Abstract: An air intake system for an aircraft, which is switchable between a performance mode and a filtered mode, includes a duct forming filtered air inlet slits. The air intake system also includes interconnected gills adjacent to the filtered air inlet slits. The gills are movable between various gill positions including a closed position substantially covering the filtered air inlet slits and an open position substantially exposing the filtered air inlet slits. The air intake system also includes an actuator configured to move the gills into the closed position in the performance mode and the open position in the filtered mode.

Abstract: A door roller includes a carriage member comprising a plurality of bores, and a plurality of roller assemblies connected to the carriage member, each roller assembly of the plurality of roller assemblies including a pivot bearing rotatably disposed within a bore of the plurality of bores and a pair of rollers coupled to the pivot bearing. Each wheel assembly is configured to pivot relative to the carriage member.

Abstract: An air intake system for an aircraft, which is switchable between a performance mode and a filtered mode, includes a duct forming filtered air inlet slits. The air intake system also includes interconnected gills adjacent to the filtered air inlet slits. The gills are movable between various gill positions including a closed position substantially covering the filtered air inlet slits and an open position substantially exposing the filtered air inlet slits. The air intake system also includes an actuator configured to move the gills into the closed position in the performance mode and the open position in the filtered mode.

Abstract: A component alignment system for an aircraft includes a first component having a first surface including first shaped projections that repeat in at least two directions along the first surface. The component alignment system also includes a second component having a second surface including second shaped projections that repeat in at least two directions along the second surface. The first shaped projections are complementary to the second shaped projections such that the first surface is translationally and rotationally constrained relative to the second surface when the first and second shaped projections are in an interlocked position.

Abstract: A nut-cage system has a nut cage having a base plate and two wings extending from the base plate on opposite sides of the base plate. The wings and base plate form a U-shape, each wing having a slot formed therein, and a fastener aperture is formed through the base plate. A snap-in threaded nut has a pair of tabs extending from a base thereof. A clip-retained threaded nut has a flange extending from a base thereof and is configured for use with a retainer clip. The slots are sized for receiving the tabs of the snap-in nut when the snap-in nut is installed in the nut cage and for receiving portions of the retainer clip when the clip-retained nut and retainer clip are installed in the nut cage, thereby retaining a selected one of the nuts within the cage.

Abstract: A door roller includes a carriage member comprising a plurality of bores, and a plurality of roller assemblies connected to the carriage member, each roller assembly of the plurality of roller assemblies including a pivot bearing rotatably disposed within a bore of the plurality of bores and a pair of rollers coupled to the pivot bearing. Each wheel assembly is configured to pivot relative to the carriage member.

Abstract: A component alignment system for an aircraft includes a first component having a first surface including first shaped projections that repeat in at least two directions along the first surface. The component alignment system also includes a second component having a second surface including second shaped projections that repeat in at least two directions along the second surface. The first shaped projections are complementary to the second shaped projections such that the first surface is translationally and rotationally constrained relative to the second surface when the first and second shaped projections are in an interlocked position.

Abstract: An engine mount assembly for coupling an engine to an airframe. The engine mount assembly includes a torsion bar coupled between the engine and the airframe. The torsion bar has upper and lower tapered bosses. Upper and lower arm assemblies couple the engine to the torsion bar. Each arm assembly has an end bell crank with a tapered socket that is adapted to receive a respective tapered boss therein to secure the end bell cranks to the torsion bar such that the end bell cranks rotate with the torsion bar responsive to movements of the engine.

Abstract: A nut-cage system has a nut cage having a base plate and two wings extending from the base plate on opposite sides of the base plate. The wings and base plate form a U-shape, each wing having a slot formed therein, and a fastener aperture is formed through the base plate. A snap-in threaded nut has a pair of tabs extending from a base thereof. A clip-retained threaded nut has a flange extending from a base thereof and is configured for use with a retainer clip. The slots are sized for receiving the tabs of the snap-in nut when the snap-in nut is installed in the nut cage and for receiving portions of the retainer clip when the clip-retained nut and retainer clip are installed in the nut cage, thereby retaining a selected one of the nuts within the cage.

Abstract: An engine mount assembly for coupling an engine to an airframe includes a torsion bar, a lateral movement control assembly and a vertical movement control assembly. The torsion bar has a torsional stiffness and is coupled between the engine and the airframe such that torsional movement of the engine causes torsion in the torsion bar. The lateral movement control assembly has a lateral stiffness and is coupled between the torsion bar and the airframe such that lateral movement of the engine causes rotation of the torsion bar which reacts on lateral movement control assembly. The vertical movement control assembly has a vertical stiffness and is coupled between the engine and the airframe such that vertical movement of the engine reacts on the vertical movement control assembly. The engine mount assembly, thereby enables torsional, lateral and vertical movement of the engine to be independently controlled.

Abstract: An engine mount assembly for coupling an engine to an airframe. The engine mount assembly includes a torsion bar coupled to the engine and a lateral movement control assembly coupled between the torsion bar and the airframe. The lateral movement control assembly includes a spring having a lateral stiffness. The torsion bar rotates in response to lateral movement of the engine such that the lateral movement of the engine is controllable based on the lateral stiffness of the spring.

Abstract: An engine mount assembly for coupling an engine to an airframe. The engine mount assembly includes a torsion bar coupled between the engine and the airframe. The torsion bar includes an external spline. The engine mount assembly also includes a bell crank having a clamp forming an internal spline with the internal spline of the bell crank adapted to mate with the external spline of the torsion bar to secure the bell crank to the torsion bar such that the bell crank rotates with the torsion bar responsive to movements of the engine.

Abstract: A rotorcraft, such as a tiltrotor aircraft having helicopter and airplane modes, includes an airframe, an engine and an engine mount assembly for coupling the engine to the airframe. The engine includes an engine lug forming an aperture. The engine mount assembly includes a mount having an aperture substantially aligned with the engine lug aperture. A sleeved bolt assembly extends through the apertures to secure the engine lug to the mount. The sleeved bolt assembly includes a bolt undersized relative to the apertures forming a circumferential gap within the apertures, a sleeve disposed around at least a portion of the bolt substantially filling the circumferential gap and a nut adapted to thread onto a threaded portion of the bolt. The use of the undersized bolt within the sleeve permits increased clearance between the sleeved bolt assembly and the engine while maintaining strength requirements in high load environments.

Abstract: An engine mount assembly for coupling an engine to an airframe. The engine mount assembly includes a torsion bar coupled between the engine and the airframe. The torsion bar has upper and lower tapered bosses. Upper and lower arm assemblies couple the engine to the torsion bar. Each arm assembly has an end bell crank with a tapered socket that is adapted to receive a respective tapered boss therein to secure the end bell cranks to the torsion bar such that the end bell cranks rotate with the torsion bar responsive to movements of the engine.

Abstract: An engine mount assembly for coupling an engine to an airframe. The engine mount assembly includes a torsion bar coupled between the engine and the airframe. The torsion bar includes an external spline. The engine mount assembly also includes a bell crank having a clamp forming an internal spline with the internal spline of the bell crank adapted to mate with the external spline of the torsion bar to secure the bell crank to the torsion bar such that the bell crank rotates with the torsion bar responsive to movements of the engine.

Abstract: An engine mount assembly for coupling an engine to an airframe. The engine mount assembly includes a torsion bar coupled to the engine and a lateral movement control assembly coupled between the torsion bar and the airframe. The lateral movement control assembly includes a spring having a lateral stiffness. The torsion bar rotates in response to lateral movement of the engine such that the lateral movement of the engine is controllable based on the lateral stiffness of the spring.

Abstract: A rotorcraft, such as a tiltrotor aircraft having helicopter and airplane modes, includes an airframe, an engine and an engine mount assembly for coupling the engine to the airframe. The engine includes an engine lug forming an aperture. The engine mount assembly includes a mount having an aperture substantially aligned with the engine lug aperture. A sleeved bolt assembly extends through the apertures to secure the engine lug to the mount. The sleeved bolt assembly includes a bolt undersized relative to the apertures forming a circumferential gap within the apertures, a sleeve disposed around at least a portion of the bolt substantially filling the circumferential gap and a nut adapted to thread onto a threaded portion of the bolt. The use of the undersized bolt within the sleeve permits increased clearance between the sleeved bolt assembly and the engine while maintaining strength requirements in high load environments.

Abstract: An engine mount assembly for coupling an engine to an airframe includes a torsion bar, a lateral movement control assembly and a vertical movement control assembly. The torsion bar has a torsional stiffness and is coupled between the engine and the airframe such that torsional movement of the engine causes torsion in the torsion bar. The lateral movement control assembly has a lateral stiffness and is coupled between the torsion bar and the airframe such that lateral movement of the engine causes rotation of the torsion bar which reacts on lateral movement control assembly. The vertical movement control assembly has a vertical stiffness and is coupled between the engine and the airframe such that vertical movement of the engine reacts on the vertical movement control assembly. The engine mount assembly, thereby enables torsional, lateral and vertical movement of the engine to be independently controlled.