Abstract: Various embodiments of a variable geometry quadrotor with a compliant frame are disclosed, which adapts to tight spaces and obstacles by way of passive rotation of its arms.

Abstract: A satellite includes a first radiator panel with first heat-generating components attached to its surface and a second radiator panel with second heat-generating components attached to its surface. One or more actuators are configured to deploy the first and second radiator panels from a compact configuration in which the first and second radiator panels are overlapping to a deployed configuration in which the first and second radiator panels are non-overlapping.

Abstract: An aircraft wing having a main wing and a trailing edge flight control surface movable between a retracted position, a first extended position in which the control surface is positioned rearwardly in the chord wise direction relative to its retracted position, and a second extended position in which the control surface is rotated relative to its retracted position. A closure panel, mounted to the main wing, extends from the main wing to the control surface, to provide an air flow surface between the main wing and control surface, both when the control surface is in its retracted position and its first extended position. The closure panel is movable, relative to the control surface, to an open configuration in which it opens an airflow passage provided between the control surface and an opposed surface of the aircraft wing when the control surface is in its second extended position.

Abstract: A power control unit configured to supply hydraulic pressure and mechanical torque. To this end, the power control unit includes an electric motor coupled to a differential output transmission and a hydraulic pump. A switchable transmission device allows the torque of the motor to be redirected either to the output transmission, e.g., to drive high-lift devices, or to the hydraulic pump, e.g., to extend or retract landing gears.

Abstract: An aircraft may include a fuselage, a propulsion assembly configured to produce thrust for the aircraft, and a gimballing mechanism articulatably coupling the propulsion assembly to the fuselage and configured to rotate the propulsion assembly about a first axis of rotation defined through a center of mass of the propulsion assembly, and rotate the propulsion assembly about a second axis of rotation defined through the center of mass of the propulsion assembly. The first axis of rotation may be perpendicular to the second axis of rotation. The first axis of rotation may be perpendicular to the second axis of rotation.

Abstract: A propulsor includes a propulsor body and a prop assembly in rotational communication with the propulsor body. The prop assembly includes a plurality of prop blades configured for rotation about an axial centerline of the propulsor. The plurality of prop blades are rotatable between a deployed position and a stowed position. The propulsor further includes at least one linkage having a first linkage end and a second linkage end. The first linkage end of the at least one linkage is rotatably mounted to the propulsor body and the second linkage end is configured to be rotatably mounted to an aircraft body. The propulsor further includes a first motor coupled to the at least one linkage and configured to rotate the at least one linkage relative to the propulsor body between a first rotational position and a second rotational position.

Abstract: A bulkhead assembly for an aircraft passenger cabin having a floor and a secondary support member includes upper and lower bulkhead panels and a bulkhead coupling member. The upper bulkhead panel defines an elongated tower portion that protrudes through a slot opening in an overhead closeout panel, and directly or indirectly connects to the secondary support member. The lower bulkhead panel connects to the upper bulkhead panel and to the floor via the bulkhead coupling member. A method for installing the bulkhead assembly in the passenger cabin includes connecting the lower bulkhead panel to the floor, joining the lower bulkhead panel to the base of the upper bulkhead panel using a bulkhead coupling member, inserting the terminal end through the slot opening, and connecting the terminal end to the secondary support member behind the overhead closeout panel.

Abstract: Systems and methods for varying excess thrust of an aircraft include: a first electric fan rotatable about a first axis for directing a first air flow along a first air flow path; and a second electric fan rotatable about a second axis different from the first axis for directing a second air flow along a second air flow path fluidly isolated from the first air flow path, wherein the first electric fan and the second electric fan are disposed radially about a roll axis of the aircraft and adjacent an aft end of the aircraft, and the first electric fan and the second electric fan are configured to intake boundary layer air to form the first air flow and the second air flow.

Abstract: An aircraft including a fuselage including an opening and beams that are aligned and that are interrupted at the edges of the opening, a removable panel where for each pair of aligned beams of the fuselage interrupted at the opening a beam of the removable panel extends between the two beams of the pair and each end of the beam of the removable panel faces an end of a beam of the pair and at the end of at least one beam of the fuselage facing an end of a beam of the removable panel, fixing means providing a removable fixing between the ends.

Abstract: A wing for an aircraft is disclosed having a fixed wing, a foldable wing tip portion mounted to the fixed wing via a hinge rotatable about a hinge axis between an extended position and a folded position, and an actuation mechanism for moving the foldable wing tip portion. The actuation mechanism includes a drive arm mounted to the fixed wing in a manner rotatably driven about a drive axis, and the drive arm is configured to effect movement of the foldable wing tip portion between the extended position and the folded position upon rotation of the drive arm about the drive axis.

Abstract: A door assembly for a payload bay (10) having an opening (12), the door assembly comprising at least one door (20, 220). The at least one door comprises: a panel section (22, 222) having a first end (24, 224) and a second end (26, 226); and a first mounting member (30, 230) arranged orthogonally to the panel section at the first end and having a first engagement feature (31, 231) having a rotational axis (18, 218) about which the panel section is arranged to rotate. The engagement feature is arranged to engage with a first fixing member (16, 216) on one side of the payload bay to rotatably couple the panel section to the payload bay. The at least one door is arranged to translate between a closed configuration, in which the panel section is arranged in the same plane as the opening, and an open configuration, in which the panel section is arranged at at least 90 degrees to the plane of the opening, by rotating about the rotational axis.

Abstract: An aircraft wing including: a main wing portion with a tip end, and a wing tip device rotatably coupled to the tip end of the main wing portion at a joint, the wing tip device rotatable at the joint about a first axis between a flight configuration and a ground configuration; and a seal panel assembly including: a seal panel extending across the joint; a first connecting element having a first end non-rotatably coupled to the seal panel and a second end rotatably coupled to the main wing portion such that the seal panel is rotatable about a second axis; and a second connecting element having a first end rotatably coupled to the seal panel and a second end rotatably coupled to the wing tip device, such that rotation of the wing tip device about the first axis causes the seal panel to rotate about the second axis.

Abstract: One variation of a system for generating thrust at an aerial vehicle includes: a primary electric motor; a rotor coupled to the motor; an internal-combustion engine; a clutch interposed between the motor and an output shaft of the internal-combustion engine; an engine shroud defining a shroud inlet between the rotor and the internal-combustion engine, extending over the internal-combustion engine, and defining a shroud outlet opposite the rotor; a cooling fan coupled and configured to displace air through the engine shroud; and a local controller configured to receive a rotor speed command specifying a target rotor speed, adjust a throttle setpoint of the internal-combustion engine according to the target rotor speed and a state of charge of a battery in the aerial vehicle, and drive the primary electric motor to selectively output torque to the rotor and to regeneratively brake the rotor according to the target rotor speed.

Abstract: In an aircraft, the airframe includes a windshield frame, with an energy attenuating windshield corner support extending across a corner of the windshield frame. The energy attenuating windshield corner support is configured to deform upon an impact to a windshield disposed in the windshield frame. This energy attenuating windshield corner support may be shaped and/or sized to enable, and/or comprised of a material that enables, the aircraft windshield corner support to deform upon the impact to the windshield disposed in the windshield frame, attenuating energy of the impact to the windshield disposed in the windshield frame.

Abstract: One embodiment is an aircraft including a fuselage; a wing connected to the fuselage; first and second booms connected to the wing on opposite sides of the fuselage; first and second forward propulsion systems attached to forward ends of the first and second booms; first and second aft propulsion systems fixedly attached proximate aft ends of the first and second booms; first and second wing-mounted propulsion systems connected to outboard ends of wings; and first and second wing tips fixedly connected to outboard sides of the first and second wing-mounted propulsion systems; wherein the first and second wing-mounted propulsion systems and the first and second wing tips are collectively tiltable between a first position when the aircraft is in a hover mode and a second position when the aircraft is in a cruise mode.

Abstract: A flow body for an aircraft is disclosed having a stiffening structure and a flow surface at least partially enclosing the stiffening structure, the flow surface having a leading edge and a trailing edge at a distance to each other in a chordwise direction, the flow body including a first heating device attached to or integrated into the flow surface in a first chordwise section, a second heating device attached to or integrated into the surface body in a second chordwise section. The first chordwise section and the second chordwise section are distanced from each other, the first chordwise section is closer to the leading edge than the second chordwise section, and at least the second heating device comprises an electric heater.

Abstract: Systems, apparatuses and methods provides for technology that moves a locking vent door from an opening position to a locking position, where in the opening position, the locking vent door opens a locking vent, and in the locking position, the locking vent door closes the locking vent. When the locking vent door is in the locking position, the technology prohibits movement of a handle from an engaged position to a disengaged position. When the locking vent door is in the opening position the technology moves the handle from the engaged position to the disengaged position, moves a lock from a locking position to an unlocking position, and moves a pressurization vent door from the pressurization position to the depressurization position based on the lock being moved from the locking position to the unlocking position.

Abstract: A fitting for connecting a first aircraft structure to a second aircraft structure is disclosed including a first substantially planar surface, a second substantially planar surface, a body, and a cavity in the body configured to retain a captive nut. The body connects the first surface to the second surface such that the first surface is at an angle of less than or equal to 90° to the second surface. The cavity is configured such that a captive nut retained therein is adjacent the first surface and the second surface.

Abstract: A movable aerodynamic surface for an aircraft is disclosed including a skin having a first skin portion and a second skin portion both extending from the leading edge to the trailing edge and together surrounding an interior from opposite sides, and a stiffener arrangement arranged in the interior and including at least an inboard stiffener in the area of the inboard end and/or an outboard stiffener in the area of the outboard end. At the inboard end between the first skin portion, the second skin portion and the inboard stiffener an inboard cavity is formed, and/or at the outboard end between the first skin portion, the second skin portion and the outboard stiffener an outboard cavity is formed. An acoustic filler arrangement including multiple filler elements is arranged within the inboard cavity and/or the outboard cavity for reducing noise.

Abstract: An anti-aircraft system is described and includes an unmanned aerial vehicle (UAV) comprising a body; a wing connected to the body; and propulsion systems associated with the wing, wherein the propulsion systems comprise pylons releasably connected to opposite ends of the wing such that the propulsion systems may be selectively released from the wing during flight of the UAV.