Abstract: A failsafe multimode clutch assembly is positioned in a powertrain of a rotorcraft. The clutch assembly includes a freewheeling unit having input and output races. The freewheeling unit has a driving mode in which torque applied to the input race is transferred to the output race and an overrunning mode in which torque applied to the output race is not transferred to the input race. A bypass assembly has an engaged position that couples the input and output races of the freewheeling unit. An actuator assembly must be energized to shift the bypass assembly from the engaged position to a disengaged position. In the disengaged position, the overrunning mode of the freewheeling unit is enabled such that the clutch assembly is configured for unidirectional torque transfer. In the engaged position, the overrunning mode of the freewheeling unit is disabled such that the clutch assembly is configured for bidirectional torque transfer.

Abstract: A movable ballast system for an aircraft includes first and second ballast docks secured to the aircraft. The first ballast dock includes a first housing and a first ballast tray secured within the first housing. The first ballast tray includes a plurality of channels. The second ballast dock is positioned aft of a CG of the aircraft and includes a second housing and a second ballast tray secured within the second housing. The second ballast tray includes a plurality of channels. The movable ballast system includes a plurality of movable ballasts, each movable ballast of the plurality of movable ballasts being configured to fit within at least one channel of each of the plurality of channels of the first and second ballast trays.

Abstract: A movable ballast system for an aircraft includes first and second ballast docks secured to the aircraft. The first ballast dock includes a first housing and a first ballast tray and a first stop plate secured within the first housing. The first ballast tray includes a plurality of channels. The second ballast dock is positioned aft of a CG of the aircraft and includes a second housing and a second ballast tray and a second stop plate secured within the second housing. The second ballast tray includes a plurality of channels. The movable ballast system includes a plurality of movable ballasts, each movable ballast of the plurality of movable ballasts being configured to fit within at least one channel of each of the plurality of channels of the first and second ballast trays.

Abstract: Embodiments are directed to systems and methods for utilizing aircraft cockpit and cabin lighting to provide both power and data transmission to occupants. Data and power may be transmitted on non-visible and/or visible spectrums. The visible light may be used independently for aircraft illumination. Data for the cockpit allows for quick upload and download of flight planning and maintenance data to an electronic flight bag. The electronic flight bag may also be able to receive power from cockpit and cabin lighting during flight.

Abstract: A failsafe multimode clutch assembly is positioned in a powertrain of a rotorcraft. The clutch assembly includes a freewheeling unit having input and output races. The freewheeling unit has a driving mode in which torque applied to the input race is transferred to the output race and an overrunning mode in which torque applied to the output race is not transferred to the input race. A bypass assembly has an engaged position that couples the input and output races of the freewheeling unit. An actuator assembly must be energized to shift the bypass assembly from the engaged position to a disengaged position. In the disengaged position, the overrunning mode of the freewheeling unit is enabled such that the clutch assembly is configured for unidirectional torque transfer. In the engaged position, the overrunning mode of the freewheeling unit is disabled such that the clutch assembly is configured for bidirectional torque transfer.

Abstract: A method of adjusting a center of gravity (CG) of an aircraft includes: inputting at least one load parameter into a flight computer, determining, via a processer of the flight computer, the CG of the aircraft. Responsive to a determination by the processor that the CG is outside of a CG envelope, moving at least a first movable ballast of a plurality of movable ballasts from a first ballast dock to a second ballast dock to move the CG toward the CG envelope. Each of the first and second ballast docks may include a housing and a first ballast tray secured within the housing and comprising a plurality of channels.

Abstract: A power management system for a multi engine rotorcraft having a main rotor system with a main rotor speed. The power management system includes a first engine that provides a first power input to the main rotor system. A second engine selectively provides a second power input to the main rotor system. The second engine has at least a zero power input state and a positive power input state. A power anticipation system is configured to provide the first engine with a power adjustment signal in anticipation of a power input state change of the second engine during flight. The power adjustment signal causes the first engine to adjust the first power input to maintain the main rotor speed within a predetermined rotor speed threshold range during the power input state change of the second engine.

Abstract: In one embodiment, an apparatus may comprise an attachment device configured to be embedded in a structure, wherein the attachment device comprises: a body comprising a first flange and a second flange, wherein the body is configured such that the first flange and the second flange are coupled together internally within the body when the attachment device is embedded in the structure; an attachment fitting for coupling a component to the structure in which the attachment device is embedded.

Abstract: A folding rotor blade assembly includes a blade fold support and a blade-fold actuator system coupled to the blade fold support. The blade-fold actuator system includes a motor, a tab configured to selectively prevent rotation of a blade tang of a rotor blade, and a cam connected to the blade fold support and coupled to the motor, the cam configured to move the tab between a locked position that prevents rotation of the blade tang and an unlocked position that permits rotation of the blade tang.

Abstract: A modal tailboom flight control system for a compound helicopter is operable in a plurality of modes including a forward thrust mode and an anti-torque mode. The modal tailboom flight control system includes a tailboom, a drivetrain extending through the tailboom, an anti-torque system coupled to the drivetrain and rotatable to generate anti-torque thrust for the compound helicopter in the anti-torque mode and a pusher propeller coupled to the drivetrain and rotatable to generate forward thrust for the compound helicopter in the forward thrust mode. The pusher propeller is positioned forward of the anti-torque system.

Abstract: An aircraft having an electric motor coupled to a rotor and an instrument electronically connected to the electric motor and configured to communicate a time available value before a motor condition reaches a motor condition limit.

Abstract: A method includes acquiring a current condition indicator of a condition indicator set associated with an operating condition of a vehicle, the condition indicator set indicating sensor readings associated with an operating element of the vehicle under the operating condition, determining, by a data server, a volatility over a window of the condition indicator set based, at least in part, on differences between adjacent data points in the window, wherein the window includes the current condition indicator, determining, by the data server, a movement over the window of the condition indicator set based, at least in part, on a difference between two selected data points in the window, determining a volatility-based movement significance over the window of the condition indicator set based, at least in part, on a ratio of the movement to the volatility, determining, by the data server, whether a trend associated with the operating element is indicated based, at least in part, on the volatility-based movement sig

Abstract: An electric power tethering system for an aircraft having a vertical takeoff and landing flight mode including a takeoff phase and/or a hover phase includes a surface power source and a power tether having a surface end configured to couple to the surface power source and an aircraft end configured to couple to the aircraft. The power tether is configured to transmit power from the surface power source to the aircraft in the takeoff phase and/or the hover phase. The power tether is detachable to decouple the surface power source from the aircraft in response to a power tether release event during flight.

Abstract: Embodiments are directed to a rotorcraft comprising a body having a longitudinal axis, a wing coupled to the body, a single tiltrotor assembly pivotally coupled to the body, and the tiltrotor assembly configured to move between a position generally perpendicular to the longitudinal axis during a vertical flight mode and a position generally parallel to the longitudinal axis during a horizontal flight mode. The rotorcraft may further comprise an anti-torque system configured to counteract torque generated by the tiltrotor assembly during vertical flight. The rotorcraft may further comprise a center of gravity compensation system configured to manage a rotorcraft center of gravity during movement of the tiltrotor assembly between the vertical flight mode and the horizontal flight mode.

Abstract: An example of a mounting rail system for a console of an aircraft includes a mounting rail with a track that includes two bevelled faces, a pyramidal nut configured to fit within the track, and a mounting bracket configured to be secured to the mounting rail via a fastener that attaches to the pyramidal nut. The pyramidal nut includes two bevelled faces that align with the two bevelled faces of the track.

Abstract: A mounting rail system for a console of an aircraft includes a pair of mounting rails. The first mounting rail is secured to the console and includes a first track with a pair of threaded faces that are configured to receive a first fastener. The second mounting rail is secured to the console opposite the first mounting rail and includes a second track with a pair of threaded faces that are configured to receive a second fastener. The mounting rail system includes a first mounting bracket configured to be secured to the first mounting rail via the first fastener and a second mounting bracket configured to be secured to the second mounting rail via the second fastener.

Abstract: In one aspect, there is a composite skin for a tiltrotor aircraft including a first skin having a periphery defined by a forward edge, an aft edge, and outboard ends; a second skin; and a honeycomb core disposed between the first skin and the second skin, the honeycomb core comprised of a plurality of honeycomb panels positioned along the longitudinal axis of the first skin, the plurality of honeycomb panels having an array of large cells, each cell having a width of at least 1 cm; wherein the second skin and the honeycomb core have an outer perimeter within the periphery of the first skin.

Abstract: A retractable landing gear system configured to contour an aircraft fuselage includes a landing wheel having an axle, a wheel rotation strut assembly coupling the landing wheel to the aircraft fuselage and an actuation strut assembly configured to move the wheel rotation strut assembly between various positions including a deployed position and a stowed position. The axle of the landing wheel is pivotably coupled to a distal end of the wheel rotation strut assembly and configured to pivot relative to the wheel rotation strut assembly as the actuation strut assembly moves the wheel rotation strut assembly between the deployed and stowed positions such that the landing wheel generally contours the aircraft fuselage when the wheel rotation strut assembly is in the stowed position.