A hinge assembly of a system for operating a door of an aircraft includes a bracket secured to a structure of the aircraft. The bracket includes a first forward joint and a first aft joint separated by a first distance. A forward link is coupled to the first forward joint. An aft link is longer than the forward link, and is coupled to the first aft joint. A door coupler is secured to a door. The door coupler includes a second forward joint and a second aft joint separated by a second distance that is less than the first distance. The forward link is further coupled to the second forward joint, and the aft link is further coupled to the second aft joint.

A hinge assembly of a system for operating a door of an aircraft includes a bracket secured to a structure of the aircraft. The bracket includes a first forward joint and a first aft joint separated by a first distance. A forward link is coupled to the first forward joint. An aft link is longer than the forward link, and is coupled to the first aft joint. A door coupler is secured to a door. The door coupler includes a second forward joint and a second aft joint separated by a second distance that is less than the first distance. The forward link is further coupled to the second forward joint, and the aft link is further coupled to the second aft joint.

A system and method for ejecting a store from an aircraft include a stowage tube configured to retain the store. The stowage tube includes an open rear end. A door panel is coupled to the stowage tube. An actuator driven linkage is coupled to the door panel. The actuator driven linkage is configured to rotate the door panel about a pivot axis at a forward edge opposite from an aft end between a closed position associated with a stowed position of the system and an open position associated with a deployed position of the system. The stowage tube is configured to rearwardly eject the store out of the open rear end when the system is in the deployed position.

A system and method for ejecting a store from an aircraft include a stowage tube configured to retain the store. The stowage tube includes an open rear end. A door panel is coupled to the stowage tube. An actuator driven linkage is coupled to the door panel. The actuator driven linkage is configured to rotate the door panel about a pivot axis at a forward edge opposite from an aft end between a closed position associated with a stowed position of the system and an open position associated with a deployed position of the system. The stowage tube is configured to rearwardly eject the store out of the open rear end when the system is in the deployed position.

An aerodynamic body includes an upper surface and a lower surface. The upper surface includes a first portion of a first axisymmetric body. The lower surface is mated with the upper surface. The lower surface includes a waverider shape. The waverider shape is derived from the shockwave generated by a second axisymmetric body.

An aerodynamic body includes an upper surface and a lower surface. The upper surface includes a first portion of a first axisymmetric body. The lower surface is mated with the upper surface. The lower surface includes a waverider shape. The waverider shape is derived from the shockwave generated by a second axisymmetric body.

Some variations provide a leading-edge heat pipe comprising: (a) an envelope fabricated from a shell material, wherein the envelope includes at least one edge with a radius of curvature of less than 3 mm, and wherein the envelope includes, or is in thermal communication with, at least one heat-rejection surface; (b) a porous wick fabricated from a ceramic or metallic wick material, wherein the porous wick is configured within a first portion of the interior cavity, wherein at least a portion of the porous wick is adjacent to the inner surface, and wherein the porous wick has a bimodal pore distribution comprising an average capillary-pore size from 0.2 microns to 200 microns and an average high-flow pore size from 100 microns to 2 millimeters (the average high-flow pore size is greater than the average capillary-pore size); and (c) a phase-change heat-transfer material contained within the porous wick.

Some variations provide a leading-edge heat pipe comprising: (a) an envelope fabricated from a shell material, wherein the envelope includes at least one edge with a radius of curvature of less than 3 mm, and wherein the envelope includes, or is in thermal communication with, at least one heat-rejection surface; (b) a porous wick fabricated from a ceramic or metallic wick material, wherein the porous wick is configured within a first portion of the interior cavity, wherein at least a portion of the porous wick is adjacent to the inner surface, and wherein the porous wick has a bimodal pore distribution comprising an average capillary-pore size from 0.2 microns to 200 microns and an average high-flow pore size from 100 microns to 2 millimeters (the average high-flow pore size is greater than the average capillary-pore size); and (c) a phase-change heat-transfer material contained within the porous wick.

Disclosed are methods, systems, and non-transitory computer-readable medium for supersonic flight entry/exit management. For instance, the method may include determining whether a transition between supersonic and subsonic flight is approaching; and in response to determining the transition between subsonic and supersonic flight is approaching, performing a supersonic flight entry/exit process. The supersonic flight entry/exit process may include: obtaining center of gravity (CG) information for the vehicle, drag information for the vehicle, and a planned trajectory of the vehicle (trajectory data); performing an analysis of the trajectory data to determine whether the planned trajectory is safe and consistent; based on a result of the analysis, adjusting the planned trajectory or confirming the planned trajectory of the vehicle; and based on the adjusted planned trajectory or the confirmed planned trajectory of the vehicle, generating actuator instructions to execute the adjusted planned trajectory or the confirmed planned trajectory.

Systems and methods according to embodiments of the present technology vary engine throttle and flight control surfaces (such as high-lift devices, which can include flaps and/or slats) during takeoff, climb, approach, and/or landing of a supersonic aircraft to reduce noise. A representative computing device automatically controls thrust output of the propulsion system according to a schedule of thrust output, such that the thrust output remains below levels at which the jet exhaust becomes supersonic, and such that noise is reduced to comply with noise regulations or other limitations. The computing device also automatically controls the position and configuration of flight control surfaces to compensate for the reduced thrust and to maintain an appropriate climb and/or descent rate.