotation Angle
Find Innovative SolutionsGenerate Solutions
Solution Overview
Problem
Current aircraft systems do not allow for adjustable maximum rotation angles during takeoff and landing, which can lead to suboptimal ground clearance and energy absorption, affecting safety and efficiency.
Innovation Solution
A tail skid assembly with a deployment device that changes the position of an elongate structure to accommodate different maximum rotation angles based on takeoff or landing parameters, using a cam mechanism to adjust the distance between the tail skid and the aircraft's tail section, allowing for greater rotation angles during landing without increasing weight or complexity.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If the maximum rotation angle is increased during landing to improve ground clearance and energy absorption, then safety and operational efficiency are improved, but the structural complexity and weight of the tail skid assembly increase
Solution Approach 1:
The tail skid assembly incorporates a deployment device that can dynamically adjust the position of the elongate structure between a first deployed position (for takeoff) and a second deployed position (for landing). This dynamic reconfiguration allows the system to adapt its geometry to achieve different maximum rotation angles suitable for different operational phases, thereby improving safety during landing without permanently increasing structural complexity
Solution Approach 2:
The tail skid assembly is divided into separable components including the elongate structure, deployment device, and shock absorber. The elongate structure can be positioned at different deployed positions relative to the aircraft body, creating segmented functional zones that enable adjustable rotation angles. This segmentation allows the system to achieve multiple configuration states without requiring a completely different structural design for each phase
2Length of stationary object
If the tail skid assembly is designed for a greater maximum rotation angle during takeoff, then ground clearance is improved, but the energy absorption capability during landing is reduced
Solution Approach 1:
The deployment device enables dynamic repositioning of the elongate structure between a first deployed position optimized for takeoff (providing greater ground clearance) and a second deployed position optimized for landing (providing greater energy absorption). By changing the deployed position based on the operational phase, the system can optimize both ground clearance and energy absorption capabilities without compromise
Solution Approach 2:
The system changes the geometric parameters of the tail skid assembly by adjusting the deployed position of the elongate structure. This parameter change alters the distance between the tail skid contact point and the aircraft body, thereby changing the maximum rotation angle. The shock absorber compression distance is also adjusted through this parameter change to optimize energy absorption for the current operational phase
3Length of stationary object
If the elongate structure is positioned in a first deployed position during takeoff, then ground clearance is maximized, but the maximum rotation angle during landing is reduced
Solution Approach 1:
The deployment device provides dynamic control over the elongate structure position, allowing the system to transition from a first deployed position (maximizing ground clearance for takeoff) to a second deployed position (maximizing rotation angle for landing). This dynamic adaptability enables the tail skid assembly to optimize its geometry for different operational requirements, achieving both high ground clearance and high rotation angle at appropriate times
Solution Approach 2:
The tail skid assembly is designed as a multi-functional system that can serve different purposes depending on the deployed position of the elongate structure. In the first deployed position, it functions primarily for takeoff with maximized ground clearance. In the second deployed position, it functions for landing with maximized rotation angle and energy absorption. This universality allows a single assembly design to handle multiple operational scenarios optimally
Data Source
Figure 1
Figure 2
Figure 3
AI summary
A method and apparatus for positioning a tail skid assembly for a maximum rotation angle for an aircraft may be provided. A determination may be made as to whether the tail skid assembly is to be deployed for takeoff or landing. A set of parameters may be identified based on a determination of whether the tail skid assembly is to be deployed for takeoff or landing. A desired maximum rotation angle for the aircraft may be identified using the set of parameters. The tail skid assembly may be deployed to allow the desired maximum rotation angle for the aircraft.