Abstract: An energy management system for lighter-than-air vehicles which includes a reactor means for generating energy, storage means for storing the reactants used in the reactor means, and an integrated pipeless reactant and power distribution means.

Abstract: Systems and methods for operating aircraft power systems are disclosed. A power system in accordance with one embodiment of the invention includes an aircraft auxiliary power unit and a controller coupled to the aircraft auxiliary power unit, with the controller being configured to automatically stop the auxiliary power unit while the auxiliary power unit is functioning normally. The controller can also be configured to automatically start the auxiliary power unit in-flight when power supplied or expected to be supplied to a subsystem of the aircraft has a non-zero value at or below a threshold value. The controller may also be configured to start the auxiliary power unit when a load or expected load on the subsystem meets or exceeds a threshold value.

Abstract: The present invention relates to an emergency power system for an aircraft having at least one fuel cell unit for producing electric power, wherein the fuel cell unit is cooled via at least one cooling circuit which includes at least one heat exchanger, and wherein the heat exchanger is connected to at least one air distribution system of the aircraft cabin so that exhaust air heated by the heat exchanger in the operation of the emergency power system can be distributed via the air distribution system in the aircraft cabin.

Abstract: Combined aircraft hybrid fuel cell auxiliary power unit and environmental control system and methods are disclosed. In one embodiment, a method includes chemically converting a portion of combustible fuel into electrical energy. An unutilized portion of fuel emitted by the chemical conversion of combustible fuel is combusted to thermal power. The heated gas is used to drive a power recovery turbine connected to a drive shaft. A source of input oxidizing gas is compressed and is used to help chemically convert the combustible fuel into electrical energy. The heated gas is used to mechanically drive the power recovery turbine which is coupled to a generator to produce electrical energy.

Abstract: Disclosed is an aircraft, configured to have a wide range of flight speeds, consuming low levels of power for an extended period of time, while supporting a communications platform with an unobstructed downward-looking view. The aircraft includes an extendable slat at the leading edge of the wing, and a reflexed trailing edge. The aircraft comprises a flying wing extending laterally between two ends and a center point. The wing is swept and has a relatively constant chord. The aircraft also includes a power module configured to provide power via a fuel cell. The fuel cell stores liquid hydrogen as fuel, but uses gaseous hydrogen in the fuel cell. A fuel tank heater is used to control the boil-rate of the fuel in the fuel tank. The fuel cell compresses ambient air for an oxidizer, and operates with the fuel and oxidizer at pressures below one atmosphere. The aircraft of the invention includes a support structure including a plurality of supports, where the supports form a tetrahedron that affixes to the wing.

Abstract: A solar powered air vehicle that can stay aloft for indefinite periods of time. The vehicle employs photovoltaic solar cells for primary power and high speed counter-rotating flywheels for energy storage and steering of the vehicle. The flywheels are placed in the wing to reduce airfoil drag. A control law provides three-axis stabilized control of the vehicle by controlling propeller pitch to vary the speeds of the flywheels.

Abstract: The disclosure relates to a maintenance unit for servicing aircraft during stand-still, comprising electrically powered service and/or maintenance equipment. There is a power input for connecting the unit to an electrical power supply operating at 200/115VAC at 400 Hz. The unit further comprises a transformer and conversion unit (TCU) for transforming the 200/115 VAC/400 Hz power to standard grid voltage at 400/23OVAC at 50 Hz and at least one frequency converter enabling variable frequency of the output voltage, for powering said service and/or maintenance equipment. The maintenance equipment may be a gas turbine engine washing equipment and comprises a water delivery member for supplying water from a water source, a high pressure pump coupled to the water providing means for providing pressurized water, and a high pressure water outlet connection for connecting cleaning devices.

Abstract: Thrust systems for passenger aircraft provide at least one flight engine and a taxi engine wherein all flight engines together provide, in total, a takeoff thrust arranged in a takeoff thrust direction and the taxi engine provides a taxi thrust which does not exceed 15% of the takeoff thrust and is directed substantially the same as the takeoff thrust direction. The taxi thrust is thereby sufficient to taxi the aircraft along a taxi path. In a system embodiment, the taxi thrust does not exceed 7.5% of the flight thrust. In another system embodiment, the flight engines have, in total, a flight engine weight and the taxi engine has a taxi engine weight that does not exceed 10% of the flight engine weight. In a system embodiment, the taxi engine weight does not exceed 7.0% of the flight engine weight. In another system embodiment, the taxi engine has a rated thrust and is configured so that the taxi thrust is within 40% and 100% of the rated thrust.

Abstract: A supply system for the energy supply in an aircraft comprising an engine for propelling an aircraft, a fuel cell for supplying an aircraft with electric energy, a first fuel reservoir for supplying the engine with engine fuel and a second fuel reservoir for supplying the fuel cell with fuel cell fuel. The first fuel reservoir is arranged separately of the second fuel reservoir.

Abstract: Systems and methods for operating aircraft power systems are disclosed. A power system in accordance with one embodiment of the invention includes an aircraft auxiliary power unit and a controller coupled to the aircraft auxiliary power unit, with the controller being configured to automatically stop the auxiliary power unit while the auxiliary power unit is functioning normally. The controller can also be configured to automatically start the auxiliary power unit in-flight when power supplied or expected to be supplied to a subsystem of the aircraft has a non-zero value at or below a threshold value. The controller may also be configured to start the auxiliary power unit when a load or expected load on the subsystem meets or exceeds a threshold value.

Abstract: An electric power generation and distribution system includes a primary distribution panel, which preferably operates at 230 VAC, and a High Voltage Direct Current (HVDC) panel in direct electrical communication therewith. The HVDC panels power motor controllers which drive electric motors residing in the center or aft sections of the aircraft. As many of the large electrical loads are located in the aft section of the aircraft, an aft electronics bay is located adjacent the aircraft wing roots to house the primary distribution panels and the HVDC panels.

Abstract: Support system suitable for sustaining an auxiliary power unit of an aircraft to a fixed structure (2) belonging to a compartment of the auxiliary power unit (6) of the aircraft. The support system is made in a high mechanical strength material and with high resistance to ignition, and comprises three fittings (3, 4, 5) two of which are frusto-conical and one with a substantially cylindrical. Fittings (3, 4, 5) being able to be hollow and being able to comprise an array of lateral ribs. Each one of them presenting a first end (7) comprising means of attachment of the support system (8) to the fixed structure (2) and a second end (9) comprising means of securing of the support system (8) which are joined to the auxiliary power unit (1) in the periphery of the extension of said auxiliary power unit (1).

Abstract: An electromagnetic control for the landing gear of an aircraft includes a hub to be fixed to a frame of an aircraft landing gear. A rotor rotates with a tire on the aircraft landing gear. Permanent magnetic disks are associated with the rotor, and interspersed with disks on the hub. Some of the disks on the hub are electromagnetic disks supplied with electric power, and some of the plurality of disks on the hub are made of high electric conductivity material.

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: An aircraft fuel cell system (10) includes a fuel cell (12a, 12b, 12c, 12d) which has an oxidant inlet (14a, 14b, 14c, 14d) for supplying an oxygen-containing medium to the fuel cell (12a, 12b, 12c, 12d). An oxidant supply line (16) has a first end which is connected to the oxidant inlet (14a, 14b, 14c, 14d) of the fuel cell (12a, 12b, 12c, 12d). A second end of the oxidant supply line (16) is connectable to a used air outlet (18) of a cabin (20) of the aircraft.

Abstract: Systems and methods for operating aircraft power systems are disclosed. A power system in accordance with one embodiment of the invention includes an aircraft auxiliary power unit and a controller coupled to the aircraft auxiliary power unit, with the controller being configured to automatically stop the auxiliary power unit while the auxiliary power unit is functioning normally. The controller can also be configured to automatically start the auxiliary power unit in-flight when power supplied or expected to be supplied to a subsystem of the aircraft has a non-zero value at or below a threshold value. The controller may also be configured to start the auxiliary power unit when a load or expected load on the subsystem meets or exceeds a threshold value.

Abstract: A filtering device for an engine or a for power unit with a radial air intake, includes a ring-shaped filter for covering the radial air intake, characterised in that the ring-shaped filter includes a first fixed part and a second mobile part which is movable with respect to the first fixed part through actuator elements, from a filtering position in which the whole radial air intake is covered by the ring-shaped filter, to a bypass position in which the second mobile part uncovers at least partly the radial air intake.

Abstract: A supply system that encompasses a vapor generator, may be used to generate water. The vapor generator is supplied with hydrogen and oxygen, and generates hot water vapor, which may be used for supplying energy and water. For example, using the supply system reduces a take off weight for an aircraft and supply redundancy.

Abstract: Drag management structure. The structure includes a tube having an entrance and exit along a longitudinal axis. At least one row of stationary swirl generating vanes is provided at the entrance, the swirl vanes disposed at an angle with respect to the longitudinal axis selected to produce a steady streamwise vortex in a fluid at the tube exit. A fan rotor may be disposed upstream of the stationary vanes.

Abstract: A fuel system for an aircraft is disclosed. The fuel system comprises a fuel tank and a fuel reformer for receiving fuel from the fuel tank. The system includes a hydrogen fuel cell array for receiving hydrogen from the fuel reformer. The system further includes mechanism for providing an inerting gas from the fuel system to the fuel tank.

Abstract: A modular avionics system for an Unmanned Aerial Vehicle (UAV) has a control module that executes flight control and vertical and lateral guidance algorithms to generate control commands. A data link module communicates with a remote control station and receives control commands from the remote control station. A data acquisition module communicates with the control module and the data link module. The data acquisition module is configured to receive and process data from one or more onboard sensors and to actuate a plurality of servo motors in response to control commands. A switching module selectively couples the data acquisition module to the control module or to the data link module responsive to an input from the remote control station to respectively switch between a fully autonomous mode of UAV operation and a manual mode of UAV operation. Power may be provided by a power module.

Abstract: This invention provides an aircraft electric generation system, which can achieve significantly increased capacity of electric generation, while adequately suppressing unwanted increase of a front face area of an aircraft engine as well as successfully dealing with considerably large changes of an engine spool speed. This electric generation system is driven by the engine and includes: a continuously variable transmission (CVT) connected with a rotation shaft of the engine; an electric generator located above the CVT and driven by an output of the CVT; and a lubricating oil pump unit located below the CVT and also driven by the output of the CVT.

Abstract: A system for electrical generation, conversion, distribution and starting on board an aircraft, of “bleedless” type, that is, with an electrical power architecture with no pneumatic circuits. The electrical distribution channels for high power loads specific to aircraft of “bleedless” type, and the electrical distribution channels for conventional loads, including technical loads, such as avionics, lighting, fuel pumps and commercial loads are separated, and are supplied with power by separate generators driven by the aircraft's engines.

Abstract: A hydraulic drive for an aircraft includes: a gear, a first hydraulic pump and a second hydraulic pump, wherein the gear is installed in a gear housing and wherein the first hydraulic pump and the second hydraulic pump in each case are installed in a pump housing that is affixed to the gear housing, or the two together are installed in a pump housing that is affixed to the gear housing; a hydraulic supply device including a first and a second hydraulic system for operating actuators of the aircraft; and a monitoring and drive device, with the hydraulic supply device including a first hydraulic drive for coupling the latter to a first engine, and a second hydraulic drive for coupling the latter to a second engine, wherein each hydraulic drive includes: a gear drive shaft for coupling the respective hydraulic drive to an engine output shaft of the respective associated engine; two hydraulic pumps that are coupled to a gear output shaft, in each case with a connection device for connecting the hydraulic pump to

Abstract: The disclosure provides for an aircraft galley and lavatory energy system capable of independent operation from a separate aircraft energy generating system. The galley and lavatory energy system comprises an energy source providing electrical energy, heat energy, and at least one by-product; a plurality of galley and lavatory devices for receiving the electrical energy, the heat energy, and the at least one by-product; and, a plurality of connectors for connecting the electrical energy, the heat energy, and the at least one by-product to the galley and lavatory devices. The energy source comprises a fuel cell, a fuel module, and optionally, a supplemental fuel source.

Abstract: An un-manned multi-stage payload delivery vehicle and methods of deployment therefore are disclosed. According to various embodiments, the payload delivery vehicle includes first stage and a second stage. At least one of the first and second stages comprises a jet engine. According to various embodiments, methods of deploying the payload delivery vehicle include the steps of launching the payload delivery vehicle from a launch site, controlling the flight of the payload delivery vehicle in accordance with one or more deployment parameters, deploying a payload attached to the payload delivery vehicle, and controlling the flight of the payload delivery vehicle subsequent to payload deployment such that the payload delivery vehicle is flown to a pre-determined location for recovery and reuse.

Abstract: In order to generate an efficient aerodynamic braking force, whatever the speed of a vehicle such as an airplane flying in the air, the method includes a step for the production of energy by the vehicle, a step of storage of the energy produced and a step of utilisation of such energy to drive a propeller which generates a force opposing the forward motion of the vehicle. Energy is produced by using the displacement of the vehicle with respect to air using a propeller driving a generator, or using the displacement with respect to the ground, using wheels driving a generator, or using generators driven by motors of the vehicle. The energy can be stored in the pneumatic, electric or kinetic form and the generation and driving means are selected according to the technology used for the storage means.

Abstract: A non-aircraft-propelling auxiliary gas turbine engine installable in an aircraft having a cabin adapted to be pressurized. The auxiliary gas turbine engine includes an auxiliary-gas-turbine-engine compressor having an inlet, wherein the inlet is adapted to receive pressurized air from the cabin. A method for operating a non-aircraft-propelling auxiliary gas turbine engine of an aircraft includes providing pressurized air from the cabin of the aircraft to an inlet of a compressor of the auxiliary gas turbine engine. The method includes providing compressed air from the compressor to a combustor of the auxiliary gas turbine engine and includes providing combustion gases from the combustor to a turbine of the auxiliary gas turbine engine, wherein the turbine is mechanically coupled to the compressor.

Abstract: A method and apparatus for charging energy supplies in an unmanned aerial vehicle (UAV). The present invention relates to a UAV that comprises an inductive charging device that utilizes the electromagnetic field emanated by overhead/utility power lines, to charge the energy supplies. The UAV also includes a releasable latch for holding power lines to allow for the perching of the UAV on power lines during the charging process. The latch and the inductive charging device may be provided on a single device, a battery augmentation trap (BAT). The UAV may be perched in an upright orientation to allow for takeoff after the charging of energy supplies on the power line.

Abstract: A motor drive for an electric motor receives high frequency AC current, and delivers this current through a converter which is operable to change the current delivered downstream to an inverter and an electric motor.

Abstract: An apparatus for regulating voltage and aerospace electrical power systems are implemented. A multi-functional apparatus for regulating voltage, according to one embodiment, comprises: a DC to DC converter (315), wherein the DC to DC converter (315) is controlled to operate in a first direction to receive a DC voltage from a first bus (329) and to output a first regulated DC voltage adjusted to charge a battery (307), wherein the first bus (329) receives power from a second bus (201), and is controlled to operate in a second direction to receive a battery DC voltage from the battery (307) and to output a second regulated DC voltage to the first bus (329) to power a load (231) independently or in combination with the second bus (201).

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: A propulsive system for an aircraft including an auxiliary jet engine is integrated within a tail cone of a fuselage. Lateral air intakes include each one a scoop movable between a closed position and an opened position are associated with aerodynamic channels to supply with air the auxiliary jet engine. The aerodynamic channels meet at a common channel including a movable flap to balance air flows coming from the air intakes when the operation is not symmetrical.

Abstract: In order to not risk producing an overpressure of air in the cabin of an airplane on the ground during servicing operation on the airplane, it is appropriate to deliver the air into the cabin of the airplane only when the inlets of the air-conditioning system are open. A device for feeding electricity and air to an airplane on the ground includes means of electric production capable of being connected to at least one electric circuit of the airplane and includes means of producing a flow of air. It has, in addition, a means of determining whether the airplane is actually switched on electrically or is not actually switched on electrically and means for inhibiting the flow of air delivered toward the airplane when the airplane is not actually switched on electrically, that is, as long as it is uncertain whether the inlets of the air-conditioning system are opened.

Abstract: A refueling drogue assembly including a refueling drogue receptacle, a control unit including a duct, and a refueling hose connector adapted to rigidly couple the control unit to an aerial refueling hose. In some embodiments, the control unit is flexibly coupled to the refueling drogue receptacle. In some embodiments, the control unit is adapted to change an orientation of at least a portion of the duct relative to a longitudinal axis of the control unit.

Abstract: In a rear cone of a fuselage of an airplane a pressurized space is arranged in the rear cone and extends up to an impervious strong wall, placed on a rear portion of the length covered by a fin. The pressurized space constitutes an area accessible to individuals and is able to constitute, in particular, a rest and service area for the crew.

Abstract: There is a necessity to provide power for some aircraft service functions whilst the main engines (34) are not operational, for example when the aircraft is on the ground, and to start the main engines (34). This demand is met by provision of auxiliary power units (21). Conventionally a single auxiliary power unit (2) is located in the tail of the aircraft and requires fuel lines and relatively high capacity electrical cabling in order to provide electrical power for main engine starting and service functions. The present invention provides an auxiliary power unit (21) mounted on each main engine (34) and coupled together through an electrical distribution system. This provides greater redundancy in the event of failure of an auxiliary power unit (21) as well as reducing overall weight.

Abstract: Which comprises an auxiliary power unit (1) for supply of pneumatic and electrical power, whose pneumatic power outlet is linked to a duct (2) which conventionally, incorporates bends (7) and compensation elements (6) for thermal expansion and for compensation of the vibrations produced by the APU (1) in its functioning. It is characterized in that the power outlet of the APU (1) is arranged in its front part in which is connected the duct consisting of a straight pipe (2a) inclined downwards toward the lower part of the aircraft in which compensation elements (6) for thermal expansion and for compensation of vibrations are inserted in order to reduce the length of the duct (2) and eliminate the bends, so that the pressure losses are considerably reduced.

Abstract: An Auxiliary Power System includes an APU controller and an aircraft load controller which include an APU load capacity algorithm which provides an uncomplicated and robust method of APU load control. The APU load capacity algorithm defines three load zones: a continuous APU load capacity zone (zone A); a time controlled zone (zone B); and a fault zone (zone C). Each zone is related to altitude to the service ceiling of the APU to provides consistent APU load capacity that addresses APU performance variation and deterioration effects to an end of the APU useful life.

Abstract: The lighter-than-air vehicle for shading is an airborne, movable system that provides sun shade for an open area. The vehicle is a substantially flat flying device having upper and lower surfaces, and which is filled with a lighter-than-air gas or gases, such as helium or hydrogen. The vehicle may be tethered to the ground through control wires, or may be fully autonomous and controlled by propeller fans. The required power may be provided by wire from ground, or through a portable power source, such as solar cells, mounted atop of vehicle. The vehicle has sun sensors that allow it to track the sun, and provides around the clock shaded area underneath its surface. The vehicle can also have pressure sensors and altitude sensors that may trigger an alarm in case of an emergency descent to the ground.

Abstract: A power generation system for an airship includes a solar array and an Earth array for converting solar radiation and albedo radiation, respectively, into electrical energy. The airship also carries a power distribution controller to receive the electrical energy for transfer to a power storage device and/or electrical components carried by the airship. The airship may also receive a man-made radiation source purposefully directed at the Earth array.

Abstract: Dual flow auxiliary power unit (APU) inlets and associated systems and methods are disclosed. An inlet in accordance with one embodiment of the invention includes an entrance aperture and a divider positioned in the inlet and located to separate a first portion of the inlet from a second portion of the inlet. The first portion can be configured to couple to an engine air intake of an APU, and the second portion can be configured to direct air away from the air intake. The divider can be positioned to direct air having a first total pressure level and a first distortion level to the first portion of the inlet, and direct air having a second total pressure level and second distortion level to the second portion of the inlet. The first total pressure level can be approximately the same as or higher than the second total pressure level, or the second distortion level can be approximately the same as or higher than the first distortion level, or both.

Abstract: There is disclosed an electrical system for an aircraft comprising: at least one generator (302); a power control system (304) for distributing power from the generator to electrical subsystems (306, 308) in the aircraft; and an ice protection control system (310) for controlling at least one ice protection device (312, 314, 316), wherein the ice protection control system is connected to said at least one generator.

Abstract: The invention relates to a method of feeding energy to actuators associated with the undercarriages forming the landing gear of an aircraft, the aircraft comprising: a main power supply that operates independently of rotation of wheels carried by the landing gear; and a local power supply comprising one or more local generators, each driven by rotation of a wheel carried by an undercarriage; the method of the invention comprising the following steps: in a nominal mode of operation, powering said actuators by the local power supply; and in an additional mode of operation, when the delivery of energy by the local power supply is not sufficient, providing additional energy or all of the energy required by said actuators by means of the main power supply.

Abstract: An auxiliary power unit (APU) compartment air inlet system seals, via one or more inlet doors driven by a single actuator, an APU compartment, and isolates the APU inlet and cooling system inlets from each other. The system includes either one or two inlet doors, depending on the number of ram air inlets formed in the APU compartment. In either instance, however, a single actuator is used to move the inlet door(s) between open and closed positions.

Abstract: A wing load alleviation structure for use on an aircraft, comprising a front spar, wherein the front spar includes a plurality of alternating rigid spar structures and inflatable spar structures; and a rear spar, wherein the rear spar includes a plurality of alternating rigid spar structures and pivot joints, such that when a load is applied to the front and rear spars, deflection of each of the front and rear spars continues at a first rate until a critical load is reached, and then as the loading increases, deflection of each of the front and rear spars continues at a second rate.

Abstract: A method and apparatus is disclosed in which an aircraft landing system is at least partly primarily powered by power provided by a ram air turbine (RAT).

Abstract: Systems and methods for controlling aircraft electrical power are disclosed. A system in accordance with one embodiment includes an electric motor, an aircraft load coupled to the electric motor and powered by the electric motor, and a motor controller coupled to the electric motor to vary an output of the electric motor. The motor controller is changeable among a fixed number of preset controller modes, with individual controller modes corresponding to an operation mode of the aircraft and a non-zero output level of the electric motor. In further embodiments, motor controllers can be substituted for each other, e.g., in the event one motor controller becomes unoperational.

Abstract: A ground support system configured to support servicing of aircraft may include a main body housing one or both of an engine and/or a blower, a control panel that is used to control operation of one or both of the engine and/or blower, and at least one acoustic wave engagement member positioned on the control panel. The acoustic wave member(s) is configured to selectively activate and deactivate an engine or blower function when touched by an operator. The acoustic wave engagement member(s) operates in the presence of moisture and debris.

Abstract: An on board secondary propulsion system for an aircraft provides the capability of taxiing the aircraft on the ground without using the main aircraft engine(s). The power system includes a small driver mounted on the aircraft. In one embodiment of the invention, the driver may be mounted at any desirable location on the aircraft and is designed to provide sufficient thrust to taxi the aircraft. Such a suitable system may be provided as original equipment to an aircraft or retrofitted to existing aircraft. In a further embodiment of the invention, the on board secondary propulsion system, in addition to the taxiing function, may be incorporated with an alternator to provide electrical power, an environmental control unit, and an emergency power unit as desired. The system may also be used to supplement the main aircraft engines as necessary during takeoff and climb to further reduce fuel consumption, noise, engine emissions, maintenance costs and extend the life of the main aircraft engines.