Abstract: A leading edge assembly for an aircraft wing. The leading edge assembly includes a housing configured to be connectable to a fixed wing section of the wing, the housing formed with a first opening connecting an exterior of the housing with an interior of the housing, an actuating element movably connected to the housing, such that the actuating element is movable between a first position and at least one second position. The actuating element extends through the first opening and includes a first section arranged in the interior of the housing and a second section arranged at the exterior of the housing. The actuating element is configured to be connectable to a high lift device.

Abstract: An engine vibration isolation subframe for aircraft includes a forward frame and a forward beam connected to the forward frame. The forward beam includes a first end configured to connect to a first engine and a second end configured to connect to a second engine. An aft frame is disposed aft of the forward frame and includes a first aft beam connected to the aft frame and the first engine and a second aft beam connected to the aft frame and the second engine, where the second aft beam is disposed substantially opposite the first aft beam. At least one forward isolator assembly is connected to the forward frame and at least one aft isolator assembly is connected to the aft frame.

Abstract: In order to improve liquid hydrogen storage on aircraft, a liquid hydrogen tank is integrated into the fuselage of the aircraft. At least one portion of the tank wall is formed by specially adapted tank skin panels and/or a pressure bulkhead. The parts forming the tank wall are strengthened to contain a tank pressure of about 3 bar.

Abstract: An actuator system for actuating movement of a control surface of an aircraft wing includes a common input rail connectable to a means for providing movement to said input rail. The system also includes: a plurality of rotary geared actuators “RGAs”; a common output rail connectable to said control surface; wherein each of said plurality of RGAs is connected to said input rail by an individual input clutch and also connected to said output rail by an individual output clutch, and wherein the input clutch functions independently of the output clutch.

Abstract: Material transfer interfaces for space vehicles, and associated systems and methods are disclosed. A representative system includes a first coupler configured to be carried by a first space vehicle, and a first valve device carried by the first coupler. The system further includes a second coupler configured to be carried by a second space vehicle and a second valve device carried by the second coupler. The first coupler includes rotatable and translatable latch arms positioned to engage with and connect to the second coupler. The first valve device incudes a moveable probe that is insertable into the second valve device when the latch arms of the first coupler are connected to the second coupler to transfer fluid between the first and second valve devices.

Abstract: A helicopter is described comprising: a tail boom; a fin projecting from the tail boom; and a tailplane arranged at the tail boom and transversal to the fin; at least one of the fin and the tailplane defining a first aerodynamic surface generating a first aerodynamic force; at least one first element transversal to the first aerodynamic surface; and a second aerodynamic surface generating a second aerodynamic force, connected to the first element, facing and spaced from the first aerodynamic surface; the second aerodynamic surface is spaced from the other of the fin and the tailplane.

Abstract: A wing having a wing box (20) defining a first wing profile with a first leading edge, a first trailing edge, a first top surface and a first bottom surface; a first appendage hinged on the wing box and defining a second wing profile, in turn comprising an end wall and a second trailing edge, a second top surface and a second bottom surface; the first appendage is movable between: a first position, in which the first and the second wing profiles are contiguous with each other and a second position, in which the second bottom surface and second top surface are respectively separated from the first bottom surface and first top surface; the wing box comprises a first spar having a curved section in a plane orthogonal to the associated first axis; the end wall is curved and arranged abutting against the first spar at least along the second top surface and the second bottom surface when the first movable appendage is in the first position.

Abstract: A heat transfer control structure includes: an outer shell having an outer surface and an inner surface, the outer shell being heated by airflow along the outer surface; an inner shell disposed opposed to the inner surface of the outer shell, the inner shell being configured to accommodate a payload therein; and a plate coupled to the inner shell such that the plate is opposed to the inner shell across a gap. The outer shell is coupled to the plate.

Abstract: Presented are a method and apparatus for an aircraft flight surface actuation system including a motor having an output shaft. A gearbox is coupled with the output shaft, whereby a first driving force output via the motor is converted to a second driving force. A torque shaft assembly is driveably coupled with the gearbox. The torque shaft assembly includes a first tube, a second tube located at least partially through the first tube and located coaxial therewith, wherein the first tube comprises an axial preload operable to mitigate lateral deflection, and wherein the first tube comprises a torsional preload operable to mitigate torsional deflection. In addition, the aircraft flight surface actuation system includes an eccentric cam mechanism driveably coupled with the torque shaft assembly, and a flight surface coupled with the eccentric cam mechanism.

Abstract: An aircraft wingbox assembly is disclosed having a wingbox including an upper cover, a lower cover and a pair of spars; a plurality of ribs in the wingbox, wherein the ribs divide the wingbox into bays; and a fuel tank in the wingbox. All or part of the fuel tank is located in a first one of the bays between a first one of the ribs and a second one of the ribs. The fuel tank includes a tank wall and first and second tank lugs extending from the fuel tank wall. A first fastener attaches the first tank lug to the first one of the ribs; and a second fastener attaches the second tank lug to the second one of the ribs.

Abstract: According to one implementation, a propulsion system includes a rotor, a motor and an anti-icing mechanism. The rotor has blades. The motor rotates the rotor. The anti-icing mechanism deices the blades using heat generated by driving of the motor. Further, according to one implementation, an aircraft includes the above-mentioned propulsion system. Further, according to one implementation, an anti-icing method of a rotor having blades includes deicing the blades using heat generated by driving of a motor for rotating the rotor.

Abstract: An aircraft controlled by compressed air according to an embodiment of the present invention comprises: a fuselage (10) having main wings (20) on both sides thereof; a first nozzle (12) mounted to the roof of the fuselage (10); second nozzles (22) mounted on the top surfaces of the main wings (20); a first tank (31) disposed in the fuselage (10) or the main wings (20) and storing compressed air; and a main control valve (40) for controlling the compressed air so that the compressed air is provided to the first nozzle (12) or the second nozzles (22).

Abstract: A vertical takeoff and landing aircraft using a hybrid electric propulsion system and a control method therefor according to an embodiment of the present invention: performs control such that, during vertical takeoff and landing of an aircraft (1), a generator (20), a power management device (4), and a battery management system (60) simultaneously provide power to a motor (80); and performs control such that, during a cruise flight or transition flight of the aircraft (1), the thrust of a second propeller (82) is increased and a battery (62) of the battery management system (60) is charged with redundant power generated by the generator (20).

Abstract: An example method for launching a high-altitude balloon includes securing a launch collar around a balloon envelope to form a choke point separating an upper portion of the balloon envelope from a lower portion of the balloon envelope. The balloon envelope is structurally secured to a launch platform via a tether that is coupled to the launch collar. The launch collar is configured such that release of the launch collar from the choke point releases the balloon envelope from the launch platform.

Abstract: An aircraft includes a fuselage, a pylon, a wing positioned between the fuselage and the pylon, and a plurality of drive shafts located inside the wing and adapted to drive a rotor associated with the pylon.

Abstract: An unmanned aerial vehicle according to the present invention may comprise: a rotor-blade for providing thrust according to generation of main stream; and a safety guard disposed to surround the rotor-blade. The safety guard may comprise: a guide member which is disposed coaxially with the rotor-blade while having a gap between the guard member and the end of the rotor-blade, so as to stabilize, when the rotor-blade rotates, a flow field suctioned by a negative pressure, and stably boost a discharge flow when the pressure is changed to a positive pressure; and a diffuser which is disposed coaxially with and radially spaced apart from the guide member, and generates a secondary flow toward the main stream to increase a flow rate.

Abstract: Underwing-mounted trailing edge flaps for wings of aircraft are disclosed. A flap pivotally coupled to the wing is movable between a stowed position located along a lower surface of the wing and a deployed position located rearward of a trailing edge of the wing. The flap includes a first edge, a second edge located opposite the first edge, a first surface extending between the first edge and the second edge, and a second surface located opposite the first surface and extending between the first edge and the second edge. The first edge is located rearward of the second edge when the flap is in the stowed position, and forward of the second edge when the flap is in the deployed position. A bullnose pivotally coupled to the flap at a location along the first edge pivots relative to the flap as the flap moves between the stowed and deployed positions.

Abstract: An anti-torque rotor includes a mast rotatable about a first axis; a plurality of blades; an element slidable along the first axis, rotating integrally with the mast and operatively connected to the blades. The rotor also has a slidable control rod; a first bearing with a rotatable first ring, a second ring radially internal to the first ring and a plurality of first rolling bodies; a third ring slidable along the first axis and angularly fixed with respect to the first axis; and a locking element arranged in a first configuration, in which it prevents the relative rotation of the second and third rings and is movable from the first configuration to at least one emergency configuration, in which it renders the second ring free to rotate with respect to the third ring, when the first bearing is in a failure condition.

Abstract: In order to provide a track drive device for an aircraft that has zero backlash, a large gear reduction, the ability to self-lock, and a better load transfer and reduced wear, the track drive device drives a track member through a drive device that has at least one drive unit that is arranged adjacent to the track member. Each drive unit comprises a plurality of engaging members that are driven by a cam shaft or a cam gear such that the engaging members are sequentially shifted in a wave-like pattern which results in the track member being moved in a linear manner relative to the drive device along a longitudinal direction.

Abstract: A spoiler actuation apparatus for moving an aircraft spoiler. The spoiler is moveable between a stowed configuration and a deployed configuration. The spoiler actuation apparatus includes a guide member, a rack mounted on the guide member and slideable along a longitudinal axis of the guide member, and a gear coupled to the rack, the gear arranged to move the spoiler in response to sliding of the rack. The rack is held at a first position when the spoiler is in the stowed configuration. An actuator moves the rack from the first position to a second position along the longitudinal axis. When the rack is at the second position, the rack is operable to accelerate relative to the guide member away from the second position by an aerodynamic force acting on the spoiler.