Gulfstream Aerospace Corporation

Disclosed herein is a system that is mountable to an outer panel of a vehicle, such as an aircraft. A disclosed version of the system includes an an antenna component, a carrier frame, support fittings, and an aerodynamic fairing. The antenna component is coupled to the carrier frame, which includes a plurality of clevis attachment features. Each support fitting is couplable between one of the clevis attachment features and the outer panel of the vehicle. The fairing has an upper section and a lower section. The upper section has an opening defined therein. The lower section is configured and arranged for coupling to the outer panel of the vehicle. The opening is shaped and sized to accommodate at least a portion of the carrier frame, which is coupled to the upper section of the fairing.

Various non-limiting embodiments of a nozzle assembly for use with a propulsion system and a sleeve assembly for use with the nozzle assembly are disclosed herein. In a non-limiting embodiment, the nozzle assembly includes, but is not limited to, a nacelle. The nozzle assembly further includes, but is not limited to, a sleeve assembly mounted within the nacelle downstream of the engine. The sleeve assembly is configured to receive the mass flow from the engine and to guide the mass flow to an exit of the propulsion system. The sleeve assembly is comprised of a plurality of sleeve segments arranged in a circumferential configuration. Each sleeve segment of the plurality of sleeve segments has an elongate body that is longitudinally aligned with a longitudinal axis of the sleeve assembly.

An aircraft has a first principles takeoff processor (PCE), a predictive flight envelope protection processor (PFEP), and a maximum takeoff weight processor. The PCE is programmed to predict a liftoff location and an energy state of the aircraft at a liftoff on a runway. The PFEP is programmed to assess each of a plurality of potential trajectories for compliance with or violation of a predetermined flight envelope. The maximum weight processor is programmed to: indicate that the aircraft may takeoff at the aircraft weight when any one of the plurality of potential trajectories is in compliance with the predetermined flight envelope; iteratively reduce an input of the aircraft weight to the PCE until the PCE indicates that any one of the plurality of potential trajectories is in compliance with the predetermined flight envelope; and indicate that the input of the aircraft weight as reduced is a maximum allowable takeoff weight.

A nozzle assembly includes a sleeve defining a pathway, the sleeve disposed within a nacelle. The pathway and an internal surface of the nacelle guides a mass flow from an engine to an exit of the propulsion system. The sleeve is configured to move between a forward position an aft position within the nacelle aft of the engine. The sleeve has a protruding portion that extends towards a center of the pathway and that defines a smallest internal diameter of the sleeve. The sleeve includes a plurality of sleeve segments that are longitudinally aligned and circumferentially arranged to form the sleeve. The sleeve segments are configured to move circumferentially closer as the sleeve moves in a first direction within the nacelle and to move circumferentially further apart as the sleeve moves in a second direction within the nacelle. An actuator is coupled with, and is configured to move the sleeve.

A sidewall assembly includes a window and a sidewall portion having an inner-facing side and at least partially surrounding the window. The sidewall assembly further includes a transparent display panel coupled to the sidewall portion covering the inner-facing side of the sidewall portion and the window. The sidewall assembly further includes a display controller operatively coupled with the transparent display panel. The sidewall assembly further includes a window shade movable between an open position to allow light to pass between the window and the transparent display panel and a closed position to obstruct light from passing between the window and the transparent display panel. The sidewall assembly further includes a blackout feature disposed between the window and the transparent display panel and a blackout control device configured to control the blackout feature to selectively obstruct light from passing between the window and the transparent display panel.

Various non-limiting embodiments of a nozzle assembly for use with a propulsion system and a sleeve assembly for use with the nozzle assembly are disclosed herein. In a non-limiting embodiment, the nozzle assembly includes, but is not limited to, a nacelle. The nozzle assembly further includes, but is not limited to, a sleeve assembly mounted within the nacelle downstream of the engine. The sleeve assembly is configured to receive the mass flow from the engine and to guide the mass flow to an exit of the propulsion system. The sleeve assembly is comprised of a plurality of sleeve segments arranged in a circumferential configuration. Each sleeve segment of the plurality of sleeve segments has an elongate body that is longitudinally aligned with a longitudinal axis of the sleeve assembly.

An aircraft has a first principles takeoff processor (PCE), a predictive flight envelope protection processor (PFEP), and a maximum takeoff weight processor. The PCE is programmed to predict a liftoff location and an energy state of the aircraft at a liftoff on a runway. The PFEP is programmed to assess each of a plurality of potential trajectories for compliance with or violation of a predetermined flight envelope. The maximum weight processor is programmed to: indicate that the aircraft may takeoff at the aircraft weight when any one of the plurality of potential trajectories is in compliance with the predetermined flight envelope; iteratively reduce an input of the aircraft weight to the PCE until the PCE indicates that any one of the plurality of potential trajectories is in compliance with the predetermined flight envelope; and indicate that the input of the aircraft weight as reduced is a maximum allowable takeoff weight.

Flight control systems, flight control laws, and aircraft are provided. An flight control system includes an input configured to receive a pitch rate command, a processor operative to receive the pitch angle command, to calculate a pitch angle saturation limit, to compare the sum of the pitch rate command, the scaled pitch rate, and the scaled pitch angle to the pitch angle saturation limit, to convert the pitch rate command system to the pitch angle command system in response to the sum exceeding the pitch angle saturation limit value to limit the pilot pitch-up pitch rate command, and to couple the pitch rate command to an aircraft control surface for the failure case of one of control surface, and the aircraft control surface configured to adjust an aircraft control surface setting in response to the pitch rate command and/or pitch angle command to protect an aircraft from being in stall condition.

A nozzle assembly includes a sleeve defining a pathway, the sleeve disposed within a nacelle. The pathway and an internal surface of the nacelle guides a mass flow from an engine to an exit of the propulsion system. The sleeve is configured to move between a forward position an aft position within the nacelle aft of the engine. The sleeve has a protruding portion that extends towards a center of the pathway and that defines a smallest internal diameter of the sleeve. The sleeve includes a plurality of sleeve segments that are longitudinally aligned and circumferentially arranged to form the sleeve. The sleeve segments are configured to move circumferentially closer as the sleeve moves in a first direction within the nacelle and to move circumferentially further apart as the sleeve moves in a second direction within the nacelle. An actuator is coupled with, and is configured to move the sleeve.

An aircraft has a first principles takeoff processor (PCE), a predictive flight envelope protection processor (PFEP), and a maximum takeoff weight processor. The PCE is programmed to predict a liftoff location and an energy state of the aircraft at a liftoff on a runway. The PFEP is programmed to assess each of a plurality of potential trajectories for compliance with or violation of a predetermined flight envelope. The maximum weight processor is programmed to: indicate that the aircraft may takeoff at the aircraft weight when any one of the plurality of potential trajectories is in compliance with the predetermined flight envelope; iteratively reduce an input of the aircraft weight to the PCE until the PCE indicates that any one of the plurality of potential trajectories is in compliance with the predetermined flight envelope; and indicate that the input of the aircraft weight as reduced is a maximum allowable takeoff weight.