Abstract: A propulsive assembly, in particular for an aircraft, comprising a mast and a propulsion device comprising an engine and a nacelle, the engine comprising a propeller, the propulsive assembly comprising: A standby protection device comprising a first connecting member fixedly mounted to the mast and a second connecting member fixedly mounted to the propulsion device, the second connecting member being rotatably hinged with respect to the first connecting member in at least one degree of freedom, and at least one retaining member keeping the second connecting member fixed with respect to the first connecting member, and configured, in the presence of a predetermined unbalance force on the propeller, to release the standby protection device in order to protect the mast.

Abstract: An aircraft includes a plurality of takeoff and landing rotors each generating a first airflow below the takeoff and landing rotor, and a cruise rotor generating a second airflow behind the cruise rotor, the plurality of takeoff and landing rotors including a rear rotor disposed behind the cruise rotor. The aircraft further includes an airflow deflection mechanism capable of changing a direction of the second airflow, and a controller for controlling the airflow deflection mechanism to suppress interference between the first airflow generated by the rear rotor and the second airflow.

Abstract: An aircraft propulsion system comprises a propulsor, a motor and a reduction gearbox coupled to a prime mover at an input side, and the propulsor at an output side. The reduction gearbox is configured to provide a reduction ratio between the input and output. The reduction gearbox is configured such that the input side rotates in an opposite direction to the output side, and the prime mover, motor, propulsor and reduction gearbox are configured such that gyroscopic forces of the propulsor, motor, prime mover and reduction gearbox generated during aircraft manoeuvres and/or propulsion system failures are substantially cancelled.

Abstract: The invention discloses a propeller-driven helicopter or airplane which comprises a fuselage and a propeller comprising a plurality of blades, wherein a plurality of pressure pipes are uniformly distributed between windward sides and leeward sides of the blades; a plurality of first inlets are formed in the windward sides and are communicated with outside via first channels in the blades and second outlets at tails of the blades; a high-pressure fluid of a low-speed fluid layer formed when a fluid flows through the leeward sides in a widthwise direction flows towards a low-pressure fluid of a high-speed fluid layer formed when the fluid flows through the first inlets, the first channels and the second outlets; and an upward pressure generated by the high-pressure fluid is opposite to a downward pressure generated by an external fluid above the windward sides, so that a fluid pressure above the propeller is decreased.

Abstract: A propulsion rudder for use with a water vessel, preferably an unmanned surface water vessel. The propulsion rudder includes a rotating base, a rudder assembly, and a thrust assembly. In one embodiment, the rudder assembly may comprise two vertical mast rudders connected by an upper horizontal wing, with the thrust assembly mounted on the horizontal wing. In a second embodiment, the rudder assembly may comprise an annular airfoil with the thrust assembly mounted on a mast and positioned in the center of the annular airfoil. The thrust assembly may be a propeller, a turbine, a ramjet, or a rocket.

Abstract: A mechanical power transmission that pivots about an axis to vary an angle between an input shaft and an output shaft. The mechanical power transmission includes an input gear having an input shaft that couples to a drive shaft, an output gear having an output shaft that couples to a tail rotor, a first intermediate gear rotationally coupled to the input gear, and a second intermediate gear rotationally coupled to the output gear. The mechanical power transmission further comprises a shaft that mechanically couples the first intermediate gear with the second intermediate gear, where a centerline of the shaft is coincident with the axis.

Abstract: A satellite deorbiting device including an aerobraking surface including a satellite attitude control device with gravity gradient, the device with gravity gradient including at least one mast carrying the aerobraking surface, a first end of which is secured to the satellite and the second end of which is provided with a mass, such that the mast is oriented in a direction opposing that of the planet around which the satellite orbits.

Abstract: An aerial vehicle adapted for vertical takeoff and landing using a set of wing mounted thrust producing elements and a set of tail mounted rotors for takeoff and landing. An aerial vehicle which is adapted to vertical takeoff with the rotors in a rotated, take-off attitude then transitions to a horizontal flight path, with the rotors rotated to a typical horizontal configuration. The aerial vehicle uses different configurations of its wing mounted rotors and propellers to reduce drag in all flight modes.

Abstract: A diverter duct for a propeller includes a second duct element having a semi-annular wedge shape, which is pivotably coupled to the first duct element, a first drive structure configured to drive a pivoting of the second duct element relative to the first duct element and a second drive structure configured to drive a rotation of the first and second duct elements about an axis of rotation of the propeller.

Abstract: This disclosure describes a configuration of an unmanned aerial vehicle (UAV) that includes a frame that provides structural support for the UAV, protection from foreign objects that may come into contact with the UAV, and protection from precipitation so that the UAV can be used in a wide range of weather conditions. The UAV may have any number of lifting motors. For example, the UAV may include four lifting motors (also known as a quad-copter).

Abstract: An aerial vehicle adapted for vertical takeoff and landing using pivoting thrust producing elements for takeoff and landing. An aerial vehicle which is adapted to takeoff with thrust units providing vertical thrust and then transitioning to a horizontal flight path. An aerial vehicle with pivoting thrust units with propellers, wherein some or all of the propellers are able to be stowed and fully nested during forward flight.

Abstract: In some embodiment, an aircraft includes a flying frame having an airframe, a distributed propulsion system attached to the airframe, the distributed propulsion system including a plurality of propulsion assemblies and a flight control system operably associated with the distributed propulsion system. The flying frame has a vertical takeoff and landing mode and a forward flight mode. The flight control system is operable to independently control the propulsion assemblies. The flight control system is also operable to detect faults in individual propulsion assemblies and to perform corrective action responsive to detected faults at a distributed propulsion system level.

Abstract: An aerial vehicle adapted for vertical takeoff and landing using pivoting thrust producing elements for takeoff and landing. An aerial vehicle which is adapted to takeoff with thrust units providing vertical thrust and then transitioning to a horizontal flight path. An aerial vehicle with pivoting thrust units with propellers, wherein some or all of the propellers are able to be stowed and fully nested during forward flight. An aerial vehicle adapted to withstand impacts upon its propellers. An aerial vehicle able to quickly alter the thrust of its propellers.

Abstract: An aerial vehicle adapted for vertical takeoff and landing using a set of wing mounted thrust producing elements and a set of tail mounted rotors for takeoff and landing. An aerial vehicle which is adapted to vertical takeoff with the rotors in a rotated, take-off attitude then transitions to a horizontal flight path, with the rotors rotated to a typical horizontal configuration. The aerial vehicle uses different configurations of its wing mounted rotors and propellers to reduce drag in all flight modes.

Abstract: A conduit sensor device comprises a first end portion, a second end portion, a first magnet rotor assembly residing proximate the first end portion of the device and rotatable between first and second positions, a second magnet rotor assembly residing proximate the second end portion of the device and rotatable between first and second positions. The first magnet rotor assembly includes a first plurality of magnets axially arranged about a first axis. The first magnet rotor assembly includes a first top portion and a first bottom portion securing the first plurality of magnets within the first magnet rotor assembly. The second magnet rotor assembly includes a second plurality of magnets axially arranged about a second axis. The second magnet rotor assembly includes a second top portion and a second bottom portion securing the second plurality of magnets within the second magnet rotor assembly.

Abstract: A conduit sensor device comprises a first end portion, a second end portion, a first magnet rotor assembly residing proximate the first end portion of the device and rotatable between first and second positions, a second magnet rotor assembly residing proximate the second end portion of the device and rotatable between first and second positions. The first magnet rotor assembly includes a first plurality of magnets axially arranged about a first axis. The first magnet rotor assembly includes a first top portion and a first bottom portion securing the first plurality of magnets within the first magnet rotor assembly. The second magnet rotor assembly includes a second plurality of magnets axially arranged about a second axis. The second magnet rotor assembly includes a second top portion and a second bottom portion securing the second plurality of magnets within the second magnet rotor assembly.

Abstract: Aircraft landing gear including an axle pivotally connected to a bogie beam and a locking device. The locking couples the axle to the bogie beam, and has a movable member and a follower. The movable member is movable between first and second configurations. Movement of the movable member towards the second configuration causes corresponding movement of the follower so as to transfer a steering force to the axle through the follower which causes the axle to rotate in a first direction. With the movable member in the first configuration, the follower is in a first configuration that inhibits the movable member being moved by an external force applied to the axle. With the movable member in the second configuration, the follower in a second configuration that permits the movable member to be moved by an external force applied to the axle.

Abstract: A landing gear for an aircraft has a pair of spaced wheels, and a drive and steering arrangement operable to drive each of the wheels in either rotational direction. The drive and steering arrangement includes two permanent magnet rotors, with each of the permanent magnet rotors connected to rotate with one of the wheels. A single stator is positioned to drive both of the rotors. The drive and steering arrangement is mounted between the pair of wheels.

Abstract: A method and system for piloting a craft with a rear propulsion unit are disclosed. The method can include a servo loop where the attitude (?M) of the craft (1) is measured in the vicinity of the rear end (1R) of the craft, then the orientation (?) of the propulsion means (2), which can be oriented relative to the rear end (1R), is adjusted as a function of the attitude measurement (?M) in such a way that the craft (1) is stabilized on its flight path.

Abstract: A method of taxing an aircraft with an electric taxi system (ETS) comprising of drive units producing airflow through rotors to pre-cool drive motors and produce rotation of aircraft wheels. The drive motors may be used to produce reverse motion of the aircraft and of operating the drive motors independently of one another so one can operate at a rate of speed and/or direction that is different from the second one of the drive units which may provide enhanced maneuverability of the aircraft during taxing. The drive motors may be controlled to produce regenerative power producing a deceleration of the aircraft that does not shift a center of gravity of the aircraft.

Abstract: A power assisted flying device is powered via a vector thrust control apparatus supporting the motor where the vector thrust control apparatus includes a gyratory group that allows the motor to pivot up and down and from side to side. At least two servo motors are attached to the vector thrust control apparatus to move said motor up and down and from side to side. Alternatively, the flying device may incorporate a non-rotating outer ring and a rotating inner ring disposed around a shaft. At least two servo motors are connected to the non-rotating outer ring and the rotating inner ring in relation to the rotational axis. At least two linkage rods connect between the rotating inner ring and the propeller. Tilting of the non-rotating outer ring is transmitted to the propeller to effectuate at least one of cyclic pitch modulation or teetering hub modulation of the propeller.

Abstract: A electric taxi system (ETS) for an aircraft may comprise drive units mounted coaxially with wheels of the aircraft and dedicated motor control units for the drive units. The motor control units may be operable independently of one another so that a first one of the drive units can be operated at a speed different from an operating speed of a second one of the drive units. Independent operability of the drive units may provide enhanced maneuverability of the aircraft during taxiing.

Abstract: The invention provides an aircraft wheel-and-brake set, the wheel including a rim mounted to rotate on an axle of the aircraft about an axis of rotation, and the brake including a stack of disks extending into the rim in service, and a support carrying brake actuators facing the stack of disks in order to selectively press said disks together, wherein the support carries at least one rotary drive member for driving the wheel in rotation, which drive member is carried in such a manner that it extends outside said wheel.

Abstract: The invention provides a method of taxiing an aircraft having at least one nose undercarriage at the front of the aircraft and main undercarriages, each undercarriage having wheels, the method comprising the steps of: fitting at least one of the wheels carried by the nose undercarriage with a main taxiing motor member, and fitting at least one of the wheels carried by the main undercarriages with an auxiliary taxiing motor member; and in response to a taxiing order, powering the main taxiing motor member to cause the aircraft to taxi, and in particular if the driving force developed by the main taxiing motor member on the aircraft is insufficient, powering the auxiliary taxiing motor member, as required.

Abstract: A method for providing a controllable side force to an air vehicle having a vertical stabilizer arrangement includes (a) selectively causing the vertical stabilizer arrangement to generate a first side force in a first side direction to provide the controllable side force, the first side force inducing a corresponding first yaw moment in a first yaw direction; and (b) selectively providing to the air vehicle a second yaw moment in a second yaw direction, the second yaw moment being induced by a force component of an auxiliary force applied to the air vehicle, the force component being in a force direction that is non-parallel with respect to the first side direction and the force component being spaced from a center of gravity of the air vehicle; wherein the second yaw direction is opposed to the first yaw direction. Also disclosed is a corresponding auxiliary yaw generating system.

Abstract: An actuator comprising: two motors; an output member; and a harmonic gear comprising: an elliptical wave generator component; a flexible spline component which is coupled to the wave generator by a bearing and flexes to conform to the elliptical shape of the wave generator; and a circular spline component which surrounds and meshes with the flexible spline component. One of the harmonic gear components is coupled to the output member, and each of the other harmonic gear components is coupled to a respective one of the motors.

Abstract: A steering system for use in a traveling guided flying apparatus (10) and method for driving the steering system are provided. The system includes an outer housing (111), an inner housing (113) and a support fins (112) extending inwardly from the outer housing (111) and holding the inner housing (113) thereon. The outer housing (111) and the inner housing (113) define a ram air inlet (114) at a nose of the forward portion (11), an annular inlet air passage (115), an annular pressure chamber (116), and an outlet air passage (125). The steering system further includes exhaust outlets (120) arranged in the outer housing and separately controlled valves (124) mounted at the exhaust outlets (120) configured to vary the flow of escaping air through the exhaust outlets (120). The steering system also includes a target seeker (121), one or more pressure sensors (119) mounted in the pressure chamber (116) and a control unit (122) for controlling flight of the guided projectile (10).

Abstract: A system allowing for the controlled propulsion of aircraft, especially buoyant and semi-buoyant airships designed as a symmetric body of revolution, without the need for or use of aerodynamic control surfaces, comprised of a plurality of ducted fan thrusters placed both fore and aft, designed to ingest air flowing at less than free stream velocity. Fans are arranged such that when at standard orientation, the thrust from each is directed tangentially to an arc drawn along the hull from bow to stem. By defining multiple sets of thrusters based upon their location, differential thrust may be applied based upon set membership in order to affect translational and rotational maneuvering of the aircraft.

Abstract: A propulsion unit for an airship comprises a driveshaft, having a gimbal mount to a mounting frame attachable to a fuselage, the gimbal being mounted in the mounting frame and comprising an inner ring and an outer ring having orthogonal rotational axes, the inner ring including a propeller unit having a conical housing pivotable on trunnions with the gimbal and a propeller affixed to a propeller shaft coaxial with the axis of the conical housing. The outer ring includes a toroidal Orientation of the conical housing and propeller shaft is accomplished by actuators, a first actuator controlling the angle of the outer ring relative to the framework and a second actuator controlling the angle of the conical housing relative to the outer ring.

Abstract: The invention relates to a method for managing a steering control of an aircraft landing gear provided with at least one wheel steerable by the steering control, comprising the following steps: monitoring one or several taxi parameter(s) (51, 54, 64, 59, 61) of the aircraft to determine whether said aircraft enters a towing situation, setting the steering control in a free steering mode of the steerable wheel, if the aircraft enters the towing situation; activating the steering control so that the steerable wheel has an angular controlled steering by the steering control if the aircraft leaves said towing situation.

Abstract: A low-cost, easily retrofit Propulsion Controlled Aircraft (PCA) system for use on a wide range of commercial and military aircraft consists of an propulsion controlled aircraft computer that reads in aircraft data including aircraft state, pilot commands and other related data, calculates aircraft throttle position for a given maneuver commanded by the pilot, and then displays both current and calculated throttle position on a cockpit display to show the pilot where to move throttles to achieve the commanded maneuver, or is automatically sent digitally to command the engines directly.

Abstract: A transport vehicle wheel assembly comprising a set of rotating components and a set of static components wherein an applied electrical current applied to conductive material incorporated into at least one components structural matrix of one set of components gives rise to primary magnetic fields which interact with reactive magnetic fields associated with material incorporated into at least one components structural matrix of another set of components and gives rise to rotational forces which act on the rotating components of said transport vehicle wheel assembly to induce controlled forward rotation of a wheel and having regenerative braking and reverse drive ability thus allowing controlled retardation assistance.

Abstract: A gimbaled truss assembly is disclosed including a frame rotatably mounted in a gimbal mount, and a truss rotatably mounted within the frame. The truss is configured to retain a propulsion system. The frame and the truss rotate independently of one another. A fastening system for mounting the propulsion system to the truss includes vibration isolators. A plurality of braces are coupled to the gimbal mount. The braces conform to the external surface of an air vehicle on which the assembly is to be attached.

Abstract: An integrated propulsion and guidance system for an aircraft or other vehicle includes an engine coupled to a propeller via a driveshaft to produce propulsive force. One or more of the propeller blades are pivotably mounted with respect to the hub of the propeller. A control signal is provided to adjust the blade pitch of the pivotable blades as the blades rotate about the hub. The change in blade pitch as the blade rotates produces a torque imbalance that can be used to control the heading of the vehicle. By varying the magnitude and phase of the control signal provided to the propeller, the torque can be applied in a multitude of distinct reference planes, thereby allowing the orientation of the vehicle to be adjusted through action of the pivotable propeller blade(s).

Abstract: Aircraft with reduced environmental impact. According to the invention, said aircraft comprises at least one engine which has ducted propellers and is mounted on the back of the rear portion of the fuselage, the cowling being able to be oriented about the axis of said engine.

Abstract: An aircraft control system operates during landing to suppress normal modes of flexing of the aircraft or modes of rigid rotation. The excitation of the modes are measured using accelerometers attached to the aircraft or strain-measuring devices attached to the landing gears. To suppress the modes, the controller operates the flight control surfaces, e.g., elevators, ailerons, rudders and spoilers and/or the steering angle of the nose wheel. This reduces vibration, which reduces wear and makes braking more even because the variation in load on the ground wheels caused by the excitation of the modes is reduced.

Abstract: A control system for a flying vehicle in an atmospheric environment, the vehicle having an aerodynamic shape including a front end and a rear end including a plurality of attitude control jet nozzles spaced outward from the vehicle near the rear end of the vehicle or a trailing edge of a vehicle part; and a generator for providing a low mass flow of a fluid through the attitude control jet nozzles to create an area of high pressure immediately forward of the nozzles and adjacent the flying vehicle, wherein the location of the attitude control jet nozzles is so close to the rear end of the vehicle that any area of low pressure created by the low mass flow of fluid through the attitude control jet nozzles does not contact the vehicle.

Abstract: A new method is described to produce useful electrical energy from DC electrostatic fields using a pyramid-shaped capacitor. The system uses no moving parts and no mechanical energy is introduced. Also, when a pyramid-shaped electrode is charged with DC high voltage, a propulsive force is generated. This will allow the manufacture of vehicles capable of levitation and flight.

Abstract: A speed regulated model airplane with double motor comprising a fuselage, a wing, a tail pale, a tail and a remote controller, wherein: a left cowling and a right cowling are hanged separately on the both ends of a connecting rod crossing said fuselage to contain each an individual motor for driving left propeller and right propeller respectively; an RF signal receiving and processing and motor driving circuit and a battery are arranged beneath a hatch cover of said fuselage; said RF signal receiving and processing and motor driving circuit is operative to activate a clockwise (or anticlockwise) rotation of left propeller and an anticlockwise (or clockwise) rotation of right propeller under the control by said remote controller; and said wing is substantially in a horizontal line shape and located on the top of said fuselage.

Abstract: A method of steering an aircraft, and an aircraft comprising a supporting structure, at least one utility space, at least two propellers whose axles are arranged horizontally, and a driving mechanism to rotate each propeller. The blade angles of at least one propeller of the aircraft are adjusted as a function of a rotation angle of the propeller such that the blow power of the propellers provides the aircraft with a lifting force, and after take-off of the aircraft the blade angles of the propellers are adjusted such that the blow power of the propellers provides the aircraft with horizontal flight.

Abstract: Provided is a laser propelled craft having a) a forebody or nose, b) a tapering parabolic afterbody optic or mirror, c) a shroud mounted therebetween and extending aft to define an annular space around a portion of the afterbody near its base and d) means to transmit a pulsed laser beam toward the laser craft and afterbody optic and thence to focus into the annular shroud. The laser beam is pulsed to heat and pressurize the air in the annular space to expand same and propel such craft, the afterbody and shroud being so shaped as to self center or remain in the laser beam as the craft is propelled thereby. Such craft, which is spin-stablized, can also carry a fuel insert ring mounted in the shroud around the afterbody, to be ablated by the laser beam at a desired altitude, so as to transition from an air breathing craft to a rocket craft, when the atmospheric density becomes too low, e.g., at 30 km altitude so that the lasercraft can thereafter be propelled into, e.g., low earth orbit.

Abstract: A vehicular apparatus is mounted within a seaworthy hull and has a pair of swept wings extending from sides amidships thereof. A canard wing is deck mounted forward amidships and a pair of helicopter rotor blades, are mounted above the deck of the hull and are angled such that they are able to rotate without mutual interference. A pair of vertical stabilizers support a horizontal stabilizer and a pair of spaced apart jet engines for providing forward thrust to the apparatus through the air. Marine engines are mounted within the hull astern for driving a pair of marine screws for providing forward thrust to the apparatus through the water. A set of wheels and wheel driving power means are enabled for driving the apparatus in a forward direction on land.

Abstract: A method of steering an aircraft, and an aircraft comprising a supporting structure, at least one utility space, at least two propellers whose axles are arranged horizontally, and a driving mechanism to rotate each propeller. The blade angles of at least one propeller of the aircraft are adjusted as a function of a rotation angle of the propeller such that the blow power of the propellers provides the aircraft with a lifting force, and after take-off of the aircraft the blade angles of the propellers are adjusted such that the blow power of the propellers provides the aircraft with horizontal flight.

Abstract: A new method is described to produce directional currents in the space lattice, the fundamental fabric of the universe. The currents may be unidirectional or vortexual in nature and are suitable for propulsion or the generation of electric power. For propulsion, the unidirectional currents are induced by charging capacitors possessing suitable geometries. This will allow the manufacture of vehicles capable of levitation and flight. The vortexual space lattice currents are produced in a suitable pyramid when electrostatic and magnetic fields interact transversally. The vortex causes charge separation and current in the coil wrapped around the pyramid.

Abstract: A roadable airplane consists of a single-seat three-wheeled vehicle with wing panels hung longitudinally on the sides of the chassis for road use and attached transversely to a spar box for flight. A power train is used that enables the simultaneous powering of two rear wheels and an overhead pusher propeller for transition from road to air travel. A transaxle for a four-wheel automotive vehicle was found to be advantageously suitable for this purpose. Multiple gears and differential outputs drive the wheels, providing a normal automotive performance on the road. Multiple gears are also available to drive the propeller, thereby providing the function of variable-pitch performance using a fixed-pitch propeller. The vehicle includes a standard automotive gear shift and pedal controls for clutch, brake and accelerator operation; a novel joystick assembly is used to steer the front wheel and to control wing flaps, an elevator and a rudder.

Abstract: A system for emergency aircraft control uses at least one engine and lateral fuel transfer that allows a pilot to regain control over an aircraft under emergency conditions. Where aircraft propulsion is available only through engines on one side of the aircraft, lateral fuel transfer provides means by which the center of gravity of the aircraft can be moved over to the wing associated with the operating engine, thus inducing a moment that balances the moment from the remaining engine, allowing the pilot to regain control over the aircraft. By implementing the present invention in flight control programming associated with a flight control computer (FCC), control of the aircraft under emergency conditions can be linked to the yoke or autopilot knob of the aircraft. Additionally, the center of gravity of the aircraft can be shifted in order to effect maneuvers and turns by spacing such center of gravity either closer to or farther away from the propelling engine or engines.

Abstract: A digital longitudinal Aircraft Propulsion Control (APC) system of a multiengine aircraft is provided by engine thrust modulation in response to comparing an input flightpath angle signal .gamma.c from a pilot thumbwheel or an ILS system with a sensed flightpath angle .gamma. to produce an error signal .gamma.e that is then integrated (with reasonable limits) to generate a drift correction signal to be added to the error signal .gamma.e after first subtracting a lowpass filtered velocity signal Vel.sub.f for phugoid damping. The output error signal is multiplied by a constant to produce an aircraft thrust control signal ATC of suitable amplitude to drive a throttle servo for all engines, each of which includes its own full-authority digital engine control (FADEC) computer. An alternative APC system omits sensed flightpath angle feedback and instead controls the flightpath angle by feedback of the lowpass filtered velocity signal Vel.sub.f which also inherently provides phugoid damping.

Abstract: An improved jet thruster system for use in a helicopter without a tail rotor. A non-rotating outer thruster assembly is attached to the rear of the tail boom which, within it, has a source of low pressure air. The outer thruster assembly has a window on each side. Nested within the outer thruster assembly is an inner thruster assembly with a single window which rotates within the outer thruster assembly in response to commands from the helicopter control system. As the single window in the inner assembly is rotated around to where it overlaps with one or the other of the side windows in the outer assembly, an exit opening is created for the low pressure air which in turn creates a desired side force on the tail boom to counteract the torque created by the main rotor and also to provide yaw control for the helicopter. The interior of the inner thruster assembly contains vanes and an air ramp to efficiently redirect the air flow from axial flow to lateral flow within the inner thruster assembly.

Abstract: Airship tail fins (20) deflect under excessive load on axii (108,110) to protect the airship hull (22) and also reduce angles of attack to disturbing airflow. A propulsion engine (24) may be mounted to the tail fin structure. A longitudinally elongated roller (36) may be mounted to the lower tail fin to act as landing gear. Two widely separated lower tail fins may control pitch and roll when moored by providing secure attachment points, as at shaft (38), for ground handling.

Abstract: A propeller blade fabricated from composite material having a plurality of pper layers, each upper layer being flexible and having fibers oriented in a first direction. The material further includes a plurality of lower layers, each lower layer being flexible and having fibers oriented in a second direction which is different than the first direction of the fibers of the upper layers. A flexible layer of resistive heating material is disposed between the upper and lower layers. A control and power supply are provided for controlling the amount of electricity delivered to the layer of resistive heating material. The composite material changes its shape upon changing the temperature of the layer of resistive heating material by manipulating the controller.