Abstract: In a first aspect, there is a rotor system for a tiltrotor aircraft, the rotor system including an upper outboard engine in a fixed location on a wing member of the tiltrotor aircraft; a lower outboard engine in a fixed location on the wing member; and a prop-rotor pylon in power communication with the upper and lower outboard engines, the prop-rotor pylon being configured to selectively rotate between a vertical position and a horizontal position. In another aspect, there is provided a tiltrotor aircraft including a fuselage; a wing member; an upper outboard engine in a fixed location on the wing member; a lower outboard engine in a fixed location on the wing member; and a prop-rotor pylon in power communication with the upper and lower outboard engines, the prop-rotor pylon being configured to selectively rotate between a vertical position and a horizontal position.

Abstract: An aircraft having a vertical takeoff and landing fight mode and a forward flight mode. The aircraft includes a fuselage and an X-tiltwing that is rotatable relative to the fuselage between a vertical lift orientation and a forward thrust orientation. The X-tiltwing has oppositely disposed V-wing members each having first and second wing sections. In the vertical lift orientation, the first and second wing sections of each V-wing member are generally in the same horizontal plane. In the forward thrust orientation, the first and second wing sections of each V-wing member are generally in the same vertical plane. A distributed propulsion system is attached to the X-tiltwing such that a plurality of propulsion assemblies is attached to each wing section. A flight control system is operably associated with the distributed propulsion system to independently control each of the propulsion assemblies.

Abstract: An Unmanned Aerial Vehicle (UAV) has a first blade assembly configured to rotate in a first direction about an axis of rotation and a second blade assembly configured to rotate in a second direction opposite the first direction about the axis of rotation, wherein the second blade assembly can be selectively cocked relative to the axis of rotation.

Abstract: The system is configured for automation of rotorcraft entry into autorotation. The system can provide a means to assist the flight crew of a rotorcraft in maintaining rotor speed following loss of engine power. The system can automatically adjust control positions, actuator positions or both to prevent excessive loss of rotor speed upon initial loss of engine power before the flight crew is able to react. The system uses model matching to provide axis decoupling and yaw anticipation; it includes pitch control initially to assist in preventing rotor deceleration; and it makes use of collective, pitch, roll and yaw trim functions to provide tactile cueing to the pilot to assist when the pilot is in the loop. The system can reduce workload by assisting the crew with controlling rotor speed and forward speed during stabilized autorotation.

Abstract: According to one embodiment, an aircraft features a fuselage, a wing member, and two fuselage beam. The fuselage features a first plurality of structural supports, a second plurality of structural supports, a first opening disposed between the first plurality of structural supports, and a second opening disposed between the second plurality of structural supports. The wing member is disposed above the first opening and above the second opening. The wing features a plurality of ribs including a first rib and a second rib. The first fuselage beam couples the first rib of the wing member to the fuselage and has an elongated body portion extending across the first plurality of structural supports. The second fuselage beam couples the second rib of the wing member to the fuselage and features an elongated body portion extending across the second plurality of structural supports.

Abstract: A combined controller with a panel that has a face and a back, a case attached to the back of the panel. The face of the panel includes a plurality of first primary flight display inputs configured to receive physical inputs for the control of a first primary flight display; a plurality of second primary flight display inputs configured to receive physical inputs for the control of a second primary flight display; and a plurality of flight control inputs configured to receive physical inputs for the control of automated flight behavior.

Abstract: An Unmanned Aerial Vehicle (UAV) has a fuselage, a rotor system, and a wing configured for selective positioning during flight of the UAV to a fully deployed position, a fully stowed position, and to positions between the fully deployed position and the fully stowed position.

Abstract: An air cannon has a barrel and a sabot sized to fit within the barrel and configured to engage a projectile located within the barrel forward of the sabot. A flexible cord connects the sabot to a fixed location relative to the barrel. Forward motion of the sabot is decelerated by the cord after the sabot exits the forward end of the barrel, and the sabot is retained by the cord near the forward end of the barrel.

Abstract: An air cannon has a barrel and a sabot sized to fit within the barrel and configured to engage a projectile located within the barrel forward of the sabot. A flexible cord connects the sabot to a fixed location relative to the barrel. Forward motion of the sabot is decelerated by the cord after the sabot exits the forward end of the barrel, and the sabot is retained by the cord near the forward end of the barrel.

Abstract: A rotorcraft rotor blade assembly includes a stub spar extending less than a full span of the rotor blade assembly. An upper skin portion extends substantially the full span of the rotor blade assembly. A lower skin portion extends substantially the full span of the rotor blade assembly. The stub spar is positioned between the upper skin portion and the lower skin portion.

Abstract: A power safety system is configured to provide power information in an aircraft. The power safety system includes a power safety instrument having a power required indicator and a power available indicator, each being located on a display. A position of the power required indicator and the power available indicator represent the power available and power required to perform a hover flight maneuver. The power safety system may be operated in a flight planning mode or in a current flight mode. The power safety system uses at least one sensor to measure variables having an effect on the power required and the power available.

Abstract: A lubrication system includes a reserve housing configured to retain a lubrication fluid. A supply line in fluid communication with the reserve housing is configured to provide pressurized lubrication fluid to the reserve housing. An overflow tube has an overflow port, the overflow tube being configured to prevent the volume of the lubrication fluid from exceeding a certain amount. A metering jet is configured to allow the lubrication fluid to flow from the reserve housing onto a component, such as a bearing, in the gearbox at a predetermined rate. The metering jet provides flow of the lubrication fluid onto the bearing even when the supply line no longer provides pressurized lubrication fluid to the reserve housing.

Abstract: A multi-warhead munition includes a first cylindrical warhead having a cavity filled with high explosive, and a second cylindrical warhead offset axially from the first cylindrical warhead. The second cylindrical warhead is a transformable, segmented warhead including a plurality of segments each having an outer segment face bounding a cavity of the segment filled with high explosive. The segments are elongated and mounted at one end for rotation away from an axis of the munition to an open position in which the segment faces are pointed in a forward direction for detonation. Rotation may generally be somewhere in a broad range from about 105 degrees to about 170 degrees, obtaining different effects in different sub-ranges. The munition includes first and second detonators for the first and second cylindrical warheads respectively, the second detonator simultaneously detonating the segments of the second cylindrical warhead.

Abstract: An aircraft operable to transition between a forward flight mode and a vertical takeoff and landing flight mode. The aircraft includes an airframe having first and second wings. A plurality of propulsion assemblies is attached to the airframe with each of the propulsion assemblies including a nacelle and a tail assembly having at least one active aerosurface. A flight control system is operable to independently control each of the propulsion assemblies. For each of the propulsion assemblies, the tail assembly is rotatable relative to the nacelle such that the active aerosurface has a first orientation generally parallel to the wings and a second orientation generally perpendicular to the wings.

Abstract: A rotor assembly for an aircraft is operable to generate a variable thrust vector. The rotor assembly includes a mast that is rotatable about a mast axis. A ball joint is positioned about and non rotatable with the mast. A tilt control assembly is positioned on and has a tilting degree of freedom relative to the ball joint. The tilt control assembly is non rotatable with the mast. A rotor hub is rotatably coupled to the tilt control assembly. The rotor hub is rotatable with the mast in a rotational plane and tiltable with the tilt control assembly. The rotor hub includes a plurality of grips each coupled to a rotor blade. Actuation of the tilt control assembly changes the rotational plane of the rotor hub relative to the mast axis, thereby generating the variable thrust vector.

Abstract: A rotor assembly for an aircraft operable to generate a variable thrust output at a constant rotational speed. The rotor assembly includes a mast rotatable at the constant speed about a mast axis. A rotor hub is coupled to and rotatable with the mast. The rotor hub includes a plurality of spindle grips extending generally radially outwardly. Each of the spindle grips is coupled to one of a plurality of rotor blades and is operable to rotate therewith about a pitch change axis. A collective pitch control mechanism is coupled to and rotatable with the rotor hub. The collective pitch control mechanism is operably associated with each spindle grip such that actuation of the collective pitch control mechanism rotates each spindle grip about the respective pitch change axis to collectively control the pitch of the rotor blades, thereby generating the variable thrust output.

Abstract: In one aspect, a rotor assembly includes a hub and a plurality of rotor blades; at least one blade root actuator configured to adjust at least one of the plurality of rotor blades independently of the other rotor blades to accommodate forces on the aircraft; and at least one controller couplable to the at least one blade root actuator and configured to send signals to the at least one blade root actuator to enable adjustment of the at least one of the plurality of rotor blades. In another embodiment, at least one blade flap is associated with a rotor blade can be actuated to adjust the shape of the rotor blade. In some embodiments, there are methods and systems incorporating at least one of the root blade actuator and the blade flap for stabilizing a tiltrotor aircraft by counteracting destabilizing forces on at least one rotor blade.

Abstract: A tool for removing a portion of a rotor blade including a bracket; a mounting member slidably coupled to the bracket; and a heating element coupled to the mounting member, the heating element configured to heat and slide underneath a portion of a rotor blade to be removed. An embodiment provides a method for removing a portion of a rotor blade positioning a tool adjacent to a rotor blade with a portion of the rotor blade to be removed, heating at least some of the portion of the rotor blade to be removed with the heating element; slidably moving the mounting member such that the heating element moves between the rotor blade and the portion of the rotor blade to be removed; and disengaging a portion of the rotor blade to be removed from the rotor blade.

Abstract: An aircraft has a vertical takeoff and landing fight mode and a forward flight mode. The aircraft includes an airframe with first and second M-wings each having a pair of leading apexes with swept forward and swept back portions extending therefrom at a swept angle. A propulsion system includes a plurality of propulsion assemblies each attached to the airframe proximate one of the leading apexes. Each of the propulsion assemblies includes a rotor assembly having a tilting degree of freedom. A flight control system is operable to control the propulsion assemblies including tilting the rotor assemblies to generate variable thrust vectors that have a maximum angle that is generally congruent with the swept angles of the M-wings.