Multi-positional tail skids and associated methods of use

• US 20040200930A1
• Filed: 04/11/2003
• Published: 10/14/2004
• Est. Priority Date: 04/11/2003
• Status: Active Grant

• Current Assignee: The Boeing Co.
• Original Assignee: The Boeing Co.
• Inventors: Bryant, Malcolm S., Miller, Douglas G., Brouwer, Todd B., Little, Daniel S., Tolzmann, Stanley E., Burggraf, Warren D., Zierten, Thomas A., Withington, Martin M., Bays-Muchmore, C. Byram
• Granted Patent: US 6,845,944 B2
• Time in Patent Office: Days
• US Class Current: 244/109
• CPC Class Codes: B64C 2025/005 Tail skids for fuselage tail strike protection on tricycle landing gear aircraft
• CPC Class Codes: B64C 25/00 Alighting gear air-cushion alighting gear B60V3/08

Abstract

Multi-positional tail skid assemblies and methods for their use. In one embodiment, a multi-positional tail skid assembly includes a skid member and a skid deployment system operably connected to the skid member. The skid member can include a first portion attachable to an aft portion of a fuselage and a second portion movable relative to the aft portion of the fuselage. The second portion can support a skid surface configured to contact a surface of a runway. The skid deployment system can be configured to move the skid surface between first and second positions. When the skid surface is in the first position, the skid surface is closer to the aft portion of the fuselage than when the skid surface is in the second position.

Claims

1. (Cancelled)

3. A tail skid assembly for use with an aircraft having a fuselage and a main wing, the aircraft further having a main landing gear extendable downward from at least proximate to the main wing, and a nose landing gear extendable downward from a forward portion of the fuselage, the tail skid assembly comprising:

a skid member having first and second portions, the first portion configured to be coupled to the fuselage aft of the main landing gear and the second portion being movable relative to the fuselage, the second portion supporting a skid surface; and

a skid deployment system operably connected to the skid member to move the skid surface between first and second positions, wherein the first and second portions of the skid member are telescopically coupled and configured to extend and retract along a longitudinal axis to move the skid surface between the first and second positions, wherein when the skid surface is in the first position the skid surface is closer to the aft portion of the fuselage than when the skid surface is in the second position, and wherein the skid surface is configured to contact a surface of a runway when the skid surface is in the first and second positions.

4. The tail skid assembly of claim 3 wherein the first portion of the skid member is configured to be fixedly attached to the aft portion of the fuselage.

6. The tail skid assembly of claim 3, further comprising a fairing at least partially attached to the skid member and configured to reduce aerodynamic drag caused by the skid member.

7. The tail skid assembly of claim 3, further comprising a fairing at least partially attached to the skid member and configured to reduce aerodynamic drag caused by the skid member, wherein the fairing includes the skid surface.

8. The tail skid assembly of claim 3, further comprising an energy-absorbing member operatively coupled between the skid deployment system and the skid surface, wherein the energy-absorbing member is configured to absorb at least a portion of the energy caused by contact of the skid surface with a surface of a runaway when the skid surface is in the first and second positions.

9. A tail skid assembly for use with an aircraft having a fuselage, a nose landing gear extendable downward from a forward portion of the fuselage, and a main landing gear extendable downward aft of the nose landing gear, the tail skid assembly comprising:

a skid member having first and second portions, the second portion supporting a skid surface configured to contact a surface of a runway, the first portion being configured to be pivotally attached to the fuselage aft of the main landing gear and movable about a skid pivot axis relative to the fuselage;

a skid deployment system configured to be operably attached to the fuselage aft of the main landing gear at least proximate to the skid member, the skid deployment system including at least a first linkage configured to be pivotally movable about a linkage pivot axis; and

a compression member having first and second end portions, the first end portion being operably coupled to the first linkage and the second end portion being operably coupled to the skid member, wherein operation of the skid deployment system causes the compression member to move the skid member between retracted and extended positions, wherein when the skid member is in the retracted position the skid surface is closer to the aft portion of the fuselage than when the skid member is in the extended position, and wherein the compression member is configured to absorb at least a portion of the energy caused by contact of the skid surface with a surface of a runaway when the skid member is in the retracted and extended positions.

2. The tail skid assembly of claim 9 wherein the first portion of the skid member pivots downwardly about a skid pivot axis to move the skid surface from the first position to the second position.

5. The tail skid assembly of claim 9 wherein the skid surface is a non-rolling surface.

10. The tail skid assembly of claim 9, further comprising a fairing at least partially attached to the skid member and configured to reduce aerodynamic drag caused by the skid member, wherein the skid member and the fairing pivot downwardly about the skid pivot axis to move the skid member from the retracted position to the extended position.

11. The tail skid assembly of claim 9 wherein the compression member further includes a compressible portion positioned between the first and second end portions, wherein the compressible portion is configured to absorb at least a portion of the energy resulting from contact of the skid surface with a surface of a runway.

12. The tail skid assembly of claim 9 wherein the compression member further includes a compressible honeycomb portion positioned between the first and second end portions, wherein the compressible honeycomb portion is configured to absorb at least a portion of the energy resulting from contact of the skid surface with a surface of a runway.

13. The tail skid assembly of claim 9 wherein the compression member further includes a replaceable cartridge carrying an energy-absorbing portion, wherein the energy-absorbing portion is configured to absorb at least a portion of the energy caused by contact of the skid surface with a surface of a runway, and wherein the compression member is configured to have the cartridge replaced after the skid surface has contacted the surface of the runway.

14. The tail skid assembly of claim 9, further comprising a fairing covering at least a portion of the skid member when the skid member is in the retracted position.

15. A method for preventing damage to an aircraft from incidental runway contact during takeoff and landing operations, the aircraft having a fuselage, a main wing attached to the fuselage, a main landing gear extendable downward from at least proximate to the main wing, and a nose landing gear extendable downward from a forward portion of the fuselage, the method comprising:

moving a skid surface to a first position relative to the fuselage for takeoff of the aircraft, the aircraft including a skid member having first and second portions, the first portion being coupled toward an aft portion of the fuselage and the second portion supporting the skid surface and being movable relative to the aft portion of the fuselage; and

moving the skid surface to a second position relative to the fuselage for landing of the aircraft, wherein when the skid surface is in the first position the skid surface is closer to the aft portion of the fuselage than when the skid surface is in the second position, and wherein the skid surface is configured to contact a surface of a runway when the skid surface is in the first and second positions.

16. The method of claim 15 wherein moving the skid surface to the first position includes pivoting the skid member upwardly relative to the fuselage about a skid pivot axis, and wherein moving the skid surface to the second position includes pivoting the skid member downwardly relative to the fuselage about the skid pivot axis.

17. The method of claim 15 wherein moving the skid surface to the second position includes pivoting the skid member and a fairing downwardly relative to the fuselage about the skid pivot axis, wherein the fairing is configured to reduce aerodynamic drag on the skid member.

18. The method of claim 15 wherein moving the skid surface to the second position includes moving a nickel alloy surface to the second position.

19. A method for protecting an aft body contact point on a fuselage of an aircraft during takeoff and landing operations, the aircraft having a main wing, a main landing gear extendable downward from at least proximate to the main wing, and a nose landing gear extendable downward from a forward portion of the fuselage, the method comprising:

moving a skid surface configured to contact a surface of a runway to a retracted position relative to the aircraft fuselage for takeoff of the aircraft, the aircraft including a skid member having first and second portions, the second portion supporting the skid surface, the skid member being pivotally attached to the fuselage aft of the main landing gear and movable about a skid pivot axis; and

moving the skid surface to an extended position relative to the aircraft fuselage for landing of the aircraft, wherein when the skid surface is in the retracted position the skid surface is closer to the aft portion of the fuselage than when the skid surface is in the extended position, and wherein the skid surface is configured to contact a surface of a runway when the skid surface is in the retracted and extended positions.

24. The method of claim 19 wherein moving the skid surface to the extended position for landing of the aircraft includes automatically moving the skid surface to the extended position at least partially in response to a signal indicating that a landing gear lever is in a down position.

26. The method of claim 19 wherein moving the skid surface to the extended position for landing of the aircraft includes automatically moving the skid surface to the extended position at least partially in response to a signal indicating that one or more throttle levers are set to a position less than a preselected position.

40. The method of claim 19 wherein moving the skid surface to the retracted position for takeoff of the aircraft includes automatically moving the skid surface to the retracted position at least partially in response to a flight mode of the aircraft.

41. The method of claim 19 wherein moving the skid surface to the retracted position for takeoff of the aircraft includes automatically moving the skid surface to the retracted position at least partially in response to a signal indicating that weight has been on wheels of the main landing gear for more than a preselected period of time.

42. The method of claim 19 wherein moving the skid surface to the retracted position for takeoff of the aircraft includes automatically moving the skid surface to the retracted position at least partially in response to a signal indicating that one or more throttle levers are set to a preselected position.

43. The method of claim 19 wherein moving the skid surface to the extended position for landing of the aircraft includes automatically moving the skid surface to the extended position at least partially in response to a signal indicating that the aircraft has been airborne for more than a preselected period of time.

20. A method for protecting an aft body contact point on a fuselage of an aircraft during takeoff and landing operations, the aircraft having a main wing, a main landing gear extendable downward from at least proximate to the main wing, and a nose landing gear extendable downward from a forward portion of the fuselage, the method comprising:

moving a skid surface configured to contact a surface of a runway to a retracted position relative to the aircraft fuselage for takeoff of the aircraft, the aircraft including a skid member having first and second portions, the second portion supporting the skid surface, the skid member being pivotally attached to the fuselage aft of the main landing gear and movable about a skid pivot axis; and

moving the skid surface to an extended position relative to the aircraft fuselage for landing of the aircraft, wherein when the skid surface is in the retracted position the skid surface is closer to the aft portion of the fuselage than when the skid surface is in the extended position, wherein moving the skid surface to the retracted position for takeoff of the aircraft includes automatically moving the skid surface to the retracted position at least partially in response to a signal indicating that weight has been on wheels of the main landing gear for more than a preselected period of time.

21. The method of claim 20 wherein moving the skid surface to the retracted position for takeoff of the aircraft includes automatically moving the skid surface to the retracted position at least partially in response to a signal indicating that weight has been on wheels of the main landing gear for more than about five seconds.

22. A method for protecting an aft body contact point on a fuselage of an aircraft during takeoff and landing operations, the aircraft having a main wing, a main landing gear extendable downward from at least proximate to the main wing, and a nose landing gear extendable downward from a forward portion of the fuselage, the method comprising:

moving a skid surface configured to contact a surface of a runway to a retracted position relative to the aircraft fuselage for takeoff of the aircraft, the aircraft including a skid member having first and second portions, the second portion supporting the skid surface, the skid member being pivotally attached to the fuselage aft of the main landing gear and movable about a skid pivot axis; and

moving the skid surface to an extended position relative to the aircraft fuselage for landing of the aircraft, wherein when the skid surface is in the retracted position the skid surface is closer to the aft portion of the fuselage than when the skid surface is in the extended position, wherein moving the skid surface to the retracted position for takeoff of the aircraft includes automatically moving the skid surface to the retracted position at least partially in response to a signal indicating that one or more throttle levers are set to a position greater than a preselected position.

23. The method of claim 22 wherein moving the skid surface to the retracted position for takeoff of the aircraft includes automatically moving the skid surface to the retracted position at least partially in response to a signal indicating that one or more throttle levers are set to a position greater than about 53°

.

25. A method for protecting an aft body contact point on a fuselage of an aircraft during takeoff and landing operations, the aircraft having a main wing, a main landing gear extendable downward from at least proximate to the main wing, and a nose landing gear extendable downward from a forward portion of the fuselage, the method comprising:

moving a skid surface configured to contact a surface of a runway to a retracted position relative to the aircraft fuselage for takeoff of the aircraft, the aircraft including a skid member having first and second portions, the second portion supporting the skid surface, the skid member being pivotally attached to the fuselage aft of the main landing gear and movable about a skid pivot axis; and

moving the skid surface to an extended position relative to the aircraft fuselage for landing of the aircraft, wherein when the skid surface is in the retracted position the skid surface is closer to the aft portion of the fuselage than when the skid surface is in the extended position, wherein moving the skid surface to the extended position for landing of the aircraft includes automatically moving the skid surface to the extended position at least partially in response to a signal indicating that the aircraft has been airborne for more than a preselected period of time.

44. The method of claim 25 wherein moving the skid surface includes moving a non-rolling surface configured to contact a surface of a runway.

27. A system for preventing damage to an aircraft from incidental runway contact during takeoff and landing operations, the aircraft having a fuselage, a main wing attached to the fuselage, a main landing gear extendable downward from at least proximate to the main wing, and a nose landing gear extendable downward from a forward portion of the fuselage, the system comprising:

contact means for contacting a runway surface; and

means for moving the contact means to a first position for takeoff of the aircraft and to a second position for landing of the aircraft, the aircraft including a skid member having first and second portions, the first portion being attached toward an aft portion of the fuselage, the second portion supporting the contact means and being movable relative to the aft portion of the fuselage, wherein when the contact means are in the first position the contact means are closer to the aft portion of the fuselage than when the contact means are in the second position, and wherein the contact means are configured to contact a surface of a runway when the contact means are in the first and second positions.

28. The system of claim 27 wherein the means for moving the contact means to the first position include means for pivoting the skid member upwardly relative to the fuselage, and wherein the means for moving the contact means to the second position include&

means for pivoting the skid member downwardly relative to the fuselage.

29. The system of claim 27 wherein the means for moving the contact means to the second position include means for pivoting the skid member and a fairing downwardly relative to the fuselage about the skid pivot axis, wherein the fairing is configured to reduce aerodynamic drag on the skid member.

30. A system for preventing damage to an aircraft fuselage from incidental runway contact during takeoff and landing operations, the system comprising:

contact means for contacting a runway surface; and

means for moving the contact means to a first position for takeoff of the aircraft and to a second position for landing of the aircraft, the aircraft including a skid member having first and second portions, the first portion being attached toward an aft portion of the fuselage, the second portion supporting the contact means and being movable relative to the aft portion of the fuselage, wherein when the contact means are in the first position the contact means are closer to the aft portion of the fuselage than when the contact means are in the second position, wherein the means for moving the contact means to the first position for takeoff of the aircraft include means for automatically moving the contact means to the first position at least partially in response to a signal indicating that weight has been on wheels of a main landing gear for more than a preselected period of time.

45. The system of claim 30 wherein the means for moving the contact means to the first position include means for pivoting the skid member upwardly relative to the fuselage, and wherein the means for moving the contact means to the second position include means for pivoting the skid member downwardly relative to the fuselage.

31. A system for preventing damage to an aircraft fuselage from incidental runway contact during takeoff and landing operations, the system comprising:

contact means for contacting a runway surface; and

means for moving the contact means to a first position for takeoff of the aircraft and to a second position for landing of the aircraft, the aircraft including a skid member having first and second portions, the first portion being attached toward an aft portion of the fuselage, the second portion supporting the contact means and being movable relative to the aft portion of the fuselage, wherein when the contact means are in the first position the contact means are closer to the aft portion of the fuselage than when the contact means are in the second position, wherein the means for moving the contact means to the first position for takeoff of the aircraft include means for automatically moving the contact means to the first position at least partially in response to a signal indicating that one or more throttle levers are set to a position greater than a preselected position.

46. The system of claim 31 wherein the means for moving the contact means to the first position include means for pivoting the skid member upwardly relative to the fuselage, and wherein the means for moving the contact means to the second position include means for pivoting the skid member downwardly relative to the fuselage.

32. A system for preventing damage to an aircraft fuselage from incidental runway contact during takeoff and landing operations, the system comprising:

contact means for contacting a runway surface; and

means for moving the contact means to a first position for takeoff of the aircraft and to a second position for landing of the aircraft, the aircraft including a skid member having first and second portions, the first portion being attached toward an aft portion of the fuselage, the second portion supporting the contact means and being movable relative to the aft portion of the fuselage, wherein when the contact means are in the first position the contact means are closer to the aft portion of the fuselage than when the contact means are in the second position, wherein the means for moving the contact means to the second position for landing of the aircraft include means for automatically moving the contact means to the second position at least partially in response to a signal indicating that a landing gear lever is in a down position.

47. The system of claim 32 wherein the contact means include non-rolling means configured to contact a surface of a runway.

33. An aircraft comprising:

a fuselage;

a nose landing gear extendable downward from a forward portion of the fuselage;

a main landing gear extendable downward aft of the nose landing gear;

a skid member having first and second portions, the first portion configured to be coupled to the fuselage aft of the main landing gear and the second portion being movable relative to the fuselage, the second portion supporting a skid surface;

a skid deployment system configured to be operably attached to the fuselage aft of the main landing gear at least proximate to the skid member, the skid deployment system including at least a first linkage configured to be pivotally movable about a linkage pivot axis; and

a compression member having first and second end portions, the first end portion being operably coupled to the first linkage and the second end portion being operably coupled to the skid member, wherein operation of the skid deployment system causes the compression member to move the skid member between retracted and extended positions, wherein when the skid member is in the retracted position the skid surface is closer to the aft portion of the fuselage than when the skid member is in the extended position, and wherein the compression member is configured to absorb at least a portion of the energy caused by contact of the skid surface with a surface of a runway when the skid member is in the retracted and extended positions.

34. The aircraft of claim 33 wherein the fuselage includes an aft body contact point, wherein the skid member is pivotally attached to the fuselage aft of the aft body contact point.

35. The aircraft of claim 33 wherein the fuselage includes an aft body contact point, the aft body contact point being a point at which the fuselage would contact a runway surface if the fuselage rotated nose-upwardly about the main gear in the absence of a tail skid, wherein when the skid member is in the retracted position the skid surface prevents the aft body contact point from contacting the runway surface during takeoff of the aircraft, and wherein when the skid member is in the extended position the skid surface prevents the aft body contact point from contacting the runway during landing of the aircraft.

38. The aircraft of claim 33, further comprising:

at least one engine mounted to at least one of a main wing and the fuselage;

at least one landing wheel rotatably mounted to at least one of the main landing gear and the nose landing gear;

at least one throttle operatively connected to the at least one engine;

at least one landing gear lever operatively connected to at least one of the main landing gear and the nose landing gear; and

a tail skid control system operatively connected to the skid deployment system and at least one of the engine, the landing wheel, the throttle, and the landing gear, wherein the tail skid control system is configured to automatically control movement of the skid member between the retracted and extended positions based on one or more signals received from at least one of the engine, the landing wheel, the throttle, and the landing gear lever.

39. The aircraft of claim 33, further comprising:

at least one engine mounted to at least one of a main wing and the fuselage;

at least one landing wheel rotatably mounted to at least one of the main landing gear and the nose landing gear;

at least one throttle operatively connected to the at least one engine;

at least one landing gear lever operatively connected to at least one of the main landing gear and the nose landing gear; and

a tail skid control system operatively connected to the skid deployment system, the landing wheel, the throttle, and the landing gear, wherein the tail skid control system is configured to automatically control movement of the skid member between the retracted and extended positions based on one or more signals received from the engine, the landing wheel, the throttle, and the landing gear lever.

36. An aircraft comprising:

a fuselage;

a nose landing gear extendable downward from a forward portion of the fuselage;

a main landing gear extendable downward aft of the nose landing gear;

a skid member having first and second portions, the first portion configured to be coupled to the fuselage aft of the main landing gear and the second portion being movable relative to the fuselage, the second portion supporting a skid surface;

a skid deployment system operably connected to the skid member to move the skid surface between first and second positions, wherein when the skid surface is in the first position the skid surface is closer to the aft portion of the fuselage than when the skid surface is in the second position, and wherein the skid surface is configured to contact a surface of a runway when the skid surface is in the first and second positions; and

a tail skid control system operatively connected to the skid deployment system and one or more flight systems of the aircraft, wherein the tail skid control system is configured to automatically control movement of the skid member between the retracted and extended positions based on one or more signals received from the one or more flight systems of the aircraft.

48. The aircraft of claim 36, further comprising:

a wing extending outwardly from the fuselage; and

at least one jet engine attached to the wing.

49. The aircraft of claim 36, wherein the skid surface includes a non-rolling surface.

37. An aircraft comprising:

a fuselage;

a nose landing gear extendable downward from a forward portion of the fuselage;

a main landing gear extendable downward aft of the nose landing gear;

a skid member having first and second portions, the first portion configured to be coupled to the fuselage aft of the main landing gear and the second portion being movable relative to the fuselage, the second portion supporting a skid surface;

a skid deployment system operably connected to the skid member to move the skid surface between first and second positions, wherein when the skid surface is in the first position the skid surface is closer to the aft portion of the fuselage than when the skid surface is in the second position, and wherein the skid surface is configured to contact a surface of a runway when the skid surface is in the first and second positions;

at least one engine mounted to at least one of a main wing and the fuselage;

at least one landing gear lever operatively connected to at least one of the main landing gear and the nose landing gear; and

a tail skid control system operatively connected to the skid deployment system and at least one of the engine and the landing gear lever, wherein the tail skid control system is configured to automatically control movement of the skid member between the retracted and extended positions based on one or more signals received from at least one of the engine and the landing gear lever.

50. The aircraft of claim 37 wherein the skid member is pivotally attached to the fuselage.