Abstract: A tiltrotor aircraft includes a fuselage, a wing member extending from the fuselage, an engine disposed relative to the wing member and a proprotor mechanically coupled to the engine. The proprotor includes a plurality of proprotor blade assemblies each including a spar and a sheath extending spanwise along the spar forming the leading edge of the proprotor blade assembly. The spar has a root section, a main section and a tip section. The spar has a generally oval cross section at radial stations along the main section and a first edge having a structural bias relative to a generally oppositely disposed second edge at the radial stations along the main section.

Abstract: In some embodiment, an aircraft includes a flying frame having an airframe, a distributed propulsion system attached to the airframe, the distributed propulsion system including a plurality of propulsion assemblies and a flight control system operably associated with the distributed propulsion system. The flying frame has a vertical takeoff and landing mode and a forward flight mode. The flight control system is operable to independently control the propulsion assemblies. The flight control system is also operable to detect faults in individual propulsion assemblies and to perform corrective action responsive to detected faults at a distributed propulsion system level.

Abstract: In some embodiments, a transportation method includes coupling a flying frame to a passenger pod assembly; lifting the passenger pod assembly into the air in a vertical takeoff and landing mode with the passenger pod assembly in a generally horizontal attitude; transitioning from the vertical takeoff and landing mode to a forward flight mode by rotating the flying frame relative to the passenger pod assembly, which remains in the generally horizontal attitude; transporting the passenger pod assembly toward a second location in the forward flight mode; transitioning the flying frame from the forward flight mode to the vertical takeoff and landing mode by rotating the flying frame relative to the passenger pod assembly, which remains in the generally horizontal attitude; landing the flying frame at the second location in the vertical takeoff and landing mode; and releasing the passenger pod assembly.

Abstract: A rotorcraft rotor blade assembly includes an upper skin portion extending substantially a full span of the rotor blade assembly and a lower skin portion extending substantially the full span of the rotor blade assembly. Each of the upper skin portion and the lower skin portion is configured to carry at least substantially 30% of rotor blade assembly loads.

Abstract: In some embodiment, an aircraft includes an airframe, a propulsion system attached to the airframe and a flight control system operably associated with the propulsion system. A pod assembly is selectively attachable to the flying frame. The flying frame has a vertical takeoff and landing mode and a forward flight mode. The flying frame has a manned flight mode and an unmanned flight mode.

Abstract: A rotorcraft rotor blade assembly includes a stub spar extending less than a full span of the rotor blade assembly. An upper skin portion extends substantially the full span of the rotor blade assembly. A lower skin portion extends substantially the full span of the rotor blade assembly. The stub spar is positioned between the upper skin portion and the lower skin portion.

Abstract: In one embodiment, a method may comprise coupling a plurality of reinforcement fibers to a plurality of spherical components; inserting the plurality of spherical components into an enclosure; and heating the enclosure to cause the plurality of spherical components to expand, wherein the plurality of spherical components expands to form a geodesic structure, wherein the geodesic structure comprises a plurality of polyhedron components configured in a geodesic arrangement.

Abstract: In some embodiments, an aircraft includes a flying frame having an airframe with first and second wing members having a plurality of pylons extending therebetween, a distributed propulsion system including a plurality of propulsion assemblies securably attached to the airframe and a flight control system operably associated with the distributed propulsion system. The flying frame has a vertical takeoff and landing mode with the wing members disposed in generally the same horizontal plane and a forward flight mode with the wing members disposed in generally the same vertical plane. The flight control system is operable to command the propulsion assemblies responsive to at least one of remote flight control, autonomous flight control and combinations thereof.

Abstract: A hybrid composite and metallic gear includes a generally cylindrical shaft interface. A composite web is coupled to the shaft interface. The composite web includes a generally cylindrical rim having an outer surface. The outer surface includes a plurality of locks each having a radially outwardly extending profile. A generally cylindrical metallic gear ring having a plurality of external teeth includes an inner surface. The inner surface includes a plurality of detents each having a radially outwardly extending profile that corresponds with one of the locks of the composite web. When the composite web is positioned within the metallic gear ring, the corresponding locks and detents each form a lock and detent coupling establishing an interlocking interface between the composite web and the metallic gear ring.

Abstract: A propulsion assembly for an aircraft includes a nacelle having a rapid connection interface, at least one battery disposed within the nacelle, a speed controller coupled to the battery and a propulsion system coupled to the speed controller and the battery. The propulsion system includes an electric motor having an output drive and a rotor assembly having a plurality of rotor blades that are rotatable with the output drive of the electric motor in a rotational plane to generate thrust. The electric motor is operable to rotate responsive to power from the battery at a speed responsive to the speed controller. The rapid connection interface of the nacelle is couplable to a rapid connection interface of an airframe nacelle station to provide structural and electrical connections therebetween that are operable for rapid in-situ assembly.

Abstract: An aircraft includes an airframe having first and second wings with first and second pylons extending therebetween and having a two-dimensional distributed thrust array of outboard propulsion assemblies attached thereto. A flight control system is coupled to the airframe and is operable to independently control a rotor speed and a thrust vector of each propulsion assembly. In a low thrust to weight configuration, transitions from the VTOL orientation to the biplane orientation include establishing a pitch down flight attitude while engaging in collective thrust vectoring of the outboard propulsion assemblies to maintain hover stability followed collectively reducing the thrust vector angles to initiate forward flight. In a high thrust to weight configuration, transitions from the VTOL orientation to the biplane orientation include maintaining a level flight attitude while collectively increasing the thrust vector angles of the outboard propulsion assemblies to initiate forward flight.

Abstract: Systems and methods for automated configuration of mission specific aircraft operable to transition between thrust-borne lift in a VTOL orientation and wing-borne lift in a biplane orientation.

Abstract: An aerial imaging aircraft operable to transition between thrust-borne lift in a VTOL orientation and wing-borne lift in a biplane orientation. The aircraft includes an airframe having first and second wings with first and second pylons coupled therebetween. The airframe has a longitudinal axis and a lateral axis in the VTOL orientation. A two-dimensional distributed thrust array is coupled to the airframe. The thrust array includes a plurality of propulsion assemblies each operable for variable speed and omnidirectional thrust vectoring. A payload is coupled to the airframe and includes an aerial imaging module. A flight control system is operable to independently control the speed and thrust vector of each of the propulsion assemblies such that in a level or inclined flight attitude, the flight control system is operable to maintain the orientation of the aerial imaging module toward a focal point of a ground object while translating the aircraft.

Abstract: A man portable aircraft system includes first and second wings with first and second pylons couplable between pylon stations thereof to form an airframe. Each of a plurality of propulsion assemblies is couplable to one of a plurality of nacelle stations of the wings to form a two-dimensional distributed thrust array. A flight control system is couplable to the airframe and is operable to independently control each of the propulsion assemblies. A payload is couplable between payload stations of the first and second pylons. A man portable container is operable to receive the wings, pylons, propulsion assemblies, flight control system and payload in a disassembled configuration. The connections between the wings, pylons, propulsion assemblies and payload are operable for rapid in-situ assembly. In an assembled configuration, the aircraft is operable to transition between thrust-borne lift in a VTOL orientation and wing-borne lift in a biplane orientation.

Abstract: An aircraft operable to transition between thrust-borne lift in a VTOL orientation and wing-borne lift in a biplane orientation. The aircraft includes an airframe having first and second wings with first and second pylons extending therebetween. The first and second wings each having first and second outboard nacelle stations. A two-dimensional distributed thrust array is attached to the airframe. The thrust array including a plurality of outboard propulsion assemblies coupled to the first and second outboard nacelle stations of the first and second wings. A flight control system is coupled to the airframe and is operable to independently control each of the propulsion assemblies. A cargo hook module is coupled to the airframe. The cargo hook module is operable for external load operations.

Abstract: A mission configurable aircraft operable to transition between thrust-borne lift in a VTOL orientation and wing-borne lift in a biplane orientation. The aircraft includes an airframe having first and second wings with first and second pylons extending therebetween. A two-dimensional distributed thrust array is attached to the airframe. The thrust array including a plurality of inboard propulsion assemblies coupled to first and second inboard nacelle stations of the first and second wings. The thrust array also includes a plurality of outboard propulsion assemblies coupled to first and second outboard nacelle stations of the first and second wings. A flight control system is operable to independently control each of the propulsion assemblies. A payload is coupled to the airframe. The inboard propulsion assemblies have a thrust type that is different from the thrust type of the outboard propulsion assemblies.

Abstract: Systems and methods of prioritizing the use of flight attitude controls of aircraft operable to transition between thrust-borne lift in a VTOL orientation and wing-borne lift in a biplane orientation. A method includes determining an optimal flight attitude state for the aircraft during flight, the aircraft including first and second wings with first and second pylons coupled therebetween forming an airframe with a two-dimensional distributed thrust array and a plurality of aerosurfaces coupled to the airframe; monitoring the current flight attitude state of the aircraft; identifying deviations between the current flight attitude state and the optimal flight attitude state; ordering the flight attitude controls of the aircraft based upon the flight attitude control authority of each in the current flight attitude state; and implementing the highest order flight attitude control to bias the aircraft from the current flight attitude state toward the optimal flight attitude state.

Abstract: In some embodiments, an aircraft includes a flying frame having an airframe, a distributed propulsion system attached to the airframe, a flight control system operably associated with the distributed propulsion system and a pod assembly selectively attachable to the flying frame. The distributed propulsion system includes a plurality of propulsion assemblies that are independently controlled by the flight control system, thereby enabling the flying frame to have a vertical takeoff and landing mode and a forward flight mode.

Abstract: A wing airframe for a wing of a tiltrotor aircraft includes a wing airframe core assembly and a wing skin assembly disposed on the wing airframe core assembly. The wing skin assembly includes an outer skin and a damping sublayer, the damping sublayer interposed between the outer skin and the wing airframe core assembly. The tiltrotor aircraft includes a pylon assembly subject to aeroelastic movement during forward flight. The wing is subject to deflection in response to the aeroelastic movement of the pylon assembly.

Abstract: A rotorcraft rotor blade assembly includes a stub spar extending less than a full span of the rotor blade assembly. An upper skin portion extends substantially the full span of the rotor blade assembly. A lower skin portion extends substantially the full span of the rotor blade assembly. The stub spar is positioned between the upper skin portion and the lower skin portion.