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    CANARD POSITION AND DIHEDRAL FOR BOOM REDUCTION AND PITCH / DIRECTIONAL CONTROL Related U.S. Application Data (63) Continuation-in-part of application No. 10 / 652,128, filed on Aug. 29, 2003, now abandoned. Supersonic aircraft comprises a fuselage extending forward and aft, wings coupled to lateral sides of the fuselage. Canards are configured to generate shocks that wrap around the

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    CANARD POSITION AND DIHEDRAL FOR BOOM REDUCTION AND PITCH / DIRECTIONAL CONTROL Related U.S. Application Data (63) Continuation-in-part of application No. 10 / 652,128, filed on Aug. 29, 2003, now abandoned. Supersonic aircraft comprises a fuselage extending forward and aft, wings coupled to lateral sides of the fuselage. Canards are configured to generate shocks that wrap around the

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    28 просмотров26 страниц

    Us 20060237580

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    kodandant
    CANARD POSITION AND DIHEDRAL FOR BOOM REDUCTION AND PITCH / DIRECTIONAL CONTROL Related U.S. Application Data (63) Continuation-in-part of application No. 10 / 652,128, filed on Aug. 29, 2003, now abandoned. Supersonic aircraft comprises a fuselage extending forward and aft, wings coupled to lateral sides of the fuselage. Canards are configured to generate shocks that wrap around the

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    'US 200602: cu») United States 2) Patent Application Publication co) Pub. No.: US 2006/0237580 A1 6 76) en @y Cuccias et al. CANARD POSITION AND DINE BOOM REDUCTION AND PITCI/DIRECTIONAL CONTROL RAL FOR Inventors: Robert S. Cusetas, Lancaster, CA (US); John M. Morgenster Laneaster, CA (US); Alan B. Arslan, Santa Clarita, CA (US), Howard L Monterey Park, CA (US) Conesponilence Address: KOESTNER BERTANI LLP. 18662 MACARTHUR BLVD SUITE. 400 IRVINE, CA 92612 (US) Appl. Nos 1/147,636 Filed: Jun. 7, 2008 @) oy ony on 3758081 (43) Pub. Date: Oct. 26, 2006 Related U.S. Application Data Continuation-in-part of application No. 101652,128, filed on Aug, 29, 2003, ast abandoned. Publication Classification Int. Beic40 (2006.01) Betc 3000 (2006.01) us. cL 24/1 N; 24435. A ABSTRACT A supersonic aircraft comprises a fuselage extending for ‘ward and aft, wings coupled to Io sides of the fuselage, ‘and canaeds coupled to lateral sides of the fiselage forward fof the wings. The individual canards are configured to ‘zenerte shocks that wrap around the fuselage and intersect ‘ith wing leading edges on opposing sides ofthe fuselage —— Patent Application Publication Oct. 26,2006 Sheet 1 of 17 US 2006/0237580 AI 124 440 | 108 122 116 120 104 FIG. 1A 0000 102 10% 100s Patent Application Publication Oct. 26,2006 Sheet 2 of 17 US 2006/0237580 AI 104 118 FG. 1B 100 Patent Application Publication Oct. 26,2006 Sheet 4 of 17 US 2006/0237580 A1 < FIG. 2 I | 2 oO ; = Patent Application Publication Oct. 26,2006 Sheet 5 of 17 US 2006/0237580 AI FIG. 3 -——_ — —=— __\ \ L Lt | ] Tof17 US 2006/0237580 AI ublication Oct. 26, 2006 Sheet VS OW Patent Application Publication Oct. 26,2006 Sheet 8 of 17 US 2006/0237580 AI FIG, SB US 2006/0237580 A1 Patent Application Publication Oct. 26,2006 Sheet 9 of 17 SNOLLVIONNNNY ONTIOLINOW SMLV.LS d0OT-das010 waLNdWwoo LNaWADVNVIN LHOM 9°O (O/IM) C GNVWWOD SS¥dAd CIONT TOS 909 7 WALSAS orinvudxn AOS ASHI (OT/IH) GNVWWOD 1109 Ad UO ASHA YO ada (19/07/1H) WOVACHA NOLLISOd SATVA LAT Roe Tireicis (OT/IH) NOILV.LIOXS LOAT W¥a 2 SATA OrmMvudAH (OT/IH) | GNVAWOD SsvdXd GIONS TOS D/O TIM) AOVEGAad NOLLISOd WVU LAAT 809 CIOSINV GAT WOVECaaS 80S ‘009 YOLVNLOV WACNVL TvnG z09 US 2006/0237580 AI Patent Application Publication Oct. 26,2006 Sheet 10 of 17 “NOISNSLXS KONTOWINT > - Lod “LINI ple. ‘wad ! LUINI SM\N i TMOO LHOM gt LIMO9 13g7 | 12} a7 LAINI SAN WOL¥A Sl WOLVA soo saa] P saivud -waaany ar 7 ci Lacan ane 12 NOwTTV Nowa TV CUYN¥D GUYN¥O YOLVA BOLVA an 808 ea ‘HON suacan ane ancan ant onl WOLYA ‘NOWSIV NOWIIY ‘EVNVD VND -yaaany 407 ‘uaaany GIT cum an a ec Lath NOW NOuaay NOWI¥ Nowa YOLWA YWOIWA aura Ou an aw 2u1cana tou -wagany ¢o1 Nowniv Noma, ‘AYNVD cRIVNVO | Nowaiiy Nouri aw a 44a | Hon a aaa TINT WL vacant moo sHORE wacom WAL wacany] u CHOsINYW osinvnw bes OaINvW wT een DEA BENG) ANIA, iAH! oe, OHO wOaHO} stl ay adv ve Wov nav nav he MIOAWISHI Peace wioawasae F aVUISLOOS avuisiooa|—J oon FOL THWALSAS CAH 904 EH WALSAS CAH, uly aga1@ 20L 14 WHISAS CAH US 2006/0237580 AI Patent Application Publication Oct. 26, 2006 Sheet 11 of 17 sO wo 00 00 oro ovo" 00'0 a ovo 090 080 00" owt ae) Patent Application Publication Oct. 26,2006 Sheet 12 of 17 US 2006/0237580 AI 00 -0.02 0.04 -0.06 CM FIG. 9 0.02 0.04 0.06 0.35 0.30 0.25 0.20 0.15 0.10 0.05 0.00 -0.05 -0.10 12 US 2006/0237580 AI Patent Application Publication Oct. 26,2006 Sheet 13 of 17 Ol Dd HOVW gL 1 v1 a or 80 90 +0 zo a £=GUYNVO. 80°0- 90°0" +0'0" 700" 0 8 onl DE+=UVNVD 000 zoo +00 90°0 80°0 oro wov Patent Application Publication Oct. 26,2006 Sheet 14 of 17 US 2006/0237580 AI US 2006/0237580 AI Patent Application Publication Oct. 26,2006 Sheet 15 of 17 we0-X ‘9071 Va LNSTVAINODT dart Patent Application Publication Oct. 26,2006 Sheet 16 of 17 US 2006/0237580 AI FIG. 13D LOW BOOM FIG. 13B V convenTionst <<] FIG. 13A X GROUND q Patent Application Publication Oct. 26,2006 Sheet 17 of 17 US 2006/0237580 AI AREA DUE TO LIFT AXIAL LOCATION FIG, 14 GEOMETRIC AREA VaMV TALLIS US 2006/0237580 AI CANARD POSITION AND DIHEDRAL FOR BOOM. REDUCTION AND PITCH/DIRECTIONAL ‘CONTROL, BACKGROUND OF THE INVENTION [0001] The global economy makes long range business teavel more essential than ever. However, ther than C ‘corde, with presence declining as transatlantic tights have ‘discontinued, the pace of business tavel remains at 1960" ‘era speeds, Technology advances have produced longer range, safer, and more comfortable aireraft—but not faster flights [0002] Supersonic overland capability and range are driv fers of market potential for aireraft in the commercial and business sector. Buyers of supersonic commercial aircraft are expected to be from entities such as corporations, ovemments and goverment agencies, and high net-worth individuals. Most operators are expected to be large orga- nizations, for example corporations and governments, with isticnted Right departments thet can manage multiple raft types Flights are expected to depart and arive in a ‘wide range of environment, from large iaterationsl and national airports to smal lea airfields or suburban aieports, with or without substantial service capabilities. [0003] Although a supersonie sireraft for usuge in com- ‘mercial and business environments i to have many charae- teristics ofa high-performance military aircraft, Might char- scteristis, operations, maintenance, and cos! should be ‘compatible to business or commercial realm. The areral should be compatible with the infrastrcture, servicing and ‘operations experience base, and ai tle contol system of the extant civil business jet. [0004] The user community expects the aircraft to be ‘usable not only in large, urban international hus but also in suburban airports so tat compatiblity with shorter eanway Fengths, narrower taxivays, and lower maximum gross ‘weight surfaces is desirable. Servicing and maintenance ‘compatibility with personnel, equipment, and capabilities ound at well-equipped fixed based operstors (FHOs) and maintenance faite is highly useful [0005] Many ofthe desirable features of supersonic civil- fan aiterat, particulary low-boom performance and. long range, are very dificult to attain, Bill Sweetman in “Flights ‘of faney take shape from Jane"s (www ianes com)”, 21 Jul 2000, ‘discusses the United States Defense Advanced Research Projects Agency (DARPA) Quiet Supersonic Plt- form (QSP) program that i intended to develop an eficient supersoni-eruise airralt that does not produce a sonic boom. The difficulty of such a result is indicated by the agency’s admission that only a revolutionary design will, meet the goal, and that incremental application of new technologies, or integration of existing. technologies, is ‘expected tobe insficient ta atain the redced oom gol [0006] Extension of aircraft range involves balancing of uo} eapacity, payload volume, fuel consumption at desired speeds, aerodynamic, and other factors, Reduction of aero- ‘dynamic drag ean assist in extending range, reducing sonic boom, anc improving areraft performance, SUMMARY OF THE INVENTION [0007] What are desired are an aircraft and constituent ‘components that enable supersonic flit by applying new Oct. 26, 2006 technologies and an innovative aircraft design approach ‘What is further desired is an aircraft that can significantly seduce travel times, for example by a lactor of 0 trough supersonic eruse speed capability, while retaining extending cruise ranges and spacions passenger comfort. In various ‘embodiments, he spd advantage ean be achieved with aa environmentaly-friendly design, compliant wth takeoff and landing noise standards, engine emission requirements, and frocheing very sof son signate ding. soperonic [0008] In accordance with some embodiments, a super. Sonic aircraft comprises a fuselage extending forward and ffl, wings coupled 0 lateral sides of the fuselage, and teanards coupled to lateral sides ofthe fuselage forvand of ‘the wings, The individual canard are configured to genecate shocks that wraparound the fselage and intersect with wing Teading edges on opposing sides of the fuselape BRIEF DESCRIPTION OF THE DRAWINGS [0009] Embodiments of the invention relating. both Structure and method of operation, may best be understood by referring tothe following description and accompanying rawings. [0010] FIGS. 1A, 1B, and 1C are schematic pitoral agrams that respectively illustrate side, front, and top viewsofamenbotinatcfapeonic a wil ant ion, dihedral, and differential deflection for sonic boom Fslction, nd pitch and diretional conto [0011] FIG. 2 is a highly sehematie pictorial diagram showing an aircraft frontal with diflerenisl canard dellc- tio. [0012] FIG. 3 isa schematic pictorial diagram depicting a {op, cut-away view of the aircraft embodiment near the canard [0013] FIG. 4 is schemati pictorial diagram that shows top, cutaway view of a let canard [0014] FIGS. 5A.and SB are schematic pictorial diagrams that illustrate side and bottom perspective views of an embodiment of « superionic aircraft including a controller ‘that manages the sireraft effectors, incuding The canard to modify the aircraft lift distibution to reduce or minimize the aircraft sonie boom, [0015] FIG. 6s «schematic bloc diagram that shows: ‘example a flight control actuation architecture embodimes that cat be used asthe controller, [0016]. FIG. 7s. schematic block diagram that depicts an tembodinient of a suitable hydraulie power and distribution system architecture for supplying actuating power to the teanards and other effectors and systems [0017] FIG. 8 isa graph showing an example ofa control configuration that can be controled by the Vehicle Manage- ‘eat Computers in an embodiment of the supersoni aircraft ‘o ata longitudinal stability and control during takeofT and lading [0018] FIG. 9 is a graph illustrating an example of ‘control configuration that ean be controlled by the Vehicle ‘Management Computers in an embodiment of the super- sonic aircraft to attain longitudinal stability and control uring supersonic cruise US 2006/0237580 AI [0019] FIG. 10 sa praph that shows an example of eanard Pitch control effectiveness as managed by the Vehicle Man- nent Computers in an embodiment of the supersonic al [0020] FIG. 11 is a schematic pictorial diagram tat ilstrates an embodiment of a supersonic aireraft with a ‘canant configured for sonie boom reduction, and pitch and directional contral [0021] FIG. 12s a graph and schematie pictorial view of ‘an airrall showing aa example ofa technique for minim ing or reducing sonie boom effects sing the eanard, [0022] FIGS. 134, 13B, 13C, and 13D is a series of raph illustrating the theory upon whieh a ow sonie boom Signature is attained by controlling deployment of the ‘canard, reducing sonic boom loudness while maintaining, Jong supersonic range. 14 is graph that farther illostates theory of ation to reduce sonic boom sign ture, showing elective area against axial location along the Jongitudinal axis of the airerat. DETAILED DESCRIPTION OF THE EMBODIMENTS, [0024] Referring to FIGS. 1A, 1B, and 1C, schematic Pictorial diagrams respectively showing side, Iron, and top views of an embodiment of a supersonic aireraft 100, The rraft 100 comprises the fusclage 101 extending Forward ‘and aft slong s longitudinal axis and having. lower sueface ‘and an upper surfce. A wing. 104 ie coupled to the faseloge 101, The aireaft 100 has a canae 102 coupled onto the fuselage 101 at a position forward of the wing 104 at an ‘elevated location. The elevated positioning of the canard 102, ‘on the fselage 101 enables sreching of the aerating Jength, resulting in an effective area distribution that attains a shaped sonic boom signature. [0025] The eanards 102 havea dihedral that i sulciently high t increase the airraft lifting length and attain a target ‘equivalent area distribution for low sonic boom perfor. mance. The canard 102 operates as a longitudinal power ‘contol device that is particularly effectively during tkeo! ‘and in high-speed ight. The canard 102 also functions to fine tune the aircraft longitudinal trim condition. The canard 102 augments rudder operation by supplying yaw control power when left and right canard surfaces are deflected “ifferentialy. [0026] Inthe illustrative embodiment, the canarde 102 can be controlled with differential deflections to enable direc- tional control. Refering to FIG. 2, a frontal view of the sireraft 100 shows an airera 100 with two canards 102 ‘coupled to opposing sides ofthe fuselage 101 atthe elevated position on the body’ 101, The high dihedral of the canards 102 and differential deflection to exploit asymmetric lift on the eanards for directional control. The eanards 192 can be “ifferentaly controlled to deploy at different angles, othe same angle, illustrative shown as angles cand a. [0027] Symmetric deflection of the canards 102 enables, setting ofthe angles on different sides of the fuselage 101 ‘and, in combination with the relatively high position ofthe ‘canands 102. the body 101, inces itn the fuselage 101 ‘andthe wing 104 on respective opposing sides of the body Oct. 26, 2006 101, causing lift fom the canard 126 and body lift o blend into Lift produced by the wing 104 [0028] Refering to FIG. 1C, control effectors are shown or the supersonic aiterafi 100. Two sets of surfaces are available for pitch control including the canards 102 and 1 124. Roll control uses ailerons 128 and high les 130. Yaw contro is supplied by a der 140, ‘ldervators 124, snd differential canard 102, [0029] In combination with the canards 102, the super Sonic aireraft 100 has multiple stability and control effectors. ‘The canard 102 and symmetric defections of the rulderva- tors 124 contol pitch power. A vertical rar 140 controls ya Inboard, midboard and outboard ailerons 128, and the high spood roll spoilers 130 control roll, The segmented ailerons 128 provide both roll control posser and automat ‘wing camber coateol o optimize lift and drag thoughout the flight envelope, The roll spoilers 130 are configured to control roll at supersonic Mach numbers. High-spood spi fen) 130 supplement aileron roll power at tansonic and Supersonic speeds where Mach number and aeroslastic cllets reduce aileron eflectiveness [0030] In an illustrative embodiment, tiling edge (TE) {aps 132 are deployed 30° dawn to generate additional lit during landing. TE fap deployment reduces angle-of-attack specications by approximately 2° during landing. During sovond-segment climb, the TE laps 132 are extended 10° 10 improve the li-to-dmg ratio for better elim performance, [0031] Leading ede (LE) Krueper flaps 134 are extended 130° for low speed operations including taksof, approach and landing. The LE Krueger faps 134 improve lift-to-drag imb performance that in case of engine malfunc- [0032] In some embodiments, the aireraf 100 can be configured with a high lit system that includes simple inboard tiling edge Naps 132 and a full-span leading ede ‘Krueger flaps 134. Some sireraft embodiments ean have son-Krueger leading edge flaps, [0033] The multiple control surfaces of the supersonic aircraft 100, for example the ruddervators 124 inboard and ‘outboard design, enable continued operation and landing following single actuator failure ora single control surface jamming. Dilerenialeanatd defect ‘ing moment to counter a jammed rudder. Ailerons 128 and ‘nkldervators 124 include multiple surfaces, increasing ft tolerant capability and supplying redundant elements for improved eelisbilty [0034] Referring again to FIGS. 1A, 1B, and IC, in the illustrative areraft 100, shaping of the wing 104, body 101 tempennage 120, and the integration of the propulsion sy {em 116 are configured to produce a shaped sonic signatnre and control supersonic eruse drag. An inverted Vail geom- etry 108 Facilitates the overall ow-boom design an sup- ports nacelles 122 in an appropriate postion relative to the Wing 104, as well as enabling for tim to attain a tow sonie-boom i distribution. Inverted Val control surfaces, called ruddervators 124, adjust the aireraftlongittinal Tit tistrbution throughout the fight envelope to maintain a Jow-boom, low-drag trim condition. The canard 102 sup- plies additional trim contol and augments longitudinal onto] power US 2006/0237580 AI [0035] In various embodiments, the illustrative airerat 4100 may include one oF more Of several advancements sluding addition of an all-lying canard 102, an optimized Wing 104, incorporation of leading edge Maps 134 and spoilers 130, and a reconfigured body or fuselage 101, The ‘canard 102 improves takeoff rotation and high-speed con- ttol, Wing planfoem and airfoil shapes are configured 10 assist high-speed performance, low-speed performance, low Sonic boom, stability and conteo, and structural mass frac- tion characteristics, Sizes of the inverted Vetal 108 ad fins ‘can be configured (0 improve both structural and aerody= namie integration, benefiting both weight and drag cham: teristics, Flaps 134 improve taksoft performance. Spoilers 130 assist high-speed roll conto [0036] The itlustative sirera 100 has a wvin-engine, slender-body configuration wih a highly swept low aspoot ratio wing 104, a configuration highly appropriate for low boom periormance. Th aft engine location beneath the wing 104, in combination with a highly integrated wing/nlet geometry. produce bath low-boom compaibility and low ‘nletnacelle installation drag. The inverted Vtail geometry 4108 supplies both a low sonic-boom performance while ‘generating longitudinal rim in eruise, and structural suppor Tor the engine/nacelle installation, [0037] Some embodiments of the aircraft 100 implement ‘one of more of sever features inching a mult-spar wing 104, a fuselage structure 101 with stringer-stffened skins supported by frames. canards 102 that are integrated with the pressurized fuselage cabin stricture, and af-locaed engines 116 supported by 2 tonque-box structure that extends aft of the wing 104 ans is attached to te inverted V-sils 108 [0038] Referring to FIG. 3, a schematie pictorial diagram depicts atop, cut-away’ view of the sircraft 100 embodiment in the vicinity of the canard 102. The canard 102 ean be particularly effective during takeoif and in high-speed igh. ‘The canard 102 augments the rider 140 by supplying substantial yaw control power when the fet and right canard surfaces ane deflected differentially. The diagram shows left ‘and right canand control surfaces 2021. and 202R, canard leading edges 2041, and 204R, and canard rotation joints 2061, and 206R. Also shown is the body oF fuselage 101 ‘enclosing a flight crew compartment 208 and a passenger ‘compartinent 210. The left and right canard contol surfaces 202L and 202K can pivot bout the rotation joints 206L. and 2008. [0039] Referring to FIG. 4, a schematic pictorial diagram shows. top, cut-away view ofalelt canard 102. Thecanards 102 are each driven by a linear electromechanical aetwator (EMA) 402. In an illustrative embodiment, the canard Surface 404 can rotate 30° about the pivot 406, The canard 102 is wed to contro pitch and ean also be dithered for yaw: The dihedral of the canard enables directional contol ia addition to pitch contol capabilities. In alternative embod ments, a hydraulie actuator can be used to drive motion of the canard, The illustrative eleewomechanical atuator 402 thre electric motors for tiplex redundancy. To tate servicing, the actustor 402 can be accessible for maintenance fiom inside the aireraR cabin at a position above avionies bays. An advantage of the eletromechanical ‘actuator over a hydraulic actuator i lower noise operation, resulting in raduced sound damping between the actuator ‘andthe eabit Oct. 26, 2006 [0040] The actuators 402 19 multiple canards 192 enable erential control of the canards 102 to induce lift on the uselage 101 andthe wing 104 on opposing sides of the body 101 to cause canard lift and body Tift to blend into Tilt produced by the wing 104 [0041] Referring to FIGS. $A and SB, schematic pitorial diagrams show side and bottom perspective views of an fembodinient of a supersonic aircraft S00. The supersonic aircraft $00 comprises a fuselage $02 that extends forward And aft along a longitudinal axis and has a lower surface and ‘an upper surface. A wing 504 is coupled to the fuselape $02 ‘Atleast two canals $06 are mounted st elevated positions ‘on opposing sides of the fuselage $02, The canards $06 are capable of independent and differential deflection for dinee- ‘ional conto. The aieraft 500 further comipises«coateller 508 that is communicatively coupled tothe canands 506, The controller $08 includes 2 process for differentially control Ting the canards 506 to modify the aircraft lilt distribution to rede of minimize the sizerat sonic boom, The canards $06 hue dibedral sufficiently high to increase aireraf ing Jength and attain a target equivalent area distribution for low sonic boom performance, [0042] ‘The controller 508 performs analysis and generates Signals to direct multiple sieraft systems and control efec- tors, The illstrative airerat $00 bas an inverted Vail S14 attached to the fuselage 502 and wing $04. Other embed ‘meals may utilize a diferent ail configuration, for example 4 Pal or other forms, The illustrative inverted tail S14 thas a enteal veil stabilizer $16, inverted stabilizers S18 coupled to sides ofthe central verical stabilizer $16 and also coupled to the fuselage $02, The inverted stabilizers S18 fssst the fselage 502 in supporting engine nacelles 12. The inverted Vail S14 also includes udervators 520 tat are pivotally coupled tothe inverted stabilizers $18 and can hhwve operations managed by the contoller 508. Generally, the contolle 308 controls the ruddervators 820 wo move up ‘and down together for longitudinal contol. [0043] ‘The rudlervatos $20 can be configured with suf- Ticient torsional stilfaess to reduce or minimize Mater es ing from ruddervator rotation coupling with Vaal bending ‘and torsion, Ruddervators $20 have appropriate actuator Thess and. raddervator torsional stillness, slong with a ‘Val mass distibution controlled using ballast weight 10 manage raddervator rotation coupling with Vail bending ‘and torsion, The rxldervators §20 can be symmetically deflected in combination with the eanards to supply pitch ‘control powver. The vertical rudder $24 supplies yate control ‘with roll contol supplied by inboard, board, and mide board ailerons, and high speed rll spoilers [0044] The contwller S08 also manages other control effectors in combination with the canards 04 and the ‘axldervators 820, including lealing ge Krueger Maps 522 trailing ede Nps $26, silerons 28, and spoilers $30 [0045] Referring to FIG. 6, a schematic block diagr shows an example a flight control aetwation architectare embodiment 600 that can be used as the contoller S08. Ia the illustrive example, primary light control sctustion ‘uses "Fly-by- Wire" dial tandom finear hydrales with tiple electronic redundaney. Dual tandem actuation 602 is pow ered by two independent hydraulic systems 604 and 606 and Sized for full ted performance based on a single system ‘operation. The ight control system is closed-loop and US 2006/0237580 AI ‘commanded by the Vehicle Management Computers 608, “The flight contol system 600 performs contol law imple mentations to produce arcealt handling qualies theovgliout flight. The system 600 can implement outer loop control modes such as Attopilot, Autolanding, and Auto collision ‘avoidance control, The Might contol actuation system 600 ‘can also execute system integrity and health management functions. Varions types of actuators can be implemented ‘including, for example, Dual Tandem hydraulic actors, Simplex hydraulic actuators, Rotary vane hydraulic act ‘ors, multiple eylinders hydraulie actuators, integrated rotary ‘elecicomechanical aewators (REM), and the like [0046] The fight management computers 608 can imple ment a process that ciferentially contol te eanards 506 t0 induce lift om the fuselage $02 and the wing $04 on respoctive opposing sides of the fuselage 502 to cause lift from the canard and body lift to blend into Tift produced by the wing. The computers 608 further controls the canards 506 to stretch the aircraft lifting length and tilor the effective area distribution to produce a shaped sonic boom signature. Differential contol ofthe canard $06 can be used to ofliet eflects ofthe canard dihedral [0047] The control effector configuration, controlled by’ the Vehicle Management Computers 608, uses redundant ‘contol surfaces, enabling continued safe ight and landing in event of single actuator failure or mechanically jammed ‘contol surface. Redundancy is extended tothe ailerons and ruddervators, which are also designed into multiple surfaces {or increased fault tolerance and improved overall safer. [0048] The Vehicle Management Computers 608 imple ment processes for controlling the effecor, ineluding the ‘canands 102 to distribute lift to reduce or minimize sonic Sanature and to deve the sireraft co relaxed stability, Ia an ‘lustre embodiment, wo electronic Might contol sys- tems are used to give superior handling qualities and optimal performance throghout the ight envelope. The ist system ‘8a fill-authority Fly-By-Wire system designed for stability tnd handling qualities and determining the basic dynamic response of the airraf. [0049] The second slight contro system is an aetive cons terof-grvity (CG) management system. As fuel is burned throughout the mission, the CG management system redis- tributes the remaining fvel to maximize mange and trim to achieve sonie boom signature rxluetion. The CG manage- ment system also enables the canard, wing and inverted ‘ati to interact in harmony to lift the vehicle ellciently for maximum range while produciag a low sonie boom signa- [0080] Referring w FIG. 7, a schematic block diagram shows an embodiment of a suitable hydraulic poser and listeibuton system architecture 700 for supplying actuating power to the canards 712 and other elfetors aa! systems For high reliability the system 700 is highly redundant with hydraulic system supplying three independent sources 702, 704, 706 of hydraulic power to operte primary Aight ‘controls, landing gear 714, nose wheel steering 716, wheel brakes 718, and thrust reversers 720. The thee independent systems 702, 704, 706 give tiple redundancy for continued sale fight snd landing, [00S1] _Hiydrsulic power forthe systems is supplied by two ‘engine driven pumps 722 and an AC motor pump 724 on Oct. 26, 2006 system 1702 and system 2704, The engine driven fn operate continuously while the AC ‘operate on demand basis, Adlitionaly, dhe AC motor pumps 724 are an extra source of hydraulic power that gives redundancy within each system, The AC motor pumps 724 fan be operated on the ground for system checkout without running the engines or using a hydrauli ground ears, [0082] _Systom 3706 has two air driven pumps 726 and an AC motor pump 724, One air driven pnp 726 operates continuously while the other air driven pump 726 and the AC motor pump 724 operate on a demand basis, The AC ‘motor pump 724 in system 3706 can also be operated on the ‘around for system checkout without runuing the engines or ‘sing a hydraulic ground cart. System 3706 also inches a ‘rm air turbine 728 for emergeney hydraulic and eletrcal power in the event of dual engine fameost. The ram air turbine 728 is sized to supply hydraulic and electrical power to essential equipment from the verified altitude 10 safe Janding for level 3 handling quality. [0083] _Refering to FIG. 8, a graph shows an example of ‘control configuratio that can be controlled by the Vehicle Management Computers 608 in an embodiment of the supersonic aircraft o attain longitudinal stability and contol ring takeoff and landing. Pitch axis static stability and controllability are assessed by determining the lit coel- cient (CL) at 8 range of sireraft baseline pitch moment ‘oellicients (CM) with all conto surfaces at ull position fas shown in the graph, ‘The graph shows an example of @ ‘nominal center of gravity (CG) range of an aireraft embodi- [0084] Primary pitch contol surfaces inelude the canard And the ruddervatos. Total piteh control power is supplied by fll deflections ofthe canard and the ruddeevators, show in the CL vs. CM plot for the low speed takeof? 800 an Janding 802 condition. [0085] In the example, full canard tailing edge down ‘deflection i scheduled as «function of angle attach alpha (@) 10 peevent canaed stl. Full reiling edge dovsn is 30° at aS", 20° a cel 4, and 10° at a>14°. Pall TE wp cana is 30 deg. Intersection’ of center af gravity (CG) lines with the CL-CM curves are tim controls Trim control is appropriate forthe nominal CG range of the siceraft in takeofT 800 and landing 802 configurations [0086] In the example, contro! configurations are defined Aas canand plus raddervator deflections fom sums of -30 804 to 430 816 at increments of 10 [0087] Relering to FIG. 9, a graph shows an example of 8 control configuration that can be controlled by the Vehicle Mangement Computers 608 in an embodiment of the supersonic areraft 0 attain longitudinal stability and contol during supersonic eruise, The lt coelicient (CL) vs. pitch ‘moment coeficient (CM) plot is depicted for a supersonic ‘muse condition of Mach 1.8 and includes Mexible effets «due to aicraft bending. The ilustative aireraft embodiment is stable i the piteh axis inthe supersonic crise condition ‘Moving the centeroFaravity (CG) aft reduces eaoard trim. In the cenlerof-gravity (CG) range from about 40% to approximately 50M, the aircraft has adoquate control power Thr tim forthe crise angle-oF-attack a of 2 w 3 degrees. [0058] Referring to FIG, 10, graph shows an example of ‘sana pith control effectiveness as managed bythe Vehicle US 2006/0237580 AI ress of the canard ak measured by the pitching moment ‘coellicient ACM for various angles-oF-atack (a) and Mach ‘umbers and furher depicts flexible effects due to structural bending. Maximum canard deflections of =30° are used for low speeds and =10° for high speeds. With 10° defletion, the canard is effective throwghout the Mach range with ‘constant ACh of approximately 0.02. For higher angles-o- tack (a) at low Moch numbers, the canard is more elective pitch down than pitch up, for example ~0.07 ACM as ‘compared to 40,045 ACm, The canard ean be supplemented by other contol effector surfaces to altsn pitch contol in the subsonic Mach aumbers, particularly” during takeol rotation when large pitch up control moment is used. For low speed operations, combined nldervator and canard for pitch ‘contol can be employed. 1a schematie pictorial diagram trates an embodiment ofa supersonic areraft 1100 with ‘canard 1102 configured for sonic boom reduction, and pitch and directional contol. The aireraft 1100 comprises 2 fiselage 1104 extending forward and aft along a longitudinal axis 1106 A wing 1108 is mounted othe fuselage M04. Two ‘or more canards 1102 are mouated on opposing sides ofthe fiselage 1104 atthe elevated position 1110 on the fuselage side, The canards 1102 have differential deflection for dire: tional control. The aircraft 1100 further comprises a con: twoller 1112 that is communicatively coupled tothe canards 1102. The controller 112 js configured to execute a process {or symmetrically controlling deflection of the cananls 1102 that inereases the strength ofthe railing edge shock at the fuselage 1104, The shock wraps around the fuselage and inerscets the wing leading-edge 1108 on respective oppos- sides of the fuselage body 1104, causing a shock ‘cancellation effect whereby the wing leading-cdge suction (or expansion) is cancelled by the canand-induced shock, [0060] The dihedral of the eanards 1102 is configured so thatthe wing-tip vortex erated by each canard 1102 passes through the invered Vial channel and does not impinge on ‘any Wing oF til iting surfaces at ether subsonic or super- sonic cruise conditions [0061] Referring to FIG. 12, a graph and schematic pic= torial view of an aircraft 1100 show an example of & technique for minimizing or reducing sonic boom eects using the canard 1102. first graph shows the aireraft lif dsirbution 1200 along the longitudinal dimension of the reraft 1100. In the illustrative embodiment, the lift dist bution 1200 is combination of ft resulting fom the canard 1202 snd lift from the fuselage body and wing inckading specs ofthe sireraft horizontal structure and the propulsion installation 1204, [0062] A second graph shows the sieraft equivalent area sistibution 1208 resulting fom the aircraft aerodynamic ‘configuration. Jones-Geonge-Seebass-Darden sonic. boom minimization theory states a ground signature will have ‘minimum shock siren (ramp signature) by following & calculated equivalent area distribution 1206, defined by a program SEEB, which becomes a design goa. To attain the ‘Boal signature defined by the SEB curve 1206 for prode- termined flight conditions of sirraft weight, altitude, and Mach number, » contol procedure cither deducts from oF ‘adds to the configuration equivalent areas. Mach angle Oct. 26, 2006 cross-sectional areas 1208 of the airralt configuration be configured so that the sum of the volume and th contributions 0 the equivalent area distribution i less than for equal to the SEEB curve 400 in a contr procedare ‘ermed “volume boon-ruing.” Altematively, the aera Tit

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