Aircraft lightning avoidance systems and methods

According to one implementation of the present disclosure, a method is disclosed. The method includes: detecting, on or proximate to one or more surfaces of an aircraft, a presence of an electric-field above a predetermined threshold; and in response to the detection, activating one or more beam sources to generate an ionized column of charge away from the aircraft.

Not applicable.

BACKGROUND

This section is intended to provide background information to facilitate a better understanding of various technologies described herein. As the section's title implies, this is a discussion of related art. That such art is related in no way implies that it is prior art. The related art may or may not be prior art. It should therefore be understood that the statements in this section are to be read in this light, and not as admissions of prior art.

Aircrafts are often vulnerable to lightning strikes because they are made of conductive materials. Flying an aircraft into a storm often provides a conductive path for lightning discharges (i.e., leader attachment) to occur and hence, the likelihood of lightning strike increases. Accordingly, avoidance of leader attachment is an ongoing need in the art.

SUMMARY

According to one implementation of the present disclosure, a method is disclosed. The method includes: detecting, on or proximate to one or more surfaces of an aircraft, a presence of an electric-field above a predetermined threshold; and in response to the detection, activating one or more beam sources to generate an ionized column of charge away from the aircraft.

According to another implementation of the present disclosure, a system is disclosed. The system includes: one or more sensors coupled to one or more aircraft surfaces and configured to detect whether a presence of an electric field, on or proximate to one or more aircraft surfaces, is above a predetermined threshold; and one or more control systems coupled to the one or more sensors, where the one or more control systems are configured to receive sensor data from the one or more sensors and to activate one or more beam sources to generate an ionized column of charge away from an aircraft.

According to one implementation of the present disclosure, a method is disclosed. The method includes: detecting, on or proximate to one or more aircraft surfaces, a presence of an electric-field above a predetermined threshold; and in response to the detection, providing a current to the one or more aircraft surfaces.

The above-referenced summary section is provided to introduce a selection of concepts in a simplified form that are further described below in the detailed description section. Additional concepts and various other implementations are also described in the detailed description. The summary is not intended to identify key features or essential features of the claimed subject matter, nor is it intended to be used to limit the scope of the claimed subject matter, nor is it intended to limit the number of inventions described herein. Furthermore, the claimed subject matter is not limited to implementations that solve any or all disadvantages noted in any part of this disclosure.

DETAILED DESCRIPTION

While flying near storms, aircrafts may often be vulnerable to lightning strikes. Lightning strikes occur when in a lightning environment, surfaces of an aircraft become sufficiently charged such that both metallic and dielectric parts of the aircraft are temporarily polarized. Systems and methods of the present disclosure proactively avoid, or at the very least, temporarily avoid the completion of a full lightning discharge path on or near the aircraft. Accordingly, aircrafts may safely navigate airspace in the proximity of storms.

According to research and modeling associated with the inventive aspects described herein, it is observed that conditions for lightning strikes ripen when the formation of tiny channels of ionized air (i.e., ionized plasma channels) are stabilized with electric and magnetic fields (that may be generated by the movement of the ionized plasma channels through atmospheric air). This stabilization is known as the formation of “stable streamers”. Next, as stable streamers come in contact (i.e., connect) with “lightning leaders” (i.e., ionized plasma columns/channels generated when metallic and dielectric surfaces of an aircraft surface are sufficiently charged), “leader attachment” would result. The connection between the stable streamers and lightning leaders is henceforth referenced as leader attachment. Once leader attachment may be achieved, a full lightning discharge path may be completed, and conditions would now be present for imminent lightning strike occurrences and re-occurrences.

In certain implementations, the systems and methods provide lightning leaders a more attractive path for attachment safely away from aircrafts (e.g., airplanes, rotorcrafts, commercial drones, unmanned aerial vehicles, etc.). Advantageously, in such implementations, the inventive aspects provide for the “firing” of concentrated “bursts” of ion beams (i.e., charged particle beams) in an environment conducive to lightning strikes a safe distance away from an aircraft. By doing so, lightning attachment would preferentially occur through the ion beam and not the aircraft. Hence, the ion beams may emulate an ionized plasma channel similar to that of a stable streamer. Accordingly, various implementations described herein allow for the avoidance of lightning strikes.

In some implementations, the systems and methods may prevent leader attachment from forming near or on an aircraft for a time period sufficient for the aircraft to travel a safe distance away from lighting leaders. In such implementations, the inventive aspects provide for the detection of an increase in electric field on aircraft surfaces, and in response, provide transmission of currents to such aircraft surfaces so as to disrupt surface magnetic fields.

Referring toFIGS. 1 and 2, example aerial systems100,200(e.g., aircraft systems) implementing lightning avoidance systems using charged particle beams (e.g., ion or electron beams) are shown. In certain examples, as illustrated in bothFIGS. 1 and 2, each of the aircraft systems100,200may include one or more aircraft surfaces110,210one or more sensors120,220(e.g., electroscope sensors), a first control system130,230(i.e., a first control logic system), a second control system140,240(i.e., a second control logic system), one or more beam sources150,250(e.g., thermionic emitters150or gated radioactive sources250) and a power source160. In one implementation, as shown inFIG. 1, the aircraft system100includes one or more thermionic emitters150(as the beam source) to transmit a trailing discontinuous charged particle beam170(e.g., an ion beam) to generate an ionized a column of charge away from the aircraft. In another implementation, as shown inFIG. 2, the aircraft system200includes one or more gated radioactive sources250(as the beam source) (having a door for pulsation) to transmit a trailing discontinuous charged particle beam270(e.g., an electron beam) to also generate an ionized a column of charge away from the aircraft. Advantageously, in both implementations, the ionized column of charge would attract a potential leader attachment180,280of a lightning strike episode at a safe distance away from the aircraft. Moreover, the first and second control systems130,140;230,240may be electrically coupled (e.g., physically or wirelessly coupled) to the respective one or more sensors120,220(e.g., electroscope sensors) and the respective one or more beam sources150,250.

InFIGS. 1 and 2, the one or more aircraft surfaces110,220are shown to be in a lightning zone112,212. A lightning zone112,212includes regions (the length of “X”) of the aircraft surfaces110,220that have the highest likelihood of leader attachment180,280) (e.g., significantly above a predetermined leader attachment180,280threshold). In various implementations, the lightning zones112,212may be predetermined based on prior operational lightning data analysis and/or real-time data received while in operation.

In certain implementations, the one or more aircraft surfaces110,210may include different metal materials including, but not limited to, aluminum, titanium, and their respective alloys. Moreover, such aircraft surfaces110,210may be found on any exterior metal portion (i.e., metal surface) of the aircraft including, but not limited to the fuselage (i.e., body), wings, fins, etc. In certain cases, where the aircraft may be a rotorcraft, the aircraft surfaces may include any exterior metal portion (i.e., metal surface) including, but not limited to the main rotor, the tail boom, tail rotor, etc.

The one or more sensors120,220of the aerial systems100,200may include any type of sensor that can detect the presence of electric charge on the various aircraft surfaces110,210(i.e., surfaces) including, but not limited to, electroscope sensors. In such instances, the electroscope sensors may provide an approximate indication of the quantity of charge on such surfaces110,210. In some cases, the sensors120,220may be coupled to but separate from the aircraft surfaces110,220and in other cases, the sensors120,220may be attached to an under-side (e.g., underneath, behind) of the aircraft surfaces110,210.

In various cases, charging of the aircraft surfaces110,210may be non-uniform. For instance, surfaces110,210that include sharp edges, such as the nose, tail, discharge wicks, and rotors may be charged much faster and to much higher potentials in comparison to other surfaces. Measurements of charge may be accomplished by placing the sensors120,220(e.g., electroscopes) underneath the surfaces110,210. In certain instances, many sources of static fields may be present inside the aircraft, and hence, appropriate care should be taken to tune the sensors120,220to a threshold that would be crossed on the account of lightning and not because of, for example, triboelectric charging or internal fields. It is further noted that the process of streamer formation would involve development of vast amounts of charges on the aircraft surfaces110,210. Also, the charging of the metallic and dielectric parts of the of the aircraft surfaces110,210would be temporary and would last for a duration of external excitation.

In various implementations, the first control system (i.e., first control logic)130,230may be configured to receive sensor data (i.e., charging sensor data) from the sensors120,220and in turn, activate operation of lighting avoidance systems (as described herein). In some implementations, the second control system (i.e., second control logic)140,240may be configured to control the ion beam source150,250, upon receiving activation control signals from the first control system130,140. Accordingly, at the appropriate time, the first control system130,230may activate a second control system (i.e., second control logic)140,240to provide for the transmission of charged particle beams170,270. In certain instances, the first control system130,230may perform signal processing tasks while the second control system140,240may perform control signal generation. In one alternative implementation (not shown), the two control systems130,140;230240may be replaced by respective signal conditioning system and a control logic system. In another alternative implementation, the first and second control systems130,230and140,240may be integrated into one control system both receiving data from the sensors120,220and control activation of the ion beam source150,250for transmission of charged particle beams170,270.

The first and second control systems (i.e., first and second control logics)130,140;230,240of the aerial system100may be either fully separated from, separate but coupled to, or incorporated within a primary electronic control system. In certain implementations, one or both of the first and second control systems130,230and140,240may be a part of a flight control computer of an aircraft (e.g., a fly-by-wire control system of a rotorcraft). Such a flight control computer (not shown) may include a control laws module that generates actuator position commands to move actuators based on sensor data from various flight control sensors. Specifically, the first and second control systems130,140would include control logic to implement the procedure700(as described with reference toFIG. 7) and as part of an active lightning strike avoidance program924(as described with reference toFIG. 9).

As shown inFIG. 1, in one example, the one or more thermionic emitters150(i.e., beam source150) may generate either ion or electron beams (e.g., charged particle beams170). In certain implementations, the process of thermionic emission may include the release (i.e., discharge) of electrons from an electrode by virtue of its temperature (i.e., the release of energy supplied by heat). Hence, electron emission would be caused by a sufficiently high level of thermal energy. In certain instances, each of the one or more thermionic emitters150may be coupled to an accelerating tube (e.g., similar to a cathode ray tube) (not shown) or a miniature cyclotron (not shown) (coupled to a vent to release electron beams into air space).

As shown inFIG. 2, in another example, the one or more gated radioactive sources250(i.e., beam source250) (with a door for pulsation) may generate ion beams (i.e., charged particle beams270). In certain implementations, the one or more gated radioactive sources250may include a known quantity of radionuclide that emits ionizing radiation. In some instances, the one or more radioactive sources250may include one or more of alpha emitters, positron emitters, beta emitters, gamma ray sources, or neutron radiation sources. However, while neutron radiation sources may be utilized as a radioactive source250, neutron radiation sources may be less reliable than the other options as neutron radiation emissions are uncharged and may ionize air molecules during collusion.

The one or more beam sources150,250may be designed to transmit charged particle beams170,270in any one direction in three-dimensional air space. For example, the one or more beam sources150,250may emit ion beams170,270in “pulses”, where each pulse duration may be between 1 ms and 100 ms. Moreover, an example, “off” time would include the pulse duration and an addition 10 ms. Hence, in operation, the charged particle beams would be discontinuous. Also, the one or more beam sources150,250may be configured to emit the charged particle beams170,270at a length corresponding to a mean free path greater than a path threshold, where the path threshold corresponds to a predetermined safe distance interval. Moreover, the predetermined safe distance interval may correspond to a distance required to prevent a stable streamer formation on the aircraft. In various cases, when the mean free path of a free ion beam in air is relatively low, the range of effect (cm) may be similarly low as well (e.g., when Alpha energy is 4 MeV, the range may be 4 cm; and when Alpha energy is 10 MeV, the range may be above 10 cm). The parameters that may determine the mean free path for an ion in air include, but are not limited to: the density of air at a given altitude (e.g., lower density, higher path length); the mass of the ion; the charge on the ion; and kinetic energy. In addition, the presence of an electric field in the air (e.g., during a lightning episode) may further increase ion energy, thus, also increasing the range of the mean free path.

In certain implementations, the power source160may be incorporated as part of the aircraft's power bus or from an independent source. Independent sources In certain implementations, the power source may include generators, alternators, ultracapacitors or supercapacitors, regenerative systems or auxiliary power units, or batteries (e.g., lead, acid, or lithium ion battery types).

Advantageously, systems and methods as described with reference toFIGS. 1 and 2transmit “pulses” away from an aircraft (e.g., behind) such that broken trails of charge may be created than can selectively draw lightning away from the aircraft. The charge particle beams170,270would be discontinuous so as to prevent a backflow of current back to the aircraft from the lighting leader through the conducting ion column. Hence, the systems and methods provide for the capacity to reduce the likelihood of leader attachment.

Referring toFIG. 3, an example aerial system300(e.g., aircraft system) implementing lightning avoidance systems by utilizing current to generate a local varying magnetic field (i.e., one or more magnetic fields) is shown. In one example, as illustrated, the aerial system300may include one or more aircraft surfaces310, one or more sensors320(e.g., electroscope sensors), a first control system330(i.e., control logic system), a waveform generator340, and a power source350. Also shown inFIG. 3are one or more local varying magnetic fields370(i.e., magnetic fields) and potential leader attachment380of a lightning strike episode. The control system330may be electrically coupled (e.g., physically or wirelessly coupled) to the aircraft surfaces310, the one or more sensors320(e.g., electroscope sensors), the waveform generator340, and the power source350.

Similar toFIGS. 1 and 2, inFIG. 3, the one or more aircraft surfaces310is shown to be in a lightning zone312(e.g., areas of the one or more aircraft surfaces310that may be significantly above a predetermined leader attachment380threshold). In various implementations, the lightning zones312may be predetermined based on prior operational lightning data analysis and/or real-time data received while in operation.

Furthermore, likeFIGS. 1 and 2, in various implementations, the one or more aircraft surfaces310may include different metal materials including, but not limited to, aluminum, titanium, and their respective alloys. Moreover, such aircraft surfaces310may be found on any exterior metal portion (i.e., metal surface) of the aircraft including, but not limited to the fuselage (i.e., body), wings, fins, etc. In certain cases, where the aircraft may be a rotorcraft, the aircraft surfaces may include any exterior metal portion (i.e., metal surface) including, but not limited to the main rotor, the tail boom, tail rotor, etc.

In contrast toFIGS. 1 and 2, however, a respective metallic sub-surface312(e.g., on under regions) may also be adjoined to each of the aircraft surfaces310. Advantageously, such respective metal sub-surfaces312may be designed and configured for the transmission of magnetic fields. In certain implementations, the metal sub-surfaces312may also be coupled to the power source350and the wave form generator340(e.g., high power electronic switching circuits that generate and drive the required currents and frequencies for magnetic field370transmission).

Similar to the sensors120,220, the one or more sensors320of the aerial system300may include any type of sensor that can detect the presence of electric charge on the various aircraft surfaces320(i.e., surfaces) including, but not limited to, electroscope sensors. In such instances, the electroscope sensors may provide an approximate indication of the quantity of charge on such surfaces320. In some cases, the sensors320may be coupled to but separate from the aircraft surfaces320and in other cases, the sensors320may be attached to an under-side (e.g., underneath, behind) of the aircraft surfaces320.

In various cases, similar to the aircraft surfaces110,210, charging of the aircraft surfaces310may be non-uniform. For instance, with reference to aircrafts and rotorcrafts, surfaces310that include sharp edges, such as the nose, tail, discharge wicks, and rotors may be charged much faster and to much higher potentials in comparison to other surfaces. Measurements of charge may be accomplished by placing the sensors320(e.g., electroscopes) underneath the surfaces310. In certain instances, with reference to aircrafts, many sources of static fields may be present inside the aircraft, and hence, appropriate care should be taken to tune the sensors320to a threshold that would be crossed on the account of lightning and not because of, for example, triboelectric charging or internal fields. It is further noted that the process of streamer formation would involve development of vast amounts of charges on the aircraft surfaces310. Also, the charging of the metallic and dielectric parts of the of the aircraft surfaces310would be temporary and would last for a duration of external excitation.

The control system (i.e., control logic)330may be configured to receive sensor data (i.e., charging sensor data) from the sensors320and in turn, activate operation of lighting avoidance systems (as described herein). At the appropriate time, the control system330may activate the waveform generator340to generate a local varying magnetic field170to be transmitted to the one or more aircraft surfaces310. In doing so, high currents (300-700A) may be transmitted up through the one or more metallic sub-surfaces314and the one or more aircraft surfaces310in the lightning zone312. Further, in various implementations, the control system130may activate different portions of aircraft surfaces310for current transmission depending on the respective lightning zone312.

The control system (i.e., control logic)330of the aircraft system300may be either fully separated from, separate but coupled to, or incorporated within a primary electronic control system. In certain implementations, the control system300may be a part of a flight control computer of an aircraft (e.g., a fly-by-wire control system of a rotorcraft). Such a flight control computer (not shown) may include a control laws module that generates actuator position commands to move actuators based on sensor data from various flight control sensors. Specifically, the control system330would include control logic to implement the procedure800(as described with reference toFIG. 8) and as part of an active lightning strike prevention program924(as described with reference toFIG. 9).

The local varying magnetic field370(i.e., magnetic fields, one or more magnetic fields) may include one or more vector fields that describe the magnetic influence of electric charges in relative motion. In operation, the magnetic field370would repel magnetic materials of a plasma channel (generated in the clouds) to prevent leader attachment. In achieving field destabilization, at elevated frequencies (approximately between 80-150 Hz), the magnetic field370generated at a point of leader attachment380would cause the plasma channels to be “stretched” out in opposing directions. In doing so, charge trapped by the internal fields of a stable streamer can be released. Hence, plasma channel collapse would result.

In certain cases, the waveform generator340may be any type of signal generator used to generate the magnetic fields370over a wide range of signals. Furthermore, the waveform generator340may include or be further coupled to high power switching circuits to generate the required currents and frequencies for activation.

In certain implementations, the power source350may include generators, alternators, ultracapacitors or supercapacitors, regenerative systems or auxiliary power units, or batteries (e.g., lead, acid, or lithium ion battery types). The power source350may be provide the power necessary for the waveform generator to drive the required currents and frequencies.

Advantageously, systems and methods as described with reference toFIG. 3provide a local varying magnetic field370to repel leader attachment380. In doing so, surface currents would destabilize the electric and magnetic fields that hold the ionized plasma channels intact. For such implementations, high intensity, low frequency signals (e.g., approximately 500A) may be optimally utilized. Moreover, such systems and methods do not require any exterior surface modification, and thus no impact to aircraft aerodynamics would result.

Referring toFIG. 4, a diagram (i.e., a visualization) of the Kármán vortex street400is shown. The Kármán vortex street400is a repeating pattern of swirling vortices, caused by a process known as vortex shedding. Vortex shedding would be responsible for the unsteady separation of flow of a fluid around blunt bodies. Also, as shown inFIG. 4, the point at where vortex shedding would commence is known as the Kármán vortex point410. As observed and verified through modeling, the Kármán vortex street400may correspond to charging theory in the development of lightning strikes. For example, charge (i.e., charged particles) may build up in clouds due to convection in the atmosphere. Moreover, discharge would be initiated by a local drop in electric field permittivity caused by air flow patterns.

Referring toFIG. 5, a sequence of cartesian graphs500illustrating a hydrodynamics simulation of Rayleigh-Taylor instability (i.e., RT instability) is shown. RT instability is an instability of an interface between two fluids of different densities that may occur when a lighter fluid is pushing a heavier fluid. One example of RT instability behavior may include water suspended above oil. As shown inFIG. 5, the simulation shows cartesian graphs510,520,530, and540each illustrating successive stages (i.e., snapshots, frames) in a sequence. In each of the cartesian graphs510-540(i.e., graphs), a y-component is shown from 0.4 to −0.5 and an x-component from 0 to 0.2. As depicted, the X and Y components may be arbitrary units of length, proportional to the magnitude of the disturbing field (e.g., in the case of fluids, for pressure gradients; in the case of fields, for potential or electric-fields; and in the case of lightning, a combination of the pressure drop created by the movement of layers of air against each other and against the cloud particles and the local electric field caused by the charge separation between the cloud and the ground). Correspondingly, for lightning, the X and Y components may be in units of tens of meters (m).

As observed and verified through modeling, the instability behavior may also correspond to the movement of charged particles in air. Accordingly, the charged particles in clouds would flow through regions in the air where they may seek out oppositely charged surfaces/ground. The movement of these charges may be in the form of thin filaments (i.e., streamers). In the case of lightning, the primary branch is called a leader. Of note, with references to the graphs510-540, at the Karman Vortex point502(i.e., initially at y=0 inFIG. 510), the RT instability can be one underlying cause for the commencement of leader formation (i.e., the progression of streamers).

Referring toFIGS. 6A and 6B, two diagrams (600A,600B) of plasma channels are shown. In two different representations,FIGS. 6A and 6Bdepict plasma channel leaders (610A,610B) (i.e., an ionized column, tip, leader) represented along with, at620A,620B, and the plasma channel when stabilized.FIG. 6Bfurther depicts the tail630B of the leader610B. Also depicted, is the plasma channel collapse (i.e., spreading), at640A,640B, in the absence of electric and magnetic fields.

In various implementations, specifically, the leader (e.g.,610A,610B) may be formed in clouds where an electric field may be “high enough” to sustain breakdown (according to the Paschen curve where the altitude may determine the dielectric strength of the air (e.g., breakdown voltage (V) vs. pressure×gap (Torr inches)). In certain examples, water droplets may breakdown at 900 kV/m and ice crystals may breakdown at 500 kV/m. In instances of negative flash discharge, the leader may take a zig-zag path, in steps of 50 m and pauses of 20-100 μs. Further, negative flashes may discharge several charge centers in succession. Accordingly, there may be distinct pulses in current that can cause initial and subsequent return strokes.

Further attributes of leaders (e.g.,610A,610B) include having a diameter between 1 to 10 m, were approximately 100A current may be concentrated in a highly ionized core having approximately 1 cm diameter. The average velocity of propagation may be 2×105m/s. Also, the leader can form branches during propagation. As it nears the ground/surfaces, charge center from objects like towers generate their own “leaders”. When the leaders collide, a connection would be established leading to a flash occurrence.

According to inventive aspects described herein, such leaders may be stabilized by fast-moving electric and magnetic fields (e.g., traveling at speeds of 95,000 m/s). Further, discharge can occur when a leader may connect to an oppositely charged streamer. Also, various conductors placed in high charge zones may further tend to cause discharge, and thus release streamers themselves. Moreover, as the plasma columns generated by the leader become stabilized even after first discharge, subsequent discharges become much more likely.

Moreover, schemes and techniques described herein (with reference toFIG. 3) provide for the capability to prevent stable streamer formation through plasma channel distortion (i.e., field destabilization). According to inventive aspects, plasma channels would collapse when the stabilizing electric and magnetic fields are disrupted. As oscillating electric fields tend to “draw out” charges in the direction of the electric field while oscillating magnetic fields tend to accelerate moving charges in a perpendicular direction, when a certain frequency of oscillation may be attained, the effects of the electric and magnetic fields attaining a “maximum” level of plasma channel distortion lead to a complete collapse of the plasma channels. In certain instances, the maximum level of plasma channel distortion can be defined as the angle whereby the plasma channel would bend away from the trajectory it would originally take in the absence of any perturbing field. For example, a complete plasma channel collapse would happen at 90 degrees or 0.5 Pi radian deflection. For aircraft applications, a collapse of field strength to the point the dielectric breakdown strength of air (at that altitude) would be sufficient. In various implementations, the collapse of field strength may be computed as: E (breakdown) E (lightning) cos (D) (where D is the distortion/deflection angle). Moreover, such a parameter would also be altitude dependent.

Referring toFIG. 7, a flowchart of an example operational method700(i.e., procedure) for the aircraft systems100,200(described with reference toFIGS. 1 and 2) is shown. Advantageously, the operational method700can redirect stable streamer formation to avoid such formation on an aircraft. The example procedure700may be implemented as part of an active lightning strike avoidance program924(as shown inFIG. 9).

In the example operation, prior to use, one or more beam sources150,250can be placed coupled to (e.g., attached to) to the aircraft surface110,210within the aerial system100,200such that trailing discontinuous charged particle beams170,270(e.g. beams) would radiate towards the regions of the aircraft surfaces110,210in respective lightning zones112,212(i.e., areas of the aircraft surfaces110,210that have the highest likelihood of leader attachment180,280) (e.g., significantly above a predetermined leader attachment threshold).

At block710, a presence of an electric-field above a predetermined threshold may be detected on or proximate to one or more aircraft surfaces. For example, as shown inFIGS. 1 and 2, the one or more sensors120,220(e.g., electroscope sensors) may detect whether “charging” has commenced (i.e., a presence of an electric-field is determined to be above a predetermined threshold) either on or near (proximate to) the one or more aircraft surfaces110,210. In certain implementations, the predetermined threshold would be 5% of Dielectric breakdown strength at the given altitude (and to be determined from the Paschen curve).

At block720, in response to the detection, one or more beam sources may be activated to generate an ionized column of charge away from the aircraft. For example, as shown inFIGS. 1 and 2, the one or more beam sources150,250may be activated by the first and second control systems130,140to generate an ionized column of charge (e.g., a discontinuous charged particle beam170,270) away from the aircraft. In certain implementations, in response to the detection of the electric-field, the one or more beam sources150,250may be automatically activated (autonomously activated in certain cases).

Also, according to other aspects of the operational method, in response to the activation, generating charged particle beams from the one or more beam sources. For example, with reference toFIGS. 1 and 2, in response to the activation, charged particle beams170,270may be generated from the one or more beam sources150,250.

In one separate alternative operation, the one or more beam sources150,250may be configured to “fire” random beams at regular intervals for an entire duration of an aircraft flight through a particular storm. In such an operation, no detection of an electric field would be necessary for activation of the one or more beam sources150,250. Hence, in one implementation, either manually (by a pilot or operator) or automatically (by computer operation), the one or more beam sources may be activated when an aircraft is in the vicinity of a storm.

Referring toFIG. 8, a flowchart of an example operational method800(i.e., procedure) for the aircraft system300(described with reference toFIG. 3) is shown. Advantageously, the operational method800can achieve field destabilization and prevent stable streamers from forming on an aircraft. The example procedure800may be implemented as part of an active lightning strike avoidance program924(as shown inFIG. 9).

In the example operation, prior to use, one or more metallic sub-surfaces314can be placed coupled to (e.g., attached to) to the one or more aircraft surfaces310within the aerial system310such that a local varying magnetic field370(i.e. one or more local varying magnetic field) would be generated proximate to the aircraft surface310in respective lightning zones312(i.e., areas of the one or more aircraft surfaces310that have the highest likelihood of leader attachment380) (e.g., significantly above a predetermined leader attachment threshold).

At block810, a presence of an electric-field above a predetermined threshold may be detected on or proximate to one or more aircraft surfaces. For example, as shown inFIG. 3, the one or more sensors310(e.g., electroscope sensors) may detect whether “charging” has commenced (i.e., a presence of an electric-field is determined to be above a predetermined threshold) either on or near (proximate to) the one or more aircraft surfaces310. In certain implementations, the predetermined threshold would be 5% of Dielectric breakdown strength at the given altitude (and to be determined from the Paschen curve).

At block820, in response to the detection, a current (e.g., between 300-700A) would be provided to the one or more aircraft surfaces. For example, as shown inFIG. 3, the waveform generator340may be activated by one or both of the first and second control systems130,140to provide a current to generate a local varying magnetic field370in close proximity to the one or more aircraft surfaces310. In certain implementations, in response to the detection of the electric-field, the current transmission may be automatically activated (autonomously activated in certain cases).

Also, according to other aspects of the operational method, a local varying magnetic field may be generated from the current on the one or more aircraft surfaces. For example, with reference toFIG. 3, a local varying magnetic field370may be generated around the one or more aircraft surfaces310in the lighting zone312that corresponds to a potential point of leader attachment380.

Advantageously, in certain implementations, lightning strike avoidance programs924as implementable on a computer system900(e.g., a flight computer system) and as described in below paragraphs (or aerial system300with respect toFIG. 3), may automatically provide for the control, positioning, and operation of the one or more electroscope sensors320, one or more metallic sub-surfaces314, one or more aircraft surfaces310, and the waveform generator340.

FIG. 9is a diagram depicting the computer system900(e.g., networked computer system and/or server) according to one implementation.FIG. 9illustrates example hardware components in the computer system900that may be used to observe lighting and avoid streamer formation and leader attachment180to aircraft surfaces110,210,310. In certain implementations, the computer system900includes a computer910(e.g., an aerial computer, a building management/operations computer, a flight computer system, flight controls and avionics computer system) which may be implemented as a server or a multi-use computer that is coupled via a network940to one or more networked (client) computers920,930. The methods700,800may be stored as program code(s) (e.g., active lightning strike avoidance programs924) in memory that may be performed by the computer910, the computers920,930, other networked electronic devices (not shown) or a combination thereof. In some implementations, the lightning strike avoidance programs924may read input data (e.g., received measurements from the sensors120,130,220,230,320and pre-determined lighting analysis data) and provide controlled output data to various connected computer systems. In certain implementations, each of the computers910,920,930may be any type of computer, computer system, or other programmable electronic device. Further, each of the computers910,920,930may be implemented using one or more networked (e.g., wirelessly networked) computers, e.g., in a cluster or other distributed computing system. Each of the computers910,920,930may be implemented within a single computer or programmable electronic device, e.g., an aerial platform monitoring computer, aircraft flight control computer, a ground-based flight control system, a flight monitoring terminal, a laptop computer, a hand-held computer, phone, tablet, etc. In one example, the computer system910may be an onboard flight control computer (e.g., flight control computer that is configured to receive sensor data from the sensors120,130,220,230,320).

In one implementation, the computer900includes a central processing unit (CPU)912having at least one hardware-based processor coupled to a memory914. The memory914may represent random access memory (RAM) devices of main storage of the computer910, supplemental levels of memory (e.g., cache memories, non-volatile or backup memories (e.g., programmable or flash memories)), read-only memories, or combinations thereof. In addition to the memory914, the computer system900may include other memory located elsewhere in the computer910, such as cache memory in the CPU912, as well as any storage capacity used as a virtual memory (e.g., as stored on a storage device916or on another computer coupled to the computer910). The memory914may include the active lightning strike avoidance programs924for aircraft surfaces110,210,310. In certain examples, the computer900may be a standalone architecture that can run a low-level script. Alternatively, it may be integrated into a larger aircraft system that can run on any operating system corresponding to the primary computing system of the aircraft.

InFIG. 9, the storage device916may include lightning analysis data. In other alternative implementations, the lightning analysis data may be stored in the memory914, in memory in the computers920,930, or in any other connected or networked memory storages devices. The computer910may further be configured to communicate information externally. To interface with a user or operator (e.g., pilot, aerodynamicist, or engineer), the computer910may include a user interface (I/F)918incorporating one or more user input devices (e.g., a keyboard, a mouse, a touchpad, and/or a microphone, among others) and a display (e.g., a monitor, a liquid crystal display (LCD) panel, light emitting diode (LED), display panel, and/or a speaker, among others). In other examples, user input may be received via another computer or terminal. Furthermore, the computer910may include a network interface (I/F)915which may be coupled to one or more networks940(e.g., a wireless network) to enable communication of information with other computers and electronic devices. The computer910may include analog and/or digital interfaces between the CPU912and each of the components914,916,918and920. Further, other non-limiting hardware environments may be used within the context of example implementations.

The computer910may operate under the control of an operating system926and may execute or otherwise rely upon various computer software applications, components, programs, objects, modules, data structures, etc. (such as the program924and related software). The operating system928may be stored in the memory914. Operating systems include, but are not limited to, UNIX® (a registered trademark of The Open Group), Linux® (a registered trademark of Linus Torvalds), Windows® (a registered trademark of Microsoft Corporation, Redmond, Wash., United States), AIX® (a registered trademark of International Business Machines (IBM) Corp., Armonk, N.Y., United States) i5/OS® (a registered trademark of IBM Corp.), and others as will occur to those of skill in the art. The operating system926and the program924in the example ofFIG. 9are shown in the memory914, but components of the aforementioned software may also, or in addition, be stored at non-volatile memory (e.g., on storage device916(data storage) and/or the non-volatile memory (not shown). Moreover, various applications, components, programs, objects, modules, etc. may also execute on one or more processors in another computer coupled to the computer910via the network940(e.g., in a distributed or client-server computing environment) where the processing to implement the functions of a computer program may be allocated to multiple computers920,930over the network940.

These computer-readable program instructions may be provided to a processor of a general-purpose computer, a special purpose computer, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus. The machine is an example of means for implementing the functions/acts specified in the flowchart and/or block diagrams. The computer-readable program instructions may also be stored in a computer-readable storage medium that can direct a computer, a programmable data processing apparatus, and/or other devices to function in a particular manner, such that the computer-readable storage medium having instructions stored therein comprises an article of manufacture including instructions which implement aspects of the functions/acts specified in the flowchart and/or block diagrams.

The computer-readable program instructions may also be loaded onto a computer, other programmable data processing apparatus, or other device to cause a series of operational steps to be performed on the computer, other programmable apparatus or other device to perform a computer implemented process, such that the instructions which execute on the computer, other programmable apparatus, or other device implement the functions/acts specified in the flowchart and/or block diagrams.

Reference herein to “one example” means that one or more feature, structure, or characteristic described in connection with the example is included in at least one implementation. The phrase “one example” in various places in the specification may or may not be referring to the same example.

Illustrative, non-exhaustive examples, which may or may not be claimed, of the subject matter according to the present disclosure are provided below. Different examples of the device(s) and method(s) disclosed herein include a variety of components, features, and functionalities. It should be understood that the various examples of the device(s) and method(s) disclosed herein may include any of the components, features, and functionalities of any of the other examples of the device(s) and method(s) disclosed herein in any combination, and all of such possibilities are intended to be within the scope of the present disclosure. Many modifications of examples set forth herein will come to mind to one skilled in the art to which the present disclosure pertains having the benefit of the teachings presented in the foregoing descriptions and the associated drawings.