Abstract: A motion control system controls movement of a utility vehicle. The motion control system includes an electric brake that (i) provides mechanical resistance which inhibits a motor of the utility vehicle from turning when the electric brake is unpowered and (ii) removes the mechanical resistance to allow the motor of the utility vehicle to turn when power is provided to the electric brake. The motion control system further includes a lithium BMS having a contactor that closes to provide electrical access to a lithium battery and opens to remove electrical access to the lithium battery. The motion control system further includes control circuitry coupled with the electric brake and the lithium BMS. The control circuitry directs the lithium BMS to maintain closure of the contactor to provide power from the lithium battery to the electric brake in response to receipt of a tow signal.

Abstract: An aircraft rotor assembly has a central yoke and a plurality of rotor blades coupled to the yoke for rotation with the yoke about an axis, each blade having a Lock number of approximately 5 or greater. A lead-lag pivot for each blade is a radial distance from the axis and allows for in-plane lead-lag motion of the associated blade relative to the yoke, each pivot allowing for in-plane motion from a neutral position of at least 1 degree in each of the lead and lag directions. Lead and lag motion of each blade is opposed by a biasing force that biases the associated blade toward the neutral position, and the biasing force is selected to achieve a first in-plane frequency of greater than 1/rev for each blade.

Abstract: An emergency lighting system (ELS) for an aircraft has a capacitor, at least one of an onboard power system and a ground power unit configured to charge the capacitor, and a light emitting diode (LED) selectively powered by the capacitor.

Abstract: According to one embodiment, a flapping measurement system may include a position sensor and a controller. The position sensor may be disposed on the flapping plane of a rotor blade and operable to provide position measurements identifying locations of the position sensor during operation of the rotor blade. The controller may be operable to identify flapping of the rotor blade based on the position measurements.

Abstract: In some embodiments, a passenger pod assembly transportation system includes a transportation services provider computing system and a plurality of flying frame flight control systems, wherein the system is configured to receive, at the transportation services provider computing system, a request for transportation of a passenger pod assembly having a current location and a destination; upload a flight plan to a flight control system of a flying frame including an airframe and a propulsion system; dispatch the flying frame to the current location of the passenger pod assembly; couple the flying frame to the passenger pod assembly at the current location of the passenger pod assembly; transport the passenger pod assembly by air from the current location of the passenger pod assembly to the destination of the passenger pod assembly; and decouple the passenger pod assembly from the flying frame at the destination of the passenger pod assembly.

Abstract: An Environmental Control System (ECS) which includes a heat exchanger (HX) and an air conditioning unit (ACU) upstream of the heat exchanger. The heat exchanger receives flows of hot air bled from a plurality of aircraft engines and flows of cold ambient air drawn from the aircraft exterior for use by the heat exchanger and the air conditioning unit for heating and cooling the interior cabin of the aircraft. The environmental control system may operate in one of several modes, whether the heat exchanger and air conditioning unit are operating normally or have failed. In a normal mode, the air conditioning unit and heat exchanger operate in series. In an “ACU only” mode, the air conditioning unit operates without the heat exchanger. In an “HX only” mode, the heat exchanger operates without the air conditioning unit. In an “ECS off” mode, both the heat exchanger and air conditioning unit are bypassed.

Abstract: A pylon assembly for a tiltrotor aircraft includes a fixed pylon having an outboard end. A rotor assembly is rotatably coupled to the fixed pylon and is operable to rotate between a generally vertical orientation in a vertical takeoff and landing mode and a generally horizontal orientation in a forward flight mode. The rotor assembly includes a proprotor operable to produce a generally vertical slipstream in the vertical takeoff and landing mode and a generally horizontal slipstream in the forward flight mode. A wing extension is rotatably coupled to the outboard end of the fixed pylon. The wing extension is operable to rotate generally with the rotor assembly such that a minimal dimension of the wing extension remains in the slipstream of the proprotor.

Abstract: A vibration isolation system includes a vibration isolator configured to flow a fluid. A fluid pumping system is connected to the vibration isolator. The fluid pumping system includes a fluid flow pathway configured to flow the fluid to the vibration isolator. The fluid pumping system includes a piston assembly positioned in the fluid flow pathway. The piston assembly includes a first piston and a second piston configured to displace the fluid in opposite directions through the fluid flow pathway. The vibration isolation system includes a fluid flow augmentation system, which includes an eccentric member positioned between the first piston and the second piston. The fluid flow augmentation system is configured to control a flow of the fluid to the vibration isolator through the fluid flow pathway by controlling a displacement of the first piston and the second piston through at least a partial rotation of the eccentric member.

Abstract: The invention relates to an operating fluid tank (1) for a motor vehicle, comprising a tank body which is composed of two mutually complementary, injection-molded shells (2) which are made of thermoplastic material and which are welded circumferentially to one another to form a substantially closed hollow body, wherein at least one shell (2a, 2b) is formed at least in certain regions from thermoplastic materials of differing strength and/or elasticity, wherein at least one partial region is formed from a thermoplastic material which is elastically deformable, and wherein the shell (2a, 2b) has been obtained by a co-injection process during injection molding.

Abstract: A method of constructing a cured composite assembly includes positioning a composite assembly within a bonding tool, wherein the composite assembly comprises an uncured composite spar and a skin and performing a curing cycle on the composite assembly to simultaneously cure the uncured composite spar and bond the skin to the cured composite spar.

Abstract: A canopy extension system attachable to a vehicle main passenger compartment canopy. The canopy extension system comprises an extension panel connectable to a main canopy of a vehicle. The extension panel comprises a head section structured to overlap at least a portion of, and connect to, at least one of the main canopy and at least one main canopy support strut, and a cantilever tail section structured to be cantilevered from an edge of the main canopy when the head section is connected to the main canopy. The canopy extension system additionally comprises at least one connector assembly structured to connect the head section to the main canopy such that the cantilever tail section will be cantilevered from the edge of the main canopy.

Abstract: Embodiments of a method to determine airspeed for aircraft include determining critical air data parameters without the use of pitot-static systems. Airspeed may be determined by iteratively repeating the method until converging on a stable airspeed value that differs from a previous airspeed value by less than a predetermined threshold. Airspeed may be determined by modeling aircraft lift and repeatedly updating dynamic pressure to converge on an airspeed based on the balance between aircraft lift and weight. Airspeed may be determined based on predetermined relationships between a horizontal control surface position and dynamic pressure. A voting logic method validates or invalidates airspeeds from dissimilar sources, including airspeeds determined using the methods described herein and conventional pitot-static systems.

Abstract: The invention relates to a method for producing a container from thermoplastic material having a connection element (5) passing through the wall thereof. The method comprises making available at least one plate-shaped or shell-shaped or tube-shaped preform (3) made of plasticized thermoplastic material, introducing the preform (3) into a multipart molding tool (1) having cavities defining at least one molding recess, molding and final shaping of the preform (3) within the molding tool (1) using differential pressure, piercing of the still warm-plastic preform (3) from the tool side by means of a mandrel (9) in order to produce an opening (6) in the preform (3), insertion from the molding recess side of a connection element (5) into the opening (6) produced by the mandrel (9), and connection of the connection element (5) to the preform (3).

Abstract: A system and method for displaying standby instrument information is disclosed. The touch-screen instrument panel system for a vehicle has a touch-screen information panel display configured to display vehicle operation information received from a computing system and a standby instrument display that is secured to an area located behind the information panel display. The standby instrument display is hidden from view when the information panel display is in a powered state but is in full view when the information panel display is in an unpowered state.

Abstract: The invention relates to an annular die (1) on an extrusion head for producing tubular or sheet-like preforms with an arcuate die gap and with a melt channel (4) delimited by a mandrel (2) and a die body (3), the cross-sectional profile of the melt channel (4) being variable by way of adjusting elements, the annular die according to the invention being distinguished by the fact that the outer circumference of the melt channel (4) is at least partially delimited directly by at least one radially adjustable slide (5), that the slide (5) is formed by a number of segments that can be adjusted together from at least one first position into at least one second position, and that the segments in each position form a respectively closed arc portion of the delimitation of the melt channel (4), the radius of the arc portion being different according to the position of the segments.

Abstract: Embodiments of a method to fabricate complex structures include making a pre-cured laminate template. The laminate template is first cured to the required shape, then surface prepared for joining to additional composite lamina. The laminate templates are used to position composite lamina in contact with one another. The composite lamina are then co-cured together to form one monolithic composite structure lacking bond lines or bonded joints. The laminate template supports additional composite lamina for formation of complex structures and replaces template tools from conventional methods.

Abstract: An apparatus comprising a drivelink comprising a housing including a socket, wherein the socket comprises a cross-sectional area, and a bearing cartridge disposed within the socket, wherein a cross-sectional area of the cartridge is less than the cross-sectional area of the socket. An apparatus comprising a drivelink comprising a housing having a socket, and a bearing cartridge positioned within the socket and comprising a first portion and a second portion, wherein the first portion is configured to undergo compression when a load is applied to the drivelink, and wherein the second portion is configured to not be in tension when the load is applied to the drivelink.

Abstract: In an embodiment, a method for aircraft weight estimation is provided that includes determining a weight signal based on a dynamic pressure signal, a calibrated angle of attack signal, a lift coefficient signal, a load factor signal, and a wing surface area. In another embodiment, a method to estimate aircraft weight is provided that includes determining a weight based on historical flight data relating horizontal control surface position to dynamic pressure. In another embodiment, a system for continuously estimating aircraft weight during flight is provided that includes a pitot-static subsystem, an angle of attack indicator, an accelerometer, a controller configured to provide a weight signal, and a signal filter for filtering the weight signal to determine a stable aircraft weight.

Abstract: A method of cutting a wafer of composite core from a bulk composite core includes stabilizing the bulk composite core with a fixture, the bulk composite core having a plurality of tube members. The method also includes cutting through each of the tube members to create the wafer while the bulk composite core is stabilized by the fixture.

Abstract: The bearing system is configured for treating and reacting dynamic loading within a rotor hub of rotorcraft. The bearing system includes an outer member having a plurality of alternating outer elastomeric layers and shim layers. The outer member has an inboard surface configured for bonding to an inboard bearing support, and the outer member has an outboard surface configured for bonding to an outboard bearing support. The bearing system has an inner member bonded to an interior surface of the outer member. The inner member can include a rigid inner core, as well as a plurality of elastomeric layers and shim layers configured to react torsional movements of the rotor blade.