Abstract: An aircraft wing with a moveable leading edge device mounted towards the leading edge of the wing. The leading edge device is moveable between a first configuration, a second configuration and a third configuration. In the first configuration, the leading edge device is retracted fully within the wing profile. In the second configuration, a portion of a surface of the leading edge device is extended away from the wing profile and into the oncoming airflow on the lower surface of the wing as the wing moves through the airflow to increase lift produced by the wing. In the third configuration, a portion of the surface of the leading edge device is extended away from the wing profile into the oncoming airflow over the upper surface of the wing to impair lift produced by the wing.

Abstract: An engine pylon rear secondary structure for an aircraft comprising an engine pylon (30) suspending an engine (20) to a wing (10), the engine pylon rear secondary structure comprising: a front attachment interface (310); an aft attachment interface (320); a composite beam (301) connecting the front attachment interface (310) and the aft attachment interface (320); the composite beam (301) comprising a first section (501) and a second section (502) integral with the first section; frames (330) configured for supporting fairing panels (340) and being attached to the first section (501) of the composite beam; and fairing panels (340) attached to outer faces of the frames; wherein the composite beam is of a U-shaped cross-section, the frames (330) comprising three brackets (431, 432, 433) configured to be attached to the composite beam on three external faces of the U-shaped cross-section.

Abstract: An example aircraft includes a parallel propulsion unit, the parallel propulsion unit comprising: a propulsor configured to provide forward propulsion of the aircraft; a gas turbine engine configured to drive the propulsor; an electrical machine configured to generate, for output via one or more electrical busses, electrical energy using mechanical energy derived from the gas turbine engine; and a power sharing module configured to control a ratio of the mechanical energy derived from the gas turbine engine used to drive the propulsor and used to generate electrical energy; and a plurality of series propulsion units, each series propulsion unit comprising a respective propulsor of a plurality of propulsors that are configured to provide forward propulsion of the aircraft and a respective electrical machine each configured to drive a respective propulsor of the plurality of propulsors using electrical energy received from one or more electrical busses.

Abstract: An actuator assembly includes an actuator drive source and a gust lock. The actuator drive source is operable to supply an actuator drive torque to drive a component. The gust lock is movable between a locked position, in which rotation of the drive source is prevented, and an unlocked position, in which rotation of the drive source is not prevented. The gust lock includes a lock shaft, a lock rotor, a lock motor, and a linear actuator. The lock shaft is rotatable with the drive source when the gust lock is in the unlocked position. The lock rotor is rotatable with the lock shaft. The lock motor is configured to supply a lock drive torque. The linear actuator is coupled to receive the lock drive torque and is configured, upon receipt of the lock drive torque, to move between an engaged position and a disengaged position.

Abstract: A convertible aircraft with an airframe defining a first longitudinal axis is described; a pair of half-wings; a first, a second, a third, a fourth, a fifth and a sixth rotor rotatable about respective first, second, third, fourth, fifth and sixth axis, and operable independently of each other so as to generate respectively a first, a second, a third, a fourth, a fifth and a sixth thrust value independent of each other; said fifth and sixth rotor being carried by respective said half-wings and inclinable with respect to said airframe; the aircraft being switchable between a first hovering flight configuration wherein the sixth and seventh axis are arranged orthogonal to the first axis; and a second forward flight configuration wherein the sixth and seventh axis are arranged parallel to or inclined with respect to the first axis; the aircraft comprises first supports adapted to support the fifth and sixth rotor with respect to the respective half-wings; the first supports being arranged spaced apart from respe

Abstract: The invention provides a float plane having a fuselage, a wing, and two floats mounted to the fuselage. In one group of embodiments, the float plane is a firefighting float plane that includes a water tank and a water scooping assembly. In another group of embodiments, the float plane includes a spreader bar suspension assembly. In certain embodiments, the float plane is a firefighting float plane that includes a water tank, a water scooping assembly, and a spreader bar suspension assembly.

Abstract: A collision load distribution structure of a fuselage includes a front unit configured to be located at front ends relative to wings attached to the fuselage, a rear unit configured to be located at rear ends relative to the wings attached to the fuselage, a support unit configured to be located between the front unit and the rear unit, and a wing unit. The support unit is configured to transfer loads applied to the fuselage in case of a crash of the fuselage. The wing unit is configured to be located in the support unit, and connected to the support unit so as to transfer the loads in case of the crash of the fuselage. Loads in a length direction of the fuselage are passed through to the front unit, and are distributed to the wing unit through the support unit.

Abstract: An aircraft structure component (1) for laminar flow including an outer skin (3) having an aerodynamic surface (5), wherein the aerodynamic surface (5) has a leading edge portion (7) and a downstream portion (11) adjacently downstream from the leading edge portion (7), wherein the downstream portion (11) of the aerodynamic surface (5) comprises a paint layer (13) or a foil layer that is not present in the leading edge portion (7), so that a border line (15) is formed between the leading edge portion (7) and the downstream portion (11) by the beginning paint layer (13) or foil layer, and wherein the outer skin (3) comprises an attachment surface (17) to which the paint layer (13) or the foil layer is attached.

Abstract: A delivery device that travels along rails and delivers a package is provided. The rails include at least first and second rails. The delivery device includes: a main body; a connector that is configured to be connected to the rails, with the main body hanging from the connector, and with the rails being spaced apart from a ground surface; at least one actuator that drives the connector; a lift motor that is capable of taking up a wire for unloading the package; and a control circuit. When the delivery device is slidably hung from the first rail, the control circuit: switches from the first rail to the second rail by controlling the actuator; and lets out the wire and lowers the package by controlling the lift motor.

Abstract: An aircraft comprising a plurality of modules is disclosed. The aircraft in includes a blended wing body (BWB) aircraft. The blended wing body aircraft comprises a main body, a transition, and wings with no clear demarcation between the wings and the main body along a leading edge of the BWB aircraft. The blended wing aircraft additionally comprises a cabin containing a plurality of modular receptacles. A plurality of modules is configured to be removably attached to the plurality of modular receptacles. Additionally, at least a propulsor is mechanically attached to the blended wing body aircraft.

Abstract: An engine pylon has a structure for fastening an aircraft engine beneath a wing and has two lateral faces. The structure has a tunnel laterally passing through it, between and through the lateral faces, and the engine pylon has a spreader housed in the tunnel and fastened in an articulated manner to each lateral face. A first end of the spreader has a first bore. A second end of the spreader has two second bores each forming a connection point with the engine. A rod is fastened in an articulated manner to the first bore and has two third bores each forming a connection point with the engine. Such an engine pylon has the ability to attach the engine, with reduced vertical bulk and with less drag.

Abstract: A variable fairing for covering a hydrogen duct system installation on the outside of an aircraft part, wherein the fairing comprises at least one fairing body to be mounted on the aircraft part, an air inlet and an air outlet and at least one movable closure mechanism configured to open and close a top portion of the fairing.

Abstract: Hybrid-electric powertrains for aircraft are disclosed herein. An example hybrid-electric powertrain includes a gas turbine propulsion engine including a first propulsor and a gas turbine engine to drive the first propulsor to produce thrust, a generator operably coupled to a drive shaft of the gas turbine engine, and an electric propulsion unit including a second propulsor and an electric motor to drive the second propulsor to produce thrust. During a first mode of operation, the gas turbine propulsion engine and the electric propulsion unit are activated to produce thrust, and the generator is driven by the gas turbine engine to produce electrical power to power the electric propulsion unit. During a second mode of operation, the gas turbine propulsion engine is activated to produce thrust and the electric propulsion unit is deactivated.

Abstract: A passenger seat arrangement for a passenger aircraft has a passenger seat assembly having at least one passenger seat, an electrical energy supply system which has a first electronics housing, in which electrical power converter components are arranged, and a second electronics housing, in which electrical output connections for connecting electronic terminals are arranged, and a multiplicity of sensors which are assigned to the passenger seat assembly and are coupled to a sensor data interface of the first electronics housing of the electrical energy supply system. The electrical energy supply system has a sensor data processing device which is configured to preprocess sensor data acquired from the sensors via the sensor data interface and to forward the data to a central sensor data evaluation apparatus of the passenger aircraft.

Abstract: A drive mechanism, a drive system and an aerodynamic structure for an aircraft, each including at least one articulated module comprising four links. Each link includes three coupling points distributed forming a triangular geometry. The links are coupled to each other such that an articulation with only one degree of freedom is provided.

Abstract: A honeycomb structure including a first external side, a second external side, and an anti-friction agent buffer for receiving an anti-friction agent. An opening to an anti-friction agent inlet and an opening to an air outlet are present on the first external side. This honeycomb structure may be useful in an aircraft as part of a belly-landing system for the aircraft.

Abstract: A propulsive assembly comprising a nacelle delimiting an internal volume, a T-shaped frame comprising a first wall fixed to the wing and a second wall that is vertical and that divides the internal volume into two sub-volumes, a dihydrogen consumer device, for each sub-volume, a dihydrogen processing system, a supply line connected between the processing system and the consumer device, and an input line connected between the processing system and a dihydrogen tank. Also an aircraft with a wing and such a propulsive assembly.

Abstract: Systems, apparatuses, and methods provide for technology that moves a vent panel into a pressurization position to close a depressurization vent to allow an apparatus to be pressurized. In the pressurization position, a first protrusion abuts a door structure. The vent panel is coupled with the first protrusion. The technology moves the vent panel to a depressurization position to open the depressurization vent to depressurize the apparatus. In the depressurization position the first protrusion is separated from the door structure. The technology moves the vent panel to an intermediate position between the pressurization position and the depressurization position. In the intermediate position the first protrusion abuts the door structure.

Abstract: A winglet is disclosed including first and second covers, a front spar, a rear spar, a rib, and a mid spar between the front spar and the rear spar. The rib and each spar are joined to the first cover and to the second cover. The mid spar has a length and the mid spar curves along all or part of its length. The length of the mid spar extends from an inboard end of the mid spar to an outboard end of the mid spar, and the rib wraps around the inboard or outboard end of the mid spar.

Abstract: A method and satellite for capture-less management of orbital debris objects, include controlling a satellite having opposing thrusters to be maintained at a predetermined distance from an orbital debris object to be managed, i.e., paired with the orbital debris object. Management may include fine tracking of the orbital debris object and/or operating the opposing thrusters to apply force to the orbital debris object to generate a model of the orbital debris object, to change the attitude of the orbital debris object, to deorbit the orbital debris object, and/or breakup the orbital debris object.