Aircraft having thrust to weight dependent transitions
An aircraft includes an airframe having first and second wings with first and second pylons extending therebetween and having a two-dimensional distributed thrust array of outboard propulsion assemblies attached thereto. A flight control system is coupled to the airframe and is operable to independently control a rotor speed and a thrust vector of each propulsion assembly. In a low thrust to weight configuration, transitions from the VTOL orientation to the biplane orientation include establishing a pitch down flight attitude while engaging in collective thrust vectoring of the outboard propulsion assemblies to maintain hover stability followed collectively reducing the thrust vector angles to initiate forward flight. In a high thrust to weight configuration, transitions from the VTOL orientation to the biplane orientation include maintaining a level flight attitude while collectively increasing the thrust vector angles of the outboard propulsion assemblies to initiate forward flight.
1. An aircraft operable to transition between thrust-borne lift in a VTOL orientation and wing-borne lift in a biplane orientation, the aircraft comprising:
an airframe having first and second wings with first and second pylons extending therebetween, the first and second wings each having first and second outboard nacelle stations;
a two-dimensional distributed thrust array attached to the airframe, the thrust array including a plurality of outboard propulsion assemblies coupled to the first and second outboard nacelle stations of the first and second wings, the thrust array operable to provide thrust for the aircraft; and
a flight control system coupled to the airframe and operable to independently control a rotor speed and a thrust vector of each of the propulsion assemblies;
wherein the flight control system is configured to:
select, based on whether the aircraft is in a low thrust to weight configuration or a high thrust to weight configuration, a transition procedure for transitioning the aircraft from the VTOL orientation to the biplane orientation; and
implement the selected transition procedure to cause the aircraft to transition from the VTOL orientation to the biplane orientation;
wherein, in the low thrust to weight configuration, the selected transition procedure comprises establishing a pitch down flight attitude while engaging in collective thrust vectoring of the outboard propulsion assemblies to maintain hover stability followed by collectively reducing the thrust vector angles to initiate forward flight; and
wherein, in the high thrust to weight configuration, the selected transition procedure comprises maintaining a level flight attitude while collectively increasing the thrust vector angles of the outboard propulsion assemblies to initiate forward flight.
2. The aircraft as recited in claim 1 wherein the outboard propulsion assemblies further comprise unidirectional thrust vectoring propulsion assemblies.
3. The aircraft as recited in claim 1 wherein the outboard propulsion assemblies further comprise omnidirectional thrust vectoring propulsion assemblies.
4. The aircraft as recited in claim 1 wherein the low thrust to weight configuration further comprises a thrust to weight ratio of the aircraft below a predetermined threshold.
5. The aircraft as recited in claim 4 wherein the predetermined threshold is about 1.4.
6. The aircraft as recited in claim 1 wherein the low thrust to weight configuration further comprises a thrust to weight ratio of the aircraft between about 1.1 and about 1.4.
7. The aircraft as recited in claim 1 wherein the high thrust to weight configuration further comprises a thrust to weight ratio of the aircraft above a predetermined threshold.
8. The aircraft as recited in claim 7 wherein the predetermined threshold is about 1.7.
9. The aircraft as recited in claim 1 wherein the first and second wings each have first and second inboard nacelle stations; and
wherein the thrust array further includes a plurality of inboard propulsion assemblies coupled to the first and second inboard nacelle stations of the first and second wings.
10. The aircraft as recited in claim 9 wherein the outboard propulsion assemblies are omnidirectional thrust vectoring propulsion assemblies and the inboard propulsion assemblies are non thrust vectoring propulsion assemblies.
11. The aircraft as recited in claim 9 wherein the outboard propulsion assemblies are longitudinal thrust vectoring propulsion assemblies and the inboard propulsion assemblies are lateral thrust vectoring propulsion assemblies.
12. The aircraft as recited in claim 9 wherein the first and second pylons each have an inboard nacelle station; and
wherein the thrust array further includes an inboard propulsion assembly coupled to each of the inboard nacelle stations of the first and second pylons.
13. The aircraft as recited in claim 12 wherein the outboard propulsion assemblies are omnidirectional thrust vectoring propulsion assemblies and the inboard propulsion assemblies are non thrust vectoring propulsion assemblies.
14. The aircraft as recited in claim 1 wherein the pitch down flight attitude while engaging in collective thrust vectoring of the outboard propulsion assemblies to maintain hover stability further comprises a pitch down flight attitude of between about 10 degrees and about 20 degrees.
15. The aircraft as recited in claim 1 wherein the pitch down flight attitude while engaging in collective thrust vectoring of the outboard propulsion assemblies to maintain hover stability further comprises a pitch down flight attitude of between about 20 degrees and about 30 degrees.
16. The aircraft as recited in claim 1 wherein, in the low thrust to weight configuration, the selected transition procedure further comprises collectively reducing in the thrust vector angles and increasing the pitch down attitude until the thrust vectors are substantially horizontal and the wings are substantially horizontal.
17. The aircraft as recited in claim 1 wherein, in the high thrust to weight configuration, the selected transition procedure further comprises maintaining the thrust vector angles and increasing the pitch down attitude until the thrust vectors are substantially horizontal.
18. The aircraft as recited in claim 17 wherein, in the high thrust to weight configuration, the selected transition procedure further comprises collectively reducing thrust vector angles and increasing the pitch down attitude while maintaining the thrust vectors substantially horizontal until the wings are substantially horizontal.
19. The aircraft as recited in claim 1 wherein each of the propulsion assemblies furthest comprises an aerosurface and wherein, in the low thrust to weight configuration, the selected transition procedure further comprises collectively tilting the aerosurfaces to create a pitch down moment on the aircraft.
20. An aircraft operable to transition between thrust-borne lift in a VTOL orientation and wing-borne lift in a biplane orientation, the aircraft comprising:
an airframe having first and second wings with first and second pylons extending therebetween, the first and second wings each having first and second outboard nacelle stations;
a two-dimensional distributed thrust array attached to the airframe, the thrust array including a plurality of outboard propulsion assemblies coupled to the first and second outboard nacelle stations of the first and second wings, the thrust array operable to provide thrust for the aircraft; and
a flight control system coupled to the airframe and operable to independently control a rotor speed and a thrust vector of each of the propulsion assemblies;
wherein the flight control system is configured to:
select, based on whether the aircraft is in a low thrust to weight configuration or a high thrust to weight configuration, a transition procedure for transitioning the aircraft from the VTOL orientation to the biplane orientation; and
implement the selected transition procedure to cause the aircraft to transition from the VTOL orientation to the biplane orientation;
wherein, in the low thrust to weight configuration, the selected transition procedure comprises establishing a pitch down flight attitude while engaging in collective thrust vectoring of the outboard propulsion assemblies to maintain hover stability followed by collectively reducing the thrust vector angles to initiate forward flight followed by further collective reduction in the thrust vector angles and increasing the pitch down attitude until the thrust vectors and the wings are substantially horizontal; and
wherein, in the high thrust to weight configuration, the selected transition procedure comprises maintaining a level flight attitude while collectively increasing the thrust vector angles of the outboard propulsion assemblies to initiate forward flight followed by maintaining the thrust vector angles and increasing the pitch down attitude until the thrust vectors are substantially horizontal followed by collectively reducing thrust vector angles and increasing the pitch down attitude while maintaining the thrust vectors substantially horizontal until the wings are substantially horizontal.