Abstract: A mechanism for transitioning a tiltrotor aircraft between rotary and non rotary flight modes. The mechanism includes a gimbal lock positioned about a mast that is operable to selectively enable and disable a gimballing degree of freedom of a rotor assembly relative to the mast. A blade stop assembly, positioned about the mast, includes a plurality of arms having a radially contracted orientation and a radially extended orientation. A blade lock assembly is operably associated with each rotor blade assembly. Each blade lock assembly is operable to selectively enable and disable a folding degree of freedom and a pitching degree of freedom of the respective rotor blade assembly. A swash plate is operable to change the pitch of the rotor blade assemblies in the rotary flight mode and fold the rotor blade assemblies in the non rotary flight mode.

Abstract: Embodiments refer generally to systems and methods for providing autorotative enhancement for helicopters using an autorotative assist unit coupled to the transmission of the helicopter. Methods of utilizing an autorotative assist unit as well as retrofitting an autorotative assist unit to an existing helicopter are also disclosed. By employing an autorotative assist unit, improved autorotation can be achieved without the need to increase the weight of the rotor.

Abstract: Embodiments refer generally to systems and methods for providing autorotative enhancement for helicopters using an autorotative assist unit coupled to the transmission of the helicopter. Methods of utilizing an autorotative assist unit as well as retrofitting an autorotative assist unit to an existing helicopter are also disclosed. By employing an autorotative assist unit, improved autorotation can be achieved without the need to increase the weight of the rotor.

Abstract: Embodiments refer generally to systems and methods for providing autorotative enhancement for helicopters using an autorotative assist unit coupled to the transmission of the helicopter. Methods of utilizing an autorotative assist unit as well as retrofitting an autorotative assist unit to an existing helicopter are also disclosed. By employing an autorotative assist unit, improved autorotation can be achieved without the need to increase the weight of the rotor.

Abstract: An autorotative enhancement system comprises a transmission having a driveshaft configured to couple to an engine. A mast is configured to couple to multiple rotor blades. An autorotative assist unit is configured to the transmission and is configured to store energy during normal operation and drive the rotor blades through the transmission to provide supplemental autorotative assistance upon loss of engine power.

Abstract: Embodiments refer generally to systems and methods for providing autorotative enhancement for helicopters using an autorotative assist unit coupled to the transmission of the helicopter. Methods of utilizing an autorotative assist unit as well as retrofitting an autorotative assist unit to an existing helicopter are also disclosed. By employing an autorotative assist unit, improved autorotation may be achieved without the need to increase the weight of the rotor.

Abstract: A variable gradient control stick force feel adjustment system for use in aircraft is disclosed. A gradient actuator is operationally coupled to at least one spring cartridge assembly in order to move the pivot point of the spring cartridge assembly with respect to the aircraft's directional hardware so that the tension of at least one manual control stick onboard the aircraft can be adjusted. At least one operational parameter input is provided to the gradient actuator from at least one of the aircraft's onboard control devices in order to effect a change in pivot point for the spring cartridge assembly.

Abstract: A pylon conversion system (100) for operating a pylon (12) on a tiltrotor aircraft (10) between an aircraft mode and a helicopter mode is disclosed. The system (100) comprises first and second pylon conversion actuators (102,104) each having a retracted position and an extended position which corresponding to the aircraft mode and the helicopter mode. A first gearing system (156) is operably coupled to the first pylon conversion actuator (102) and to a first primary power unit (110), a first backup power unit (112) and a first clutch (138). A second gearing system (158) is operably coupled to the second pylon conversion actuator (104) and to a second primary power unit (114), a second backup power unit (116) and a second clutch (142). An interconnect drive train (126) is operably coupled to the first and second clutches (138, 142) such that the first and second pylon conversion actuators (102, 104) are operable between the extended position and the retracted position.

Abstract: A fluid level indicator (22) indicating the level of a fluid (14) in a chamber (12) having a piston (16) is disclosed. The fluid level indicator (12) has a housing (24) that is positioned adjacent to the chamber (12). A plurality of magnetic pins (28, 38) are moveably disposed within the housing (24). The magnetic pins (28, 38) have a first position and a second position. At least one of the magnetic pins (38) shifts from the first position to the second position when the piston (16) is aligned therewith, thereby indicating the position of the piston (16) within the chamber (12) and indicating the level of fluid (14) within the chamber (12).

Abstract: An improved tilting rotor aircraft, a control system for an elongated shaft, and a method of controlling an elongated shaft are provided. Sensors are utilized to detect an amount of twist on a flexible and elongated shaft. A controller receives the signal and generates a command signal. A plurality of actuators receive the command signals and compensate for the twist in the flexible and elongated shaft.

Abstract: A improved tilt rotor aircraft comprising an airframe, at least one wing member coupled to the airframe, and at least one tilt rotor assembly carried by the at least one wing member. The tilt rotor assembly is actuated by a conversion actuator. The improved tilt rotor aircraft includes a low-height tunable downstop assembly for absorbing oscillatory vibration loads, such as pitch loads and yaw loads. The low-height tunable downstop assembly comprises a pivotable striker assembly having an adjustable stiffness, and a cradle assembly adapted to releasably receive the striker assembly. The striker assembly is attached to the tilt rotor assembly and the cradle assembly is attached to the wing member. A plurality of sensor modules are bonded to the cradle assembly. The sensor modules include a plurality of strain gages arranged to sense shear strain in the cradle assembly. The sensor modules are electrically coupled to sensor circuits and flight control computers.