Abstract: An aircraft includes a wing and a rotor pod mounted to the wing. The rotor pod includes a body having a forward end and an aft end. A propeller is mounted to the body of the rotor pod at the forward end. A control surface is mounted to the body of the rotor pod between the forward and aft ends and extends outwardly from the body. The control surface is displaceable relative to the body between a first control configuration and a second control configuration to control an attitude of the aircraft. The control surface in the first control configuration is closer to the propeller than the control surface in the second control configuration.

Abstract: An aircraft flap lever is disclosed. The lever is included in a housing, and is supported on an axle. The lever also has a protruding pin that is biased upwards towards four optional radially-spaced notches. Each notch results in a different lever setting, and thus different flap position. The system includes a rocker mechanism that is pivotally mounted on the axle, and prevents skipping over notches when the lever is activated.

Abstract: A method for determining an aircraft angle-of-attack for aircraft stall protection includes providing an output signal from an angle-of-attack sensor and determining an initial angle-of-attack signal based on the output signal. The initial angle-of-attack signal is compensated to provide a pseudo angle-of-attack signal, and the pseudo angle-of-attack signal is mapped to a true angle-of-attack signal based on flight test data. The true angle-of-attack signal is compensated based on roll rate and sideslip or estimated sideslip to provide a compensated angle-of-attack. A complementary filter is applied that complements the compensated angle-of-attack signal with a higher frequency inertial angle-of-attack rate signal, calculated from aircraft inertial data, to provide an angle-of-attack complementary filter output. An angle-of-attack threshold for aircraft stall protection is determined based on one or more compensation parameters.

Abstract: A non-pressurized accessory gearbox for an aircraft includes: a housing, one or more gears disposed within the housing, an input rotating member to receive input from a main rotor gearbox via a shaft connected to the one or more gears, and one or more output rotating members in communication with the one or more gears. The gearbox is configured to utilize splash lubrication for moving a lubrication fluid within the housing.

Abstract: The present invention includes an apparatus and method for automatically adjusting the tracking of one or more blades comprising: a blade tracking adjustment mechanism connected to one or more blades of an aircraft; a blade tracking measurement system that measures the tracking of the one or more blades; and a computer that receives an output from the blade tracking measurement system with tracking information for each of the one or more blades; wherein the computer outputs instructions for the blade tracking adjustment mechanism to change a pitch of one or more of the blades to correct blade tracking.

Abstract: An exemplary method for controlling low speed flight of an aircraft having a controller receiving pilot input includes transitioning from a translational rate command (TRC) to a linear acceleration command (LAC) when the controller is displaced above a control transition displacement (CTD), and while in LAC holding speed when the controller is relaxed to CTD.

Abstract: Various implementations directed to composite skid member with varying cross-sections are provided. In one implementation, an aircraft landing gear assembly may include two composite skid members configured to contact the ground, where each composite skid member includes a first cross-section and a second cross-section, and where the first cross-section is different than the second cross-section. The aircraft landing gear assembly may also include two cross members configured to couple to a fuselage of an aircraft and configured to interconnect the two composite skid members.

Abstract: A method of repairing a composite structure includes providing an assembled composite structure comprising a substantially rigid outer component, wherein the composite structure comprises a void space at least partially bounded by the outer component. The method further includes forming an injection hole through the outer component to provide a path between the void space and space external to the composite structure. The method further includes injecting foam into the void space through the injection hole while the foam is in a substantially unexpanded state and expanding the foam within the void space.

Abstract: An embodiment of the present invention provides an aircraft that includes a fuselage and a rotatable wing disposed above the fuselage. At least one cross-wing driveshaft is disposed within the wing and is driven in rotation by a drive system connected to first and second engines that are located at respective sides of the fuselage beneath the wing. The drive system is so configured that one or both of the first engine and the second engine can drive the at least one cross-wing driveshaft in the event of failure of an engine.

Abstract: An aircraft fuel system includes a fuel cell adapted to contain fuel. A fuel cell receiving assembly has an inner surface adapted to receive the fuel cell. A shaped foam substrate is machined from a foam substrate to fit between the inner surface of the fuel cell receiving assembly and the fuel cell. A polyurea spray coating substantially covers the shaped foam substrate to form a fuel cell cushion. The polyurea spray coating is sprayable onto the shaped foam substrate such that the fuel cell cushion is substantially nonabsorbent of fuel. The fuel cell cushion is interposable between the inner surface of the fuel cell receiving assembly and the fuel cell to cushion the fuel cell from damage.

Abstract: In an embodiment, a ducted fan assembly includes a housing that further includes a rotor. The ducted fan assembly also includes a rim that extends around at least a portion of a perimeter of the ducted fan assembly, where the rim defines an opening surrounding at least a portion of the housing. The ducted fan assembly also includes a skin that is attached to the rim and extends around the at least a portion of the perimeter of the ducted fan assembly to form a leading edge of the ducted fan assembly, the skin and the rim creating a cavity therebetween. The cavity is at least partially filled with a material to absorb energy from an impact of the skin with a foreign object.

Abstract: In an embodiment, a ducted fan assembly includes a housing that further includes a rotor. The ducted fan assembly also includes a rim that defines an opening surrounding at least a portion of the housing. The ducted fan assembly also includes a movable leading edge that is attached to the rim and extends around at least a portion of a perimeter of the ducted fan assembly, where the movable leading edge is adjustable between at least a first position and a second position.

Abstract: In an embodiment, a ducted fan assembly includes a housing that further includes a rotor. The ducted fan assembly also includes a plurality of stators that extend outward from the housing. The ducted fan assembly also includes a control vane pivotally attached to at least one of the plurality of stators. The ducted fan assembly also includes a rim that extends around at least a portion of a perimeter of the ducted fan assembly and is supported by the plurality of stators and the control vane, where the rim defines an opening surrounding at least a portion of the housing.

Abstract: A ring gear assembly includes a ring gear, a gear box case, and a set of bolts. The ring gear includes a set of gear teeth inside the ring gear and arranged in a circle around the ring gear axis. The ring gear further includes a set of flanges arranged along at least one side of the ring gear. Each flange has a respective flange bolt hole therethrough, and each flange bolt hole has a respective bolt axis that is oriented perpendicular to the ring gear axis. The gear box case has a set of gear box bolt holes therethrough, each gear box bolt hole corresponding to a respective one of the flange bolt holes. Each of the bolts passes through a respective one of the gear box bolt holes and its corresponding flange bolt hole to fasten the ring gear to the gear box case.

Abstract: An method for controlling an autonomous vehicle fleet, including obtaining, by a fleet controller, from a master schedule, a mission for a vehicle of a fleet of autonomous vehicles, where the mission is associated with a mission entry of the master schedule, generating vehicle commands according to mission parameters associated with the mission, maintaining a persistent connection with the vehicle, sending the vehicle commands to the vehicle using the connection, the vehicle commands causing the vehicle to execute the mission under control of the fleet controller, and monitoring operation of the vehicle during performance of the mission.

Abstract: A rotor system is provided in one example embodiment and may include a rotor duct; at least one rotor blade, wherein the at least one rotor blade comprises a tip end; and a tip extension affixed at the tip end of the at least one rotor blade, wherein the tip extension is comprised, at least in part, of a flexible material and the rotor blade has a fixed extended length based on the tip extension. The tip extension may provide a clearance distance between the tip extension and the rotor duct.

Abstract: A system is described and includes a rack for carrying payload disposed in a payload bay; and a payload extension assembly for affecting linear translation of the rack between a first position in which the rack is fully retracted within the payload bay and a second position in which the payload extension assembly is fully extended and the rack is supported outside the payload bay. The payload extension assembly comprises forward and aft tracks respectively attached to forward and aft walls of the payload bay; a first stage for providing linear translation of the rack relative to the forward and aft tracks; and a second stage for providing linear translation of the rack relative to the first stage. The system further comprises a payload actuator system for selectively causing the rack extension assembly to move the rack between the first and second positions.

Abstract: A heliport docking system provides automated transport, fueling, maintenance, and logistical management of VTOLs. The heliport docking system can include a plurality of helipads that can be autonomously transported from area-to-area to assist in the logistics of heliport management and control. The helipad system can include a surface on which a VTOL can land and a controller that can perform functions related to routing, maintenance, object detection, and transport, among others. The helipad system can releasably secure the VTOL to the helipad and transport the VTOL to different areas of the heliport system. The helipad system can also fuel the VTOL by providing, electricity, combustible fuel, or other suitable energy source, and perform a maintenance check of the VTOL and create maintenance crew of any VTOL irregularities.

Abstract: A rotor system is provided in one example embodiment and may include a rotor duct; at least one rotor blade, wherein the at least one rotor blade comprises a tip end; and a tip extension affixed at the tip end of the at least one rotor blade, wherein the tip extension comprises a plurality of flexible elements and the rotor blade has a fixed extended length based on the tip extension. The tip extension may provide a clearance distance between the tip extension and the rotor duct.

Abstract: A modal restraint system for an occupant of a seat of an aircraft. The modal restraint system includes a strap feeder unit and a strap selectively retractable into and extendable from the strap feeder unit. The strap feeder unit is adapted to switch between a plurality of modes including an unfixed mode and a fixed mode. The strap is extendable from and retractable into the strap feeder unit in the unfixed mode. The strap is substantially unextendable from the strap feeder unit in the fixed mode. The strap feeder unit is in the unfixed mode by default. The strap feeder unit is operable to switch from the unfixed mode to the fixed mode in response to a precautionary event including detection of an operational parameter that is beyond a predetermined threshold, thereby reducing freedom of movement of the occupant relative to the seat.