Abstract: A vehicle includes a main body and a gas generator producing a gas stream. At least one fore conduit and tail conduit are fluidly coupled to the generator. First and second fore ejectors are fluidly coupled to the at least one fore conduit. At least one tail ejector is fluidly coupled to the at least one tail conduit. The fore ejectors respectively include an outlet structure out of which gas from the at least one fore conduit flows. The at least one tail ejector includes an outlet structure out of which gas from the at least one tail conduit flows. First and second primary airfoil elements have leading edges respectively located directly downstream of the first and second fore ejectors. At least one secondary airfoil element has a leading edge located directly downstream of the outlet structure of the at least one tail ejector.

Abstract: A propulsion unit for an aircraft, includes a support structure, a nacelle and a turbomachine. The support structure is configured to independently support, on the one hand, the turbomachine and, on the other hand, preferably by a cradle, an air inlet and/or a rear section of the nacelle.

Abstract: An operating method is provided during which a command is received to decrease thrust generated by a propulsor rotor from a first thrust level to a second thrust level. The propulsor rotor is operatively coupled to an engine core and an electric machine. The engine core includes a flowpath, a compressor section, a combustor section and a turbine section. The engine core is operated in a transient state to decrease total power of the engine core from a first power level to a second power level in response to the command. The electric machine is operated as a generator to reduce power output from the engine core to the propulsor rotor while the engine core is operating in the transient state. A clearance control system for the engine core is operated based on the operation of the electric machine.

Abstract: A fan apparatus is disclosed, including a duct having an inlet opening, a fan mounted in the duct, and a plurality of louver devices positioned at the inlet opening. Each louver device has an open position and a closed position, and adjacent louver devices define a plurality of airflow channels. Each airflow channel has a curvature profile that changes as the louver devices move between open and closed positions.

Abstract: An unmanned aerial vehicle includes a main unit having a thrust generating part for flying in air, a suction device that has a suction part and is fixed to the main unit, and a control device that controls operations of the thrust generating part and the suction device such that the suction part is configured to be suctioned to a wall surface by the operation of the suction device to allow the main unit to be attached to the wall surface, wherein a suction state detecting part that detects a suction state of the suction part, is provided, and the control device controls the operation of the thrust generating part based on a detection by the suction state detecting part in suction phase and/or departure phase of the main unit with respect to the wall surface.

Abstract: An aircraft structure protected from collisions with foreign objects includes a first support proximate to an aircraft structure root; first sheets attached to the first support to form a first leading edge portion of the aircraft structure; a second support proximate to an outer end of the aircraft structure; second sheets attached to the second support to form a second leading edge portion; and a door including one or more ribs disposed between the first and second supports and configured to give shape to a third leading edge portion of the aircraft structure; and third sheets, attached to the ribs to form the third portion of the leading edge; wherein the first support, the first sheets, the second support, the second sheets, the one or more ribs, and the third sheets are disposed to mitigate damage from a foreign object collision by absorbing kinetic energy from a collision.

Abstract: A vertical take-off and landing aircraft includes a fixed wing airframe having opposed first and second wings extending from first and second sides, respectively, of a fuselage having opposed leading and trailing extremities, and a tail assembly located behind the trailing extremity. Vertical take-off and landing (VTOL) thrust rotors are mounted to the airframe providing vertical lift to the aircraft, and a forward thrust rotor is mounted to the airframe for providing forward thrust to the aircraft. At least one of VTOL thrust rotors is laterally tilted with respect to the airframe for providing vertical lift and yaw control authority to the aircraft.

Abstract: A gas turbine engine utilizes one or more gas generators having a core inlet flowpath and an exhaust outlet. Adjacently offset from the core gas generator, is a propulsor assembly. An exhaust outlet of the core gas generator is fluidly connected to the propulsor assembly and exhaust from the gas generator drives a fan drive turbine.

Abstract: A propulsion system for an aircraft includes an electric propulsion engine configured to be mounted at an aft end of the aircraft. The electric propulsion engine includes an electric motor and a fan rotatable about a central axis, the fan driven by the electric motor. The electric propulsion system additionally includes a cooling system operable with an airflow over the aft end the aircraft when the electric propulsion system is mounted to the aircraft. The cooling system is configured to cool the electric motor during operation of the electric propulsion engine.

Abstract: An exemplary ducted fan with an optimized stator includes a duct surrounding a rotor hub from which blades radially extend and the stator having a stator span extending horizontally across an inside diameter of the duct, the stator having a stator chord extending from a leading edge to a trailing edge, wherein a length of the stator chord varies across the stator span.

Abstract: A constant-volume combustion chamber for an aircraft turbine engine, including a compressed gas intake valve configured to adopt an open position and a closed position, and in the closed position blocking intake of compressed gas into the chamber, and a combusted gas exhaust valve configured to adopt a closed position, in the closed position blocking exhaust of combusted gas outside the chamber. At least one of the intake and exhaust valves includes at least one spherical plug.

Abstract: A vehicle includes a main body and a gas generator producing a gas stream. At least one fore conduit and tail conduit are fluidly coupled to the generator. First and second fore ejectors are fluidly coupled to the at least one fore conduit. At least one tail ejector is fluidly coupled to the at least one tail conduit. The fore ejectors respectively include an outlet structure out of which gas from the at least one fore conduit flows. The at least one tail ejector includes an outlet structure out of which gas from the at least one tail conduit flows. First and second primary airfoil elements have leading edges respectively located directly downstream of the first and second fore ejectors. At least one secondary airfoil element has a leading edge located directly downstream of the outlet structure of the at least one tail ejector.

Abstract: A vehicle includes a main body and a gas generator producing a gas stream. At least one fore conduit and tail conduit are fluidly coupled to the generator. First and second fore ejectors are fluidly coupled to the at least one fore conduit. At least one tail ejector is fluidly coupled to the at least one tail conduit. The fore ejectors respectively include an outlet structure out of which gas from the at least one fore conduit flows. The at least one tail ejector includes an outlet structure out of which gas from the at least one tail conduit flows. First and second primary airfoil elements have leading edges respectively located directly downstream of the first and second fore ejectors. At least one secondary airfoil element has a leading edge located directly downstream of the outlet structure of the at least one tail ejector.

Abstract: A vehicle includes a main body and a gas generator producing a gas stream. At least one fore conduit and tail conduit are fluidly coupled to the generator. First and second fore ejectors are fluidly coupled to the at least one fore conduit. At least one tail ejector is fluidly coupled to the at least one tail conduit. The fore ejectors respectively include an outlet structure out of which gas from the at least one fore conduit flows. The at least one tail ejector includes an outlet structure out of which gas from the at least one tail conduit flows. First and second primary airfoil elements have leading edges respectively located directly downstream of the first and second fore ejectors. At least one secondary airfoil element has a leading edge located directly downstream of the outlet structure of the at least one tail ejector.

Abstract: A powered aerodynamic lift device positioned on a leading edge of an aerodynamic lifting element (ALE), e.g. an airfoil, at least one slat/nacelle/EDF lift assembly comprising: a slat, a two or more nacelles positioned beneath the slat, each nacelle housing an electric ducted fan (EDF). The nacelles are spaced apart to create gaps between the slat and the airfoil for accelerated air to pass through. The lift assembly is under the operational control of and/or further comprises: a master control unit linked to a power source, e.g. batteries to power the EDFs. The device provides the ALE and aircraft with: increased lift and additional thrust during aircraft take offs, climbs, descents, and landings; enhanced low-speed control and reduced loss-of-control during an aircraft's takeoff and landing; improved aircraft handling during gusts and crosswinds. The present invention also comprises an ALE or aircraft with at least one lift assembly installed thereon.

Abstract: A vehicle includes a main body and a gas generator producing a gas stream. At least one fore conduit and tail conduit are fluidly coupled to the generator. First and second fore ejectors are fluidly coupled to the at least one fore conduit. At least one tail ejector is fluidly coupled to the at least one tail conduit. The fore ejectors respectively include an outlet structure out of which gas from the at least one fore conduit flows. The at least one tail ejector includes an outlet structure out of which gas from the at least one tail conduit flows. First and second primary airfoil elements have leading edges respectively located directly downstream of the first and second fore ejectors. At least one secondary airfoil element has a leading edge located directly downstream of the outlet structure of the at least one tail ejector.

Abstract: A propulsion system for an aircraft includes at least two gas turbine engines and at least one auxiliary propulsion fan. The at least one auxiliary propulsion fan is configured to selectively receive a motive force from either or both of the at least two gas turbine engines through at least one shaft operatively coupled to the at least one auxiliary propulsion fan.

Abstract: An aircraft includes a wing having a first upstream spar and a second downstream spar extending in the direction of the span of said wing, and at least one propulsion unit supported by the wing. The propulsion unit includes a turboprop engine and a propeller. The propeller includes an external annular casing fixed to a suction surface of the wing, and at least to the first upstream spar via at least one first and second fastener.

Abstract: A kite leading edge has a tubular structure having a first curve in a span-wise direction and a second curve a chord-wise direction. The tubular structure is formed by a plurality of panels joined together at seams including at least a first longitudinal seam running in the span-wise direction of the tubular structure. At least a portion of the first longitudinal seam defines a first partial helical path about the circumference of the tubular structure.

Abstract: A method and apparatus for controlling an airflow. The method draws air through a group of inlets. The group of inlets is located in a group of locations on the vehicle such that the group of inlets actively controls the airflow relative to an aircraft when drawing the air. The method compresses the air drawn by the group of inlets in a group of air compressor units located in an aircraft structure to form pressurized air. Further, the method sends the pressurized air through a group of exit ports in the aircraft structure. The pressurized air flowing out of the group of exit ports actively controls the airflow for an aircraft, enabling an improved performance of the aircraft.

Abstract: The present invention relates to an aircraft comprising a fuselage (1) and a propulsion unit at the rear of the fuselage, the propulsion unit comprising at least one fan rotor (7, 8), a nacelle (14) fairing the fan and at least one connection means (15) connecting the nacelle to the fuselage, the fan being rotated by the energy supplied by at least one gas-turbine gas generator (2a, 2b) housed in the fuselage, said gas generator comprising auxiliary equipment cooled by a cooling circuit. The aircraft is characterised in that said cooling circuit comprises at least one heat exchanger exchanging heat with the ambient air housed in one of said connection means (15) and/or in said nacelle (14). The cooling circuit optionally comprises also a heat exchanger exchanging heat with the ambient air, housed in the tail unit.

Abstract: An internal structure of a primary exhaust duct of a turbomachine. The internal structure comprises a primary wall comprising a surface of revolution, allowing air to pass through the orifices and forming an internal surface of the primary exhaust duct, an interior skin, comprising a surface of revolution, arranged inside the primary wall and extending between an upstream flank for facing toward the front of the turbomachine and a downstream flank for facing toward the rear of the turbomachine, and a plurality of spacers angularly distributed around a periphery of the interior skin and fixed between the primary wall and the interior skin. The particular way in which the interior wall is fixed makes the internal structure easier to construct and allows attenuation of noise at chosen frequencies.

Abstract: An aircraft includes a fuselage and a pair of channel wings which may vary incidence with respect to the fuselage and a pair of channel canards which can also vary incidence with respect to the fuselage and that can move independently of each other for the purpose of vertical takeoff and landing as well as forward and reverse flight. The wings may have multiple channels and may be powered by single propeller or contra-rotating propellers. The thrust to the propellers may be provided with an internal combustion engine or electric motors or a turbo prop or hybrid system. The channel wing allows the fuselage to maintain a level pitch with respect to the horizon. The aircraft will also have increased maneuverability in hover because it can independently vary the incidence of the wings and canards and be able to tightly turn about a point.

Abstract: A container designed for carrying payload and being removably installable and dimensioned to fit in a cargo bay of an aircraft. Included in the container is a payload compartment having space defined by the payload compartment for carrying the payload. A heat exchanger is installed within the container to perform heat exchange operation for the payload using a coolant. A heat exchanger control unit controls the heat exchange operation of the heat exchanger between the payload and the heat exchanger using an internal circuitry.

Abstract: Disclosed in the present invention is a high-speed aircraft, comprising a shell and an engine, an outer fluid channel and an inner fluid channel being arranged in succession within the shell, the outer fluid channel and the inner fluid channel respectively connecting to the exterior by means of their own air vent; the outer fluid channel is connected to an air suction port of the engine, such that the pressure difference produced by the flow rate within the outer fluid channel being greater than the flow rate within the inner fluid channel acts as the driving force source of the aircraft. Also disclosed in the present invention is an aircraft having greater lift. The present invention provides an innovative method and apparatus for a driving force source obtained from fluid resistance, thus changing the mutual contradiction of a traditional driving apparatus directing external force to itself whilst also needing to use more driving force to overcome fluid resistance.

Abstract: An aircraft includes a fuselage and first and second pairs of aerofoils, the aerofoils of each pair extend from opposing sides of the fuselage. Each aerofoil includes a first lift body and a second lift body which is arranged behind the first lift body in a direction of flow of the aerofoil. The second lift body is pivotable relative to the first lift body between a cruising flight position in which both lift bodies together define an elongate and substantially continuous cross section of the aerofoil in the direction of flow, and a take-off/landing position in which the second lift body is angled downwards relative to the first lift body in order to increase a lift of the aerofoil. At least one engine is arranged on the second lift body of at least one of the first and second pairs of aerofoils.

Abstract: An aircraft wing incorporating an active flow control (AFC) device The AFC device comprises a fluid chamber housed in the wing providing a conduit for receiving fluid and accommodating the fluid at elevated pressure. Forward and rearward fluid channels having respective inlets and outlets are also provided, wherein the inlets are in fluid communication with the fluid chamber and the outlets emerge on the upper surface of the wing at or adjacent the leading edge. A valve assembly allows the channels to be opened and closed as desired. During flight, fluid at elevated pressure can be supplied to the fluid chamber and released through either the forward or the rearward fluid channel or both, so as to influence the air flow, e.g., to reduce or increase lift, or to equalize pressure in the air stream direction.

Abstract: A flying drone, which includes a fuselage; a propulsion powered at least by electrical accumulators and/or photovoltaic cells; and first and second wings. The first wing is defined by a wingspan and by an upper surface area, where the upper face of the first wing is essentially covered by photovoltaic cells. The second wing has practically the same wingspan and upper surface area as the first wing. The second wing is offset along the fuselage and in height relative to the first wing. The upper face of the second wing is essentially covered with photovoltaic cells.

Abstract: A vertical take-off and landing (VTOL) aircraft is provided. The aircraft includes a wing, nacelles supportively disposed at opposite ends of the wing, proprotors respectively attached to each of the nacelles with each of the proprotors being rotatable to generate lift in vertical flight and thrust in horizontal flight and a delta-wing shaped fuselage disposed along the wing between the nacelles.

Abstract: A self-righting flier includes a battery residing at a rounded bottom of a flier body, propellor blades and louvers below the propellor blades. The louvers include rounded projections extending down of bottom most corners. The bottom location of the battery and the louvers provide the self-righting of the flier. The flier further includes a top most guard preventing or reducing damage from ceiling impacts.

Abstract: A propulsive wing of an aircraft including at least two structural spars, upstream and downstream that extend in a wing span direction of the wing. A propulsion assembly includes at least two fans that are each driven by at least one gas generator. The at least one gas generator extends along an axis that is remote from the axis of rotation of at least one fan. At least one of the spars includes a first part and a second part between which the propulsion assembly is arranged. The first and second parts are interconnected by a rigid structure that is shaped to extend at least in part around the fans. The propulsion assembly is supported by the rigid structure.

Abstract: An aircraft is provided that includes a wing and a pusher fan engine. The pusher fan engine is configured in the wing.

Abstract: A system for reducing drag on an aircraft includes an ambient air inlet positioned in or near a wingtip fence and or winglet of the aircraft and an air pressurization device, such as an air compressor, coupled to the ambient air inlet. The air pressurization device has an inlet oriented toward the ambient air inlet. The air pressurization device has an outlet oriented toward an interior of the aircraft.

Abstract: This disclosure describes a configuration of an aerial vehicle, such as an unmanned aerial vehicle, in which one or more of the propellers are positioned within a duct that includes an active airflow channel within the interior of the duct. The active airflow channel actively moves within the duct so that it remains aligned with the tips of the blades of the propeller within the duct. As the propeller and the active airflow channel rotate, at least some of the airflow structures (e.g., vortices) shed from the blades of the propeller are collected by the active airflow channel and channeled away from the propeller so that a following blade of the propeller does not pass through the collected airflow structures.

Abstract: An aircraft including trailing edge flaps, a wing mounted propulsor positioned such that the flaps are located in a slipstream of the first propulsor in use when deployed. The aircraft further including a thrust vectorable propulsor configured to selectively vary the exhaust efflux vector of the propulsor in at least one plane. The thrust vectorable propulsor includes a ducted fan configurable between a first mode, in which the fan provides net forward thrust to the aircraft, and a second mode in which the fan provides net drag to the aircraft. The fan is positioned to ingest a boundary layer airflow in use when operating in the first mode.

Abstract: An aerodynamic platform or spacecraft including a habitable 1G centripetal force rotating gravity producing interior corridor within an aerodynamic shell and an aerodynamic drone booster launch system with reentry and reuse capability.

Abstract: An aircraft is provided including a fuselage extending between a forward end and an aft end. An aft engine is mounted to the aft end of the fuselage and defines a centerline. The aft engine further includes a nacelle having a forward transition duct at the forward end of the nacelle. The forward transition duct also defines a centerline and the centerline of the forward transition duct is angled downward relative to the centerline of the aft engine.

Abstract: A vehicle includes a main body and a gas generator producing a gas stream. At least one fore conduit and tail conduit are fluidly coupled to the generator. First and second fore ejectors are fluidly coupled to the at least one fore conduit. At least one tail ejector is fluidly coupled to the at least one tail conduit. The fore ejectors respectively include an outlet structure out of which gas from the at least one fore conduit flows. The at least one tail ejector includes an outlet structure out of which gas from the at least one tail conduit flows. First and second primary airfoil elements have leading edges respectively located directly downstream of the first and second fore ejectors. At least one secondary airfoil element has a leading edge located directly downstream of the outlet structure of the at least one tail ejector.

Abstract: An outpatient surgical center can include a hybrid operating room. The hybrid operating room can include at least one radiation shielded wall, a floor, and a ceiling. The hybrid operating room can also include an imaging device disposed in the hybrid operating room. The hybrid operating room can further include an operating table disposed in the hybrid operating room. A building for the outpatient surgical center can initially be constructed to conform to International Building Code (IBC) Class B standards.

Abstract: An autopilot device and method for automatically piloting a rotary wing aircraft, having at least one propulsion propeller, the rotary wing including at least one rotor with blades, the device including a processor co-operating with at least one collective control system for controlling the collective pitch of the blades. The device includes engagement means connected to the processor for engaging an assisted mode of piloting for maintaining an angle of attack, the processor automatically controlling the collective pitch of the blades when the assisted mode of piloting for maintaining an angle of attack is engaged by controlling the collective control system to maintain an aerodynamic angle of attack (?) of the aircraft at a reference angle of attack (?*).

Abstract: The Distributed Electric Ducted Fan Wing concept incorporates multiple electric ducted fans on lifting surfaces configured to provide integrated aerodynamics and propulsion resulting in enhanced aerodynamic characteristics and thus aircraft performance. The concept uses a plurality of electric ducted fans (EDFs) to not only provide thrust, but to also blow air across the upper surface of a substantial portion of the lifting surface area increasing lift at little loss in efficiency. Not only can the total lift on the surfaces be enhanced, but the lift distribution managed: to aid in aircraft control; ameliorate the effects of turbulence: reduce shed vortices; mitigate the effects of system failures; eliminate stalls; and compensate for crosswinds. This concept offers the potential for increasing electric airplane efficiency and performance, enhancing Short Takeoff and Landing (STOL) capabilities, improving passenger comfort, and reducing the structural stress and cost of aircraft.

Abstract: An autopilot device (10) and method for automatically piloting a rotary wing aircraft (1), having at least one propulsion propeller (2), said rotary wing comprising at least one rotor (3) with a plurality of blades (3?), said device comprising a processor unit (15) co-operating with at least one collective control system (7) for controlling the collective pitch of said blades (3?). The device includes engagement means (20) connected to the processor unit (15) for engaging an assisted mode of piloting for maintaining an angle of attack, said processor unit (15) automatically controlling the collective pitch of the blades (3?) when the assisted mode of piloting for maintaining an angle of attack is engaged by controlling said collective control system to maintain an aerodynamic angle of attack (?) of the aircraft at a reference angle of attack (?*).

Abstract: A propulsion system for an aircraft is provided having an aft engine configured to be mounted to the aircraft at an aft end of the aircraft. The aft engine includes a fan rotatable about a central axis of the aft engine having a plurality of fan blades attached to a fan shaft. The aft engine also includes a nacelle encircling the plurality of fan blades and a structural support system for mounting the aft engine to the aircraft. The structural support system extends from the fuselage of the aircraft, through the fan shaft, and to the nacelle when the aft engine is mounted to the aircraft. The aft engine may increase a net thrust of the aircraft when mounted to the aircraft.

Abstract: A multi-fan engine including a gas turbine engine, a casing and fans encased by geared rings, which connect with the geared rings of an adjacent fan(s) such that the rotation of one fan rotates the other fans. Intermediate gears may prove the connection between adjacent geared rings, wherein the intermediate gears are retracted by linear actuators to disengage the intermediate gears from the geared rings and thereby disengage the fans from each other. The multi-fan engine may be mounted flush to the fuselage of an aircraft invention to capture into the fans boundary layer airflow moving over the skin of the fuselage.

Abstract: An airfoil portion includes an outer skin member and an inner stiffening member. Either the outer skin member or the inner stiffening member or both are arranged to delimit a chamber. The chamber is configured to contain an inner pressure, wherein the inner pressure differs from a pressure external to the chamber. In an embodiment, an aircraft includes such an airfoil portion. A method for providing such an airfoil portion with a chamber is also described.

Abstract: Propeller-driven craft (e.g., aircraft) are provided with at least one propulsion system having at least one engine and at least one aerial tractor propeller which generates a propeller propwash airflow when driven by the engine. At least one airfoil is disposed in the propeller propwash airflow of the at least one aerial tractor propeller. The airfoil is contoured and oriented relative to a swirl rotation angle (?) of the propeller propwash airflow in order to induce a forward force component on the craft in response to the propeller propwash airflow over the at least one airfoil, thus improving the craft's performance and/or reducing fuel consumption.

Abstract: A system for controlling a pressure field around an aircraft in flight is disclosed herein. In a non-limiting embodiment, the system includes, but is not limited to, a plurality of pressure sensors that are arranged on the aircraft to measure the pressure field. The system further includes, but is not limited to, a controller that is communicatively coupled with the plurality of pressure sensors. The controller is configured to receive information that is indicative of the pressure field from the plurality of pressure sensors. The controller is also configured to determine when the pressure field deviates from a desired pressure field based on the information. The controller is also configured to transmit an instruction to a movable component onboard the aircraft that will cause the movable component to move in a manner that reduces the deviation.

Abstract: A small aircraft such as a UAV having a gas turbine engine with the outer bypass elements removed from the engine, and where the airframe is modified to form the bypass duct and exhaust nozzle for the fan produced bypass flow of the engine in order to reduce weight, size and cost of the small aircraft. The outer casing and the exhaust nozzle is removed from the engine and optimally integrated into the airframe structure.

Abstract: A propulsion system for an aircraft is provided having an aft engine configured to be mounted to the aircraft at an aft end of the aircraft. The aft engine includes a fan rotatable about a central axis of the aft engine having a plurality of fan blades. The aft engine also includes a nacelle encircling the plurality of fan blades with one or more structural members extending between the nacelle and the mean line of the aircraft at a location forward of the plurality of fan blades when the aft engine is mounted to the aircraft. The aft engine may increase a net thrust of the aircraft when mounted to the aircraft.

Abstract: An engine system has a gas generator, a bi-fi wall surrounding at least a portion of the gas generator, a casing surrounding a fan, and the casing having first and second thrust reverser doors which in a deployed position abut each other and the bi-fi wall.