Abstract: An aircraft with reduced environmental impact includes a turboprop, having two contra-rotating propellers, disposed on the rear portion on the back of the aircraft's fuselage so that the interaction noise of the propellers is masked, in the forward direction, by the wings and, in the rearward direction, by the aircraft's horizontal stabilizer.

Abstract: A multi-engine aircraft includes at least two first engines and a third engine located at a rear part of the fuselage, containing rear tail sections, along a vertical longitudinal plane of symmetry of the fuselage. The rear tail sections define a channel which is symmetrical with respect to the longitudinal plane of the fuselage. The third engine is arranged in the plane of symmetry of the channel corresponding to the longitudinal plane and is mounted on the upper part of the fuselage in a raised manner and in front of the tail sections, so that the outlet of the third engine is situated substantially at the inlet of the channel defined by the tail sections.

Abstract: Embodiments of the invention provide an aircraft configuration that provides for increased engine noise shielding for community noise reduction, while still providing desirable aerodynamic attributes such as good spanwise lift distributions and good structural integration without excessive wing surface area. Specifically, the aircraft is configured to have a longer-chord inboard wing portion and a shorter-chord outboard wing portion. The aircraft engines are positioned in major part over the longer-chord inboard wing portions such that communities below the wing are at least partially shielded by the inboard wing portion from the engine noise. Embodiments of the invention also strategically position fowler flaps or other chord-increasing devices in the region of the wing proximate the engine. Since the fowler motion increases the effective chord of the wing as the flaps are extended, the flaps may be deployed to increase the shielding characteristics of the wing.

Abstract: A system allowing for the controlled propulsion of aircraft, especially buoyant and semi-buoyant airships designed as a symmetric body of revolution, without the need for or use of aerodynamic control surfaces, comprised of a plurality of ducted fan thrusters placed both fore and aft, designed to ingest air flowing at less than free stream velocity. Fans are arranged such that when at standard orientation, the thrust from each is directed tangentially to an arc drawn along the hull from bow to stem. By defining multiple sets of thrusters based upon their location, differential thrust may be applied based upon set membership in order to affect translational and rotational maneuvering of the aircraft.

Abstract: An aircraft wing has an inboard section and an outboard section. The inboard section is attached (i) on one side thereof to the aircraft's fuselage, and (ii) on an opposing side thereof to an inboard side of a turbofan engine nacelle in an over-the-wing mounting position. The outboard section's leading edge has a sweep of at least 20 degrees. The inboard section's leading edge has a sweep between ?15 and +15 degrees, and extends from the fuselage to an attachment position on the nacelle that is forward of an index position defined as an imaginary intersection between the sweep of the outboard section's leading edge and the inboard side of the nacelle. In an alternate embodiment, the turbofan engine nacelle is replaced with an open rotor engine nacelle.

Abstract: A helicopter that adopts a two-stroke internal combustion engine equipped with a centrifugal force-resistant propeller fan or fan turbine, or that can rotate clockwise (CW) and counterclockwise (CCW) during driving to directly propel the rotors and realize flight using a rotor wing that reconfigures into a hovering state. The helicopter reduces emissions via improved ventilation and a scavenging air system, reduces aerodynamic loss, reduces the access fee, and possesses the functions of a rotor wing that reconfigures into a hovering state.

Abstract: Hypersonic aircraft having a lateral arrangement of turbojet and SCRAMjet engines are disclosed. The SCRAMjet engines may be positioned laterally outboard of the turbojet engines. In one embodiment, the turbojet inlet and outlet openings may be covered during use of the SCRAMjets in order to provide compression and expansion ramps for the laterally adjacent SCRAMjet engines. The side-by-side arrangement of the turbojet and SCRAMjet engines reduces the vertical thickness of the aircraft, thereby reducing drag and potentially increasing performance.

Abstract: An aircraft has a wing 10 supporting at its underside a gas turbine engine 13. A jet pipe 14 of the engine has an exhaust nozzle 15 of rectangular flow area defined by upper and lower panels 16,17 and end walls 18. The upper panel, which is a part common to the nozzle and to a trailing edge portion of the wing, comprises a pair of flaps 20,21 which are pivotal between a position of alignment with the wing 10 and a position in which they are inclined to the wing. A part of the gas flowing through the jet pipe is diverted through a passage 25 into a passage 26 defined between the flaps 20,21 so as to entrain and accelerate air 26A flowing over the wing 10. This increases the lift of the wing at the rear thereof and also increases the thrust developed at the nozzle 15. This in turn helps to compensate for a nose-up moment on the aircraft arising from the thrust 13D2 of the engine passing forward of the centre of gravity 9A of the aircraft.

Abstract: An aircraft in the form of multi-stage missile 1 with a spiral inducing assembly 2 which is capable of inducing the missile to travel in a continuous spiraling motion without the missile rolling. A ramjet 6b is attached to a tube 3 that is able to rotate around the encircled part of the fuselage. The ramjet 6b is able to rotate in a pivoting manner on the rotate-able tube 3 with respect to the rotate-able tube 3, thereby changing their pitch relative to the longitudinal axis of the rotate-able tube 3. Ramjet 6b is rotated to a greater than another ramjet on the right side of the tube 3. The difference in degree of rotation between the ramjets makes the ramjet 6b exert a greater force on the rotate-able tube 3 than the ramjet on the right side when the ramjets are rotated in the same direction. The imbalance between the rotational forces thus causes the rotate-able tube 3 to rotate. When rotated, the ramjets would exert a lateral force on the rotate-able tube 3.

Abstract: According to the invention, said aircraft comprises at least one engine which has ducted propellers and is mounted on the back of the rear portion of the fuselage, the cowling being able to be oriented about the axis of said engine.

Abstract: An aircraft in the form of multi-stage missile 1 with a spiral inducing assembly 2 which is capable of inducing the missile to travel in a continuous spiraling motion without the missile rolling. A ramjet 6b is attached to a tube 3 that is able to rotate around the encircled part of the fuselage. The ramjet 6b is able to rotate in a pivoting manner on the rotate-able tube 3 with respect to the rotate-able tube 3, thereby changing their pitch relative to the longitudinal axis of the rotate-able tube 3. Ramjet 6b is rotated to a greater than another ramjet on the right side of the tube 3. The difference in degree of rotation between the ramjets makes the ramjet 6b exert a greater force on the rotate-able tube 3 than the ramjet on the right side when the ramjets are rotated in the same direction. The imbalance between the rotational forces thus causes the rotate-able tube 3 to rotate. When rotated, the ramjets would exert a lateral force on the rotate-able tube 3.

Abstract: An improved structure and method for powering the flight of a model airplane by positioning the motors and propellers on the back side of the top wings of an airplane using a single or double-deck wing design so that the propellers and motors of the airplane are better protected from damage in the event of a crash. The fuselage of the airplane is formed of a deformable material such as a foam to aid in crash resistance.

Abstract: An engine assembly for aircraft including a turboshaft engine, an attachment strut, and a plurality of engine mounts interposed between the attachment strut and the turboshaft engine. The plurality of engine mounts include two forward mounts arranged in a staggered manner in relation to each other in a vertical direction of the turboshaft engine, the first forward mount configured to assure uniquely taking up of stresses brought to bear along the transversal direction of the turboshaft engine, and the second forward mount configured to assure uniquely taking up of stresses brought to bear along the transversal and vertical directions.

Abstract: An aircraft propeller-engine layout includes at least one engine (10) arranged in a tail (2) of a fuselage (1) of an aircraft and has at least one propeller arrangement, with a shaft of the propeller (6, 7) being connected to a shaft (21) of the engine (10) via at least one transfer shaft (12).

Abstract: An engine assembly for aircraft including a turbojet, an attachment strut, and a plurality of engine mounts interposed between the attachment strut and the turbojet. Each of the engine mounts is attached to a fan casing of the turbojet.

Abstract: An aircraft includes a fuselage having a shape elongated along a longitudinal axis X of the aircraft and at least one wing fixed to the fuselage between the front end and the rear end of the fuselage. The fuselage includes a substantially cylindrical central part and a rear tapered part on which a vertical empennage is fixed. Between a section connecting the rear part with the central part of the fuselage and the rear end the maximum width of each section of the fuselage is constant or increasing rearwards up to a maximum width L of the fuselage, the height of each section of the fuselage is decreasing rearwards in the direction of the negative X, so that the rear end of the fuselage forms a trailing edge having a small thickness which is substantially horizontal in an aircraft reference system and substantially rectilinear.

Abstract: The present invention relates to a power plant (18) comprising at least one turboshaft engine (8) behind a gearbox (7) for driving a rotor (3) of a rotary wing aircraft (1), the air inlet body (20) of the engine (8) having a first end (21) opening out into the ambient atmosphere in front of the engine, and a second end (22) connected to the engine at the rearmost portion thereof.

Abstract: A propulsion system for miniature vehicles, such as model airplanes, having multiple direct-current motors arranged about a central axis of the propulsion system in a radial, opposed, in-line, or V-12 configuration. The motors drive a propeller system.

Abstract: A method of generating lift for a vehicle including heating a flow of gas using a gas generator mounted on the vehicle that contributes no more than about ten percent of thrust used to propel the vehicle in a forward direction, and driving a lift fan using the heated gas flow to generate lift for the vehicle.

Abstract: An aircraft fuselage including a front part including a cockpit, a central part, and a rear part. The central part of the fuselage includes a first zone located at the front part and that increases in width to a maximum width towards the rear of the aircraft, a second zone that decreases in width, and a third zone that has an essentially constant width and is located behind the second zone, width begin measured along the pitch axis.

Abstract: A vertical takeoff and landing (VTOL) rotary-wing air-craft is sized and configured to match a payload container such as a standardized Joint Modular Intermodal Container (JMIC). The aircraft may be an Unmanned Air Vehicle (UAV) that is capable of autonomously engaging and disengaging the container so that the aircraft can pick up and drop off the JMIC with minimum human intervention.

Abstract: An aircraft 1 with a spiral inducing assembly 2 which is capable of inducing the aircraft to travel in a continuous spiraling motion without the aircraft rolling. A ramjet 6b is attached to a tube 3 that is able to rotate around the encircled part of the fuselage. The ramjet 6b is able to rotate in a pivoting manner on the rotate-able tube 3 with respect to the rotate-able tube 3, thereby changing their pitch relative to the longitudinal axis of the rotate-able tube 3. Ramjet 6b is smaller than another ramjet on the right side of the tube 3. The difference in size between the ramjets makes the ramjet 6b exert a weaker force on the rotate-able tube 3 than the ramjet on the right side when the ramjets are rotated in the same direction. The imbalance between the rotational forces thus causes the rotate-able tube 3 to rotate. A fin 6c is also able to cause the rotate-able tube 3 to rotate during flight. When rotated, the ramjets would exert a lateral force on the rotate-able tube 3.

Abstract: An aircraft 1 with a spiral inducing assembly 2 which is capable of inducing the aircraft to travel in a continuous spiraling motion without the aircraft rolling. A ramjet 6b is attached to a tube 3 that is able to rotate around the encircled part of the fuselage. The ramjet 6b is able to rotate in a pivoting manner on the rotate-able tube 3 with respect to the rotate-able tube 3, thereby changing their pitch relative to the longitudinal axis of the rotate-able tube 3. Ramjet 6b is rotated to a greater than another ramjet on the right side of the tube 3. The difference in degree of rotation between the ramjets makes the ramjet 6b exert a greater force on the rotate-able tube 3 than the ramjet on the right side when the ramjets are rotated in the same direction. The imbalance between the rotational forces thus causes the rotate-able tube 3 to rotate. When rotated, the ramjets would exert a lateral force on the rotate-able tube 3.

Abstract: An aircraft 1 with a spiral inducing assembly 2 which is capable of inducing the aircraft to travel in a continuous spiraling motion without the aircraft rolling. A ramjet 6b is attached to a tube 3a that is able to rotate around the encircled part of the fuselage. The ramjet 6b is able to rotate in a pivoting manner on the rotate-able tube 3a with respect to the rotate-able tube 3a, thereby changing their pitch relative to the longitudinal axis of the rotate-able tube 3a. Ramjet 6b is rotated as is another ramjet on the right side of the tube 3a. The rotate-able tube 3a is rotated by means of an electric motor 3b rotating a wheel 3c. The difference in degree of rotation between the ramjets makes the ramjet 6b exert a greater force on the rotate-able tube 3a than the ramjet on the right side when the ramjets are rotated in the same direction. The imbalance between the rotational forces thus causes the rotate-able tube 3a to rotate.

Abstract: Disclosed is a profile of an end view of a base portion Vertical Take Off And Landing Craft, (VTLC) rotor-blade comprising a widened structure from leading to trailing edges. The profile further comprises straight level planes of air foil that provide the options of transforming the leading edge to the trailing edge. The rotor wing system is housed and duplicated in the craft set within said two wells which are circumnavigated by a corridor from front to aft of the craft. Two rear exits are reinforced by the connection of a triangular structure forming a tail which also affords a comprehensive view of the complete air craft perimeter from the viewpoint of a central top compartment.

Abstract: A vertical take-off and landing (VTOL) aircraft comprises (1) a fuselage having a front end, a rear end and two lateral sides, the fuselage defining a substantially horizontal central longitudinal axis of the aircraft; (2) an aircraft tail arranged at the rear end of the fuselage and including a rudder and an elevator on each side of the fuselage with movable surfaces for controlling the aircraft; and (3) a wing on each side of the fuselage having a front edge, a trailing edge and an upper surface extending from the front edge to the trailing edge. According to the invention, means are provided for increasing the speed of an airstream flowing over the upper surface of each wing, and an air deflector is disposed on each side of the fuselage between the trailing edge of each wing and the aircraft tail.

Abstract: An air vehicle incorporating a hybrid propulsion system. The system includes a gas turbine engine as a first motive power source, and one or more battery packs as a second motive power source. Through selective coupling to a DC electric motor that can in turn be connected to a bladed rotor or other lift-producing device, the motive sources provide differing ways in which an aircraft can operate. In one example, the gas turbine engine can provide operation for a majority of the flight envelope of the aircraft, while the battery packs can provide operation during such times when gas turbine-based motive power is unavailable or particularly disadvantageous. In another example, both sources of motive power may be decoupled from the bladed rotor such that the vehicle can operate as an autogyro.

Abstract: The invention relates to a structural configuration of the rear fuselage (4) of an aircraft with propeller engines (1) comprising propellers (23) formed in turn by blades (3), the mentioned propeller engines (1) being located at the rear part of the aircraft and the empennage (5) of the aircraft in turn being located behind the plane of the propellers (23), characterized in that the structural configuration of the rear fuselage (4) comprises an outer skin (6) and an inner skin (7), both skins (6, 7) being joined by means of radial elements (13) configuring cells (14), such that the obtained structural configuration maximizes the torsional strength of the rear fuselage (4) of the aircraft in the event of damage of the mentioned rear fuselage (4) due to the detachment of one of the blades (3) of the propeller engines (1).

Abstract: An aircraft the propulsive units of which include engines, and which is distinguished by reduced noise emissions, includes a wing structure fixed to an upper region of the fuselage, and a vertical tail system having at least two vertical stabilizers which are generally vertically fixed to the fuselage aftwardly of the wing structure. The engines are disposed side by side in a propulsive package disposed above the fuselage, which propulsive package includes the following, air inlet openings for the propulsive package, which openings are disposed above the fuselage between a point at the leading edge and a point at the trailing edge of an aerodynamic root chord of the wing structure; and exhaust nozzle conduit outlets associated with exhaust nozzle conduits, which outlets are formed by the structure (cowling structure) of the propulsive package, and are disposed above the fuselage forwardly of an aft terminus of the fuselage and between the vertical stabilizers.

Abstract: A propulsion assembly for attachment to the enclosing material of an airship which includes a base which is positioned proximate to the enclosing material. An extension member having opposed ends projects away from the base and includes opposed ends. A motor assembly is attached to the end of the extension member opposed to the base. A mounting assembly is attached to the enclosing material and a plurality of pre-tensioned guy cables connect the mounting assembly to the extension member.

Abstract: An improved structure and method for powering the flight of a model airplane by positioning the motors and propellers on the back side of the top wings of an airplane using a single or double-deck wing design so that the propellers and motors of the airplane are better protected from damage in the event of a crash. The fuselage of the airplane is formed of a deformable material such as a foam to aid in crash resistance.

Abstract: Disclosed is an aircraft having a reduced environmental impact. According to the invention, this aircraft comprises at least one engine (7) having at least one propeller (9, 10) supported, at the rear, on the back of the aircraft with the propeller(s) that is/are arranged in line with the rear portion (2R) of the airframe forming a noise-deflecting barrier.

Abstract: Some aircraft configurations have an engine arrangement comprising engines as part of an aft fuselage. In order to accommodate such engine arrangement positions, wings are rearwardly displaced compared to other aircraft configurations for balance across the fuselage. By creating empennage functions utilising the nacelle of engines as well as flaps to create rudder and elevator functions, it is possible to accommodate larger engine sizes more suitable for noise control with a reduced necessity for designed rearward movement of wings.

Abstract: A solar-powered aircraft uses solar energy to electrolyze on-board water to produce hydrogen. The hydrogen fills various on-board tanks, causing the aircraft to become lighter than air. The hydrogen is also used to operate a fuel cell which provides power for electrical equipment, including a motor for turning a propeller. Water produced as waste by the fuel cell is recycled for use in the production of hydrogen. When hydrogen is removed from the tanks, either because it is consumed by the fuel cell or because it is compressed and pumped out of the tanks, air returns to the tanks, and the aircraft becomes heavier than air. The aircraft can thus be made to climb and descend by making it lighter than air, or heavier than air. The aircraft emits no harmful substances into the environment. The aircraft can remain aloft indefinitely, limited only by an insignificant amount of leakage of hydrogen and water.

Abstract: Methods of operating a multi-engine jet-aircraft. According to one embodiment of the present invention, a first jet engine and a second jet engine are provided. One of the jet engines has a lesser maximum thrust capability than the other jet engine as a result of limiting the former's maximum thrust capability, but the two jet engines are otherwise equally powered. During various segments of flight, both the first jet engine and second jet engine are utilized. A thrust differential between the first jet engine and the second jet engine is created during one or more flight segments by continuing to run either the first jet engine or second jet engine, but running the other at a reduced power.

Abstract: An airship may include a hull substantially shaped as an oblate spheroid, one or more frame members defining a support structure, wherein the support structure forms at least a partial support for the hull, at least one horizontal stabilizing member operably coupled to a lower surface of the airship, and at least one horizontal stabilizing member having a first end and a second end. The at least one horizontal stabilizing member may define an anhedral configuration. The airship may also include a vertical stabilizing member having a first end pivotally coupled to the airship and a second end oriented to remain below an upper surface of the airship. The vertical stabilizing member may be configured to pivot within a vertical plane, and the first end of the vertical stabilizing member and the first end of the at least one horizontal stabilizing member may be operably coupled to one another.

Abstract: An aircraft configuration that may reduce the level of noise, infrared radiation, or combination thereof directed towards the ground from an aircraft in flight. An embodiment of an aircraft includes a fuselage, two forward swept wings, at least one engine mounted to the aircraft and higher than the wings, and vertical stabilizers mounted on each wing outboard of the outermost engine. The leading edge of the wing may extend forward of the leading end of the engine, and the trailing edge of the aft deck may extend aft of the trailing end of the engine. The aft deck may include an upwardly rotatable pitch control surface at the trailing edge of the deck. Engine types may vary, including but not limited to turbofans, prop-fans, and turbo-props. Main wings may be mounted above the longitudinal axis of the fuselage, and canards may likewise be mounted above or below the axis.

Abstract: The present invention is directed toward a two-stage hypersonic vehicle, comprising a first-stage vehicle and a second stage vehicle. The first-stage vehicle includes a combined-cycle engine and a swirl generator for propelling the first-stage vehicle and the second-stage vehicle to a threshold velocity, which in one embodiment is about Mach 6. In one embodiment, the first-stage combined-cycle engine integrates a swirl generator into a gas turbine engine, providing a highly compact afterburner and a ramjet engine within the gas turbine engine. One benefit of the integrated swirl generator is the ability to significantly reduce overall first-stage gas turbine and afterburner-ramjet size and weight, while retaining high performance. The second-stage vehicle is detachably secured to the first-stage vehicle and includes a hypersonic engine.

Abstract: Damage-tolerance attachment system for an aircraft engine. According to the invention, said system comprises two attachment devices (9) and (10) attaching the engine to the pylon (5) and a backup attachment device (16) intervening in said attachment only if at least one of said attachment devices (9, 10) fails.

Abstract: A propulsion system for miniature vehicles, such as model airplanes, having multiple direct-current motors arranged radially about a central axis of the propulsion system that drive a propeller system.

Abstract: In order to achieve greater operational efficiency a propulsive arrangement is provided in which a relatively large number of small propulsive assemblies 9; 31, 32, 33 are provided in aircraft structures in particular the wing 7; 30. The assemblies 9; 31, 32, 33 comprise a flow path within which a compressor 39, 43, 47 is positioned to propel an air flow for propulsion. The compressors 39, 43, 47 are powered by electricity from an electricity generator 8 and possibly supplemented by solar cells or fuel cells or wing tip turbine generators 11. The assemblies 9, 31, 32, 33 are small to allow easy removal for maintenance and repair.

Abstract: An aircraft propulsion system includes four engines with pusher propellers. The engines are mounted in pairs on the wings of the aircraft and the respective directions of rotation thereof, when viewing the engines from the rear of the aircraft from left to right, are: (1) the clockwise direction, (2) the counterclockwise direction, (3) the clockwise direction, and (4) the counterclockwise direction.

Abstract: The invention pertains to an engine mount onto an aircraft structure comprising at least one connection means between a first and a second element such as an engine case and said structure, characterized by the fact that said connection means comprises an eccentric member housed in a bore of the first element, being rotational about a first axis, the eccentric member comprising a trunnion attached to the second element and of axis off-centred with respect to the first axis of rotation, the eccentric member being rotational about said off-centred axis. The solution of the invention has the advantage of allowing a compact assembly.

Abstract: A solar rechargeable, long-duration, span-loaded flying wing, having no fuselage or rudder. Having a two-hundred foot wingspan that mounts photovoltaic cells on most all of the wing's top surface, the aircraft uses only differential thrust of its eight propellers to turn, pitch and yaw. The wing is configured to deform under flight loads to position the propellers such that the control can be achieved. Each of five segments of the wing has one or more motors and photovoltaic arrays, and produces its own lift independent of the other segments, to avoid loading them. Five two-sided photovoltaic arrays, in all, are mounted on the wing, and receive photovoltaic energy both incident on top of the wing, and which is incident also from below, through a bottom, transparent surface.

Abstract: A vertical take-off and landing aircraft is provided with a plurality of thrust generators which generate thrust substantially vertically upward with respect to the aircraft; a first prime mover which drives the thrust generators, and an occupant seat. At least one of the thrust generators is disposed at either a front section of the aircraft or a rear section of the aircraft, and the remaining thrust generator or thrust generators are disposed at either the rear section or the front section, whichever the at least one of the thrust generators is not disposed at. The prime mover and a sitting surface of the occupant seat are disposed between the at least one of the thrust generators at the front section of the aircraft and the at least one of the thrust generators at the rear section of the aircraft, and in a position lower than all of the thrust generators.

Abstract: A fan turbine engine arrangement is provided in which a core engine is aligned such that an input of a nacelle is aligned with the upwash of a wing to which the arrangement is secured. The engine drives a fan such that bypass flows produced by the fan are guided by a duct to present a downward component for uplift. The core engine presents its output flow through a nozzle which is aligned with the fundamental axis Y—Y of the engine. In such circumstances, the bypass flows cross the core engine flow from the nozzle unless that engine is adjustable during operation in order to maintain alignment dependent upon lift requirements.

Abstract: An engine arrangement (14) comprises a gas turbine engine unit (16) and first and second support members (18, 20) extend from a structural component (24) of the engine casing (22) to support the engine unit in a position spaced from the body or airframe of the aircraft.

Abstract: An improved structure and method for powering the flight of a model airplane by positioning the motors and propellers on the back side of the top wings of an airplane using a single or double-deck wing design so that the propellers and motors of the airplane are better protected from damage in the event of a crash. The fuselage of the airplane is formed of a deformable material such as a foam to aid in crash resistance.

Abstract: An unmanned air vehicle comprises a fuselage that defines aerodynamic flight surfaces, an engine mounted to the fuselage having an engine shaft arranged to rotate about a longitudinal axis with respect to the fuselage, and a propeller mounted to the engine shaft so as to rotate to thereby provide thrust. The aircraft also comprises a gyroscopic stabilization member coupled to the shaft such that rotation of the engine shaft results in rotation of the gyroscopic member. Thus, there is more stability during the entire flight envelope. In one embodiment, the gyroscopic stabilization member is comprised of a ring that is attached to the outer ends of the blades of the propeller and the ring is also selected so as to have a mass that will result in the gyroscopic stabilization member having a sufficient angular momentum so as to gyroscopically stabilize the aircraft.

Abstract: The present invention provides a tailcone and power assembly mountable to the body of an aircraft using a height adjustable dolly. The tailcone assembly comprises a longitudinal support member, a gas turbine engine mounted to the support member; a firewall; two curved rotatable casings hingeably connected to the support member; an inlet duct extending form an aperture in one of the rotatable casings to the engine inlet; an integral exhaust casing, and interface means for making necessary engine accessory connections to the aircraft. The tailcone is installed on the aircraft by mounting the tailcone in the adjustable dolly, rolling the dolly up to the aircraft, adjusting the dolly until the auxiliary power assembly is properly aligned for attachment to the aircraft, connecting the engine accessories to the aircraft, and bolting the assembly to the aircraft.