Abstract: A vertical take-off and landing aircraft which uses fixed rotors for both VTOL and forward flight operations. The wing rotors are tilted forward and provide some forward propulsion during horizontal flight. The rotors are positioned to achieve a high span efficiency. The rotors are positioned to even out the lift across the span of the synthetic wing. The synthetic wing may also have airfoils which may provide structural support for the rotors as well as providing lift during forward flight.

Abstract: A vertical take-off and landing aircraft and method which uses fixed rotors for both VTOL and forward flight operations. The rotors are positioned to achieve a high span efficiency. The rotors are positioned to even out the lift across the span of the wing. The wing may also have narrow front and rear airfoils which may provide structural support as well as providing lift during forward flight, or may have a single center wing. The wing rotors are tilted forward and provide some forward propulsion during horizontal flight.

Abstract: The power supply device includes a power generator, a drive source, a plurality of batteries, a difference calculating unit 11, a difference summing unit 12 and an electric power summing unit 13. The difference calculating unit 11 is configured to calculate differences between target amounts of electric power Q1, Q2, Q3, and Q4 of each battery and measured amounts of electric power M1, M2, M3, and M4. The difference summing unit 12 is configured to sum the differences in electric power of the batteries calculated by the difference calculating unit 11. The electric power summing unit 13 is configured to sum electric power calculated by the difference summing unit 12 and electric power required for the electric motors. A control unit 9 controls the drive source such that electric power calculated by the electric power summing unit 13 is generated by the power generator.

Abstract: Aspects relate to methods and systems for optimizing battery recharge management for use with an electric vertical take-off and landing aircraft. An exemplary system includes an electric vertical take-off and landing (eVTOL) aircraft comprising at least battery mechanically coupled to the eVTOL aircraft cand configured to power at least an aircraft component of the eVTOL aircraft, wherein the at least a battery comprises a plurality of battery cells, and at least a sensor, configured to measure battery data associated with the at least a battery, and a server remote from the eVTOL and in communication with the at least a sensor, wherein the server is configured to receive the battery data from the at least a sensor, receive mission data associated with a planned flight mission of the eVTOL aircraft, and generate a recharge time as a function of the battery data and the mission data.

Abstract: One embodiment is an aircraft including a fuselage; a wing connected to the fuselage; first and second booms connected to the wing on opposite sides of the fuselage; first and second forward propulsion systems attached to forward ends of the first and second booms; first and second aft propulsion systems fixedly attached proximate aft ends of the first and second booms; first and second wing-mounted propulsion systems connected to outboard ends of wings; and first and second wing tips fixedly connected to outboard sides of the first and second wing-mounted propulsion systems; wherein the first and second wing-mounted propulsion systems and the first and second wing tips are collectively tiltable between a first position when the aircraft is in a hover mode and a second position when the aircraft is in a cruise mode.

Abstract: A power supply device includes a power generator, a drive source, a plurality of power supply lines, a plurality of batteries, a difference calculating unit 11, a difference summing unit 12, and an electric power summing unit 13. The difference calculating unit 11 is configured to calculate differences D1, D2, D3, and D4 between a target charge state set for each battery and an estimated charge state. The difference summing unit 12 is configured to sum the differences D1, D2, D3, and D4 calculated by the difference calculating unit 11. The electric power summing unit 13 is configured to sum the charge state calculated by the difference summing unit 12 and electric power used for the electric loads. A control unit 9 controls the drive source such that electric power calculated by the electric power summing unit 13 is generated by the power generator.

Abstract: A power supply device includes a power generator, a drive source, a plurality of power supply lines, a plurality of batteries, a diode, a difference calculating unit 11, 12, 13, or 14, and a difference summing unit 16. The difference calculating unit 11, 12, 13, or 14 is configured to calculate a difference between demanded electric power P1, P2, P3, or P4 in the corresponding power supply line and a charge state of the corresponding battery. The difference summing unit 16 is configured to sum the differences in electric power in the power supply lines calculated by the difference calculating units 11, 12, 13, and 14. In the power supply device, the drive source is controlled such that electric power equal to or higher than the electric power calculated by the difference summing unit 16 is generated by the power generator.

Abstract: Systems and methods for controlling a coaxial rotary-wing aircraft including a co-axial main rotor assembly and a pusher-propeller. One system includes an electronic controller configured to receive a reference velocity of the aircraft and receive a reference flight path angle of the aircraft. The electronic controller is also configured to simultaneously control the co-axial main rotor assembly and the pusher-propeller based on the reference velocity of the aircraft and the reference flight path angle of the aircraft, by simultaneously generating a commanded thrust of the pusher-propeller and a commanded thrust of the co-axial main rotor assembly using a multiple input, multiple output algorithm applying dynamic inversion.

Abstract: A rotary wing aircraft that extends along an associated roll axis between a nose region and an aft region and that comprises a fuselage with a front section and a rear section, wherein the rear section extends between the front section and the aft region, the rotary wing aircraft comprising: a propeller that is rotatably mounted at the rear section in the aft region, a main rotor that is rotatably mounted at the front section, and a source of asymmetry that is connected to the front section such that the front section comprises at least in sections an asymmetrical cross-sectional profile in direction of the associated roll axis, wherein the source of asymmetry is configured to generate sideward thrust for main rotor anti-torque from main rotor downwash.

Abstract: An airframe design may include a bonded frame or assembly, and one or more components that may be removably attached to the bonded frame. The bonded frame may include struts, central bulkheads, a tail section, a plurality of wing sections, and motor mounts that are adhered together using adhesive. The one or more attachable components may include a forward fuselage, motors, propellers, motor pod fairings, stabilizer fins, and landing gear that are attached using fasteners. The bonded frame may reduce the number of parts of the airframe design and may also reduce complexity, cost, and weight, while also increasing stiffness and strength. Further, the various attachable components may facilitate fabrication, assembly, and maintenance of an aerial vehicle having the airframe design.

Abstract: The present disclosure relates to a rotary wing aircraft that extends along an associated roll axis between a nose region and an aft region. The rotary wing aircraft comprises a main rotor; a shrouded duct that is arranged in the aft region and that forms an inner air duct, wherein the shrouded duct is formed to generate sideward thrust for main rotor anti-torque in forward flight condition of the rotary wing aircraft; and a propeller that is at least configured to propel the rotary wing aircraft in the forward flight condition; wherein the propeller forms a circular propeller disc in rotation around an associated rotation axis; and wherein the propeller is rotatably mounted to the shrouded duct such that the circular propeller disc is at least essentially arranged inside of the inner air duct.

Abstract: An aircraft provided with a rotary wing driven by a mechanical kinematic linkage, the aircraft having a power plant provided with at least one engine, the mechanical kinematic linkage comprising a free-wheel associated with the engine, the free-wheel comprising a driving part and a driven part, the driving part being connected by a mechanical connection to a working shaft of the associated engine and the driven part being connected kinematically to the rotary wing. A disengageable connection is arranged in parallel with the free-wheel in order to transmit mechanical power between the rotary wing and the engine on request, the power plant having a braking system comprising an engine brake of the engine.

Abstract: A flying car that does not require complex transformation between a car and an aircraft, the flying car can quickly take off from a land, such as road or parking, and can land on the road or parking. The flying car is of triangular shape having a broad front and narrow rear. Three motorized members are coupled to three corners of a frame of the flying car. Each of the three motorized members includes a wheel assembly that includes a wheel and a wheel frame, an inner ring and an outer ring coupled to each other, and both mounted to the wheel frame. A fan mounted on the inner ring and one or more turbines mounted on the outer ring.

Abstract: A compound helicopter with braced wings in joined-wing configuration, a fuselage that extends from a front fuselage section to a rear fuselage section, and an emergency floatation system with main floatation balloons and lateral floatation wherein balloons, the main floatation balloons comprise at least one front floatation balloon that is arranged in the front fuselage section and at least one rear floatation balloon that is arranged in the rear fuselage section, and wherein the lateral floatation balloons comprise at least one first lateral floatation balloon that is arranged close to an interconnection region of the first braced wing and at least one second lateral floatation balloon that is arranged close to an interconnection region of the second braced wing.

Abstract: An aircraft having a hybrid power source includes two horizontal drive units, four vertical drive units, a vertical drive unit comprising a power supply bus the output of which may be connected to a single horizontal drive unit which may be connected to at least two vertical drive units via a switch, two power generation sources connected, on the one hand, to each of the power supply buses by a respective input of the corresponding vertical drive unit and, on the other hand, to each horizontal drive unit via the respective output of each vertical drive unit, and a power supply command arranged to send a power command to the power generation sources according to the power requirements of the vertical drive units and/or horizontal drive units. The power generation sources are also suitable for recharging power sources of the vertical drive units.

Abstract: An exemplary blade lock for a tiltrotor aircraft to enable and disable a folding degree of freedom and a pitching degree of freedom of a rotor blade assembly includes a link pivotally connected to a lever and a bellcrank, where the link is in a center position when the lever is in a locked position disabling the folding degree of freedom and the lever is secured in the locked position when the link is positioned in an over-center position.

Abstract: A multi-rotor aircraft includes a fuselage, a propulsion engine coupled to the fuselage that generates thrust to propel the aircraft along a first vector during forward flight, and rotors coupled to the fuselage, each rotor comprising blades, each rotor coupled to a motor, and each motor configured to supply power to and draw power from the coupled rotor. The aircraft includes a flight control system configured to control the motors coupled to the rotors in a power managed regime in which a net electrical power, consisting of a sum of the power being supplied to or drawn from each rotor by its motor, is maintained within a range determined by a feedback control system of the flight control system. The flight control system can also be leveraged to adjust rotor control inputs to modify at least one of thrust, roll, pitch, or yaw of the multi-rotor aircraft.

Abstract: A rotating wing aircraft 1 comprises: at least one rotor blade 2; a primary gas-flow production means 7 for providing a flow of gas in an internal passage 13 of the at least one rotor blade 2; and a reserve gas-flow production means 11 for providing a flow of gas in the internal passage 13 of the at least one rotor blade 2.

Abstract: Aircraft capable of vertical takeoff and landing, hovering, and efficient forward flight are described. An aircraft includes two side mounted tiltable proprotors and a central rotor disposed above the proprotors. The proprotors are tiltable between at least a horizontal position for forward flight and a vertical position for vertical or hovering flight. The central rotor may be powered for vertical and transitional flight modes and may turn by free autorotation during forward flight. The proprotors may be differentially tilted during vertical or hovering flight to counter torque effects of the central rotor. The central rotor may be foldable and/or easily detachable from the aircraft to facilitate storage and transportation. Left and right proprotors may provide both forward thrust and attitude control. Control inputs to left and right proprotors may be connected directly to an autopilot creating closed loop actuation using motor RPM feedback.

Abstract: A visual system for an electric vertical takeoff and landing (eVTOL) aircraft is illustrated. The system comprises an exterior visual device, a flight controller, and a pilot display. The exterior visual device is attached to the aircraft and is configured to detect an input of views of the exterior environment of the electric aircraft. The flight controller is communicatively connected to the aircraft, receives input from the exterior visual device, and generates an output of the view of the exterior environment of the aircraft as a function of the input. The pilot display is in the aircraft, receives the output of the view of exterior environment of the electric aircraft, and displays the output to a user.

Abstract: A multi-rotor aircraft includes a fuselage, a propulsion engine coupled to the fuselage that generates thnist to propel the aircraft along a first vector during forward flight, and rotors coupled to the fuselage, each rotor comprising blades, each rotor coupled to a motor, and each motor configured to supply power to and draw power from the coupled rotor. The aircraft includes a flight control system configured to control the motors coupled to the rotors in a power managed regime in which a net electrical power, consisting of a sum of the power being supplied to or drawn from each rotor by its motor, is maintained within a range determined by a feedback control system of the flight control system. The flight control system can also be leveraged to adjust rotor control inputs to modify at least one of thrust, roll, pitch, or yaw of the multi-rotor aircraft.

Abstract: A supplemental wing for a rotary wing aircraft rotates about a pitch axis between a forward flight position and a hover position. The supplemental wing generates lift and generates both positive and negative pitching moments that balance and that may passively rotate the supplemental wing to an equilibrium position. The supplemental wing may use power assist to overcome friction to move to the equilibrium position. The lift generated by the supplemental wing reduces at high forward speeds to preserve main rotor control authority. The supplemental wing rotates to avoid aft translation when in the hover position. The supplemental wing may be retrofitted to existing helicopters and flown using existing helicopter controls without pilot re-training.

Abstract: A multi-rotor aircraft includes a fuselage, a propulsion engine coupled to the fuselage that generates thrust to propel the aircraft along a first vector during forward flight, and rotors coupled to the fuselage, each rotor comprising blades, each rotor coupled to a motor, and each motor configured to supply power to and draw power from the coupled rotor. The aircraft includes a flight control system configured to control the motors coupled to the rotors in a power managed regime in which a net electrical power, consisting of a sum of the power being supplied to or drawn from each rotor by its motor, is maintained within a range determined by a feedback control system of the flight control system. The flight control system can also be leveraged to adjust rotor control inputs to modify at least one of thrust, roll, pitch, or yaw of the multi-rotor aircraft.

Abstract: An unmanned aerial vehicle includes a fuselage having a first side and a second side, a first arm disposed on a first side of the fuselage, wherein the first arm is coupled to one or more first propellers, wherein the first arm is adapted to move between a first folded position in which the first arm is in a folded state inside the fuselage and a first extended position in which a first section of the first arm and the one or more first propellers are outside the fuselage, and a second arm disposed on the second side of the fuselage, wherein the second arm is coupled to one or more second propellers, wherein the second arm is adapted to move between a second folded position in which the second arm is in a folded state inside the fuselage and a second extended position in which a second section of the second arm and the one or more second propellers are outside the fuselage.

Abstract: A multi-rotor aircraft includes a fuselage, a propulsion engine coupled to the fuselage that generates thrust to propel the aircraft along a first vector during forward flight, and rotors coupled to the fuselage, each rotor comprising blades, each rotor coupled to a motor, and each motor configured to supply power to and draw power from the coupled rotor. The aircraft includes a flight control system configured to control the motors coupled to the rotors in a power managed regime in which a net electrical power, consisting of a sum of the power being supplied to or drawn from each rotor by its motor, is maintained within a range determined by a feedback control system of the flight control system. The flight control system can also be leveraged to adjust rotor control inputs to modify at least one of thrust, roll, pitch, or yaw of the multi-rotor aircraft.

Abstract: A suspended aerial vehicle system includes an aerial vehicle with a thruster assembly and a supporting line attached to the aerial vehicle that is capable of supporting at least some of the weight of the aerial vehicle. The supporting line may have an adjustable length which when varied, and in coordination with variations in a thrust characteristic of the aerial vehicle, may change the position of the aerial vehicle. Other aspects are also described and claimed.

Abstract: A vertical take-off and landing aircraft which uses fixed rotors for both VTOL and forward flight operations. The rotors form a synthetic wing and are positioned to achieve a high span efficiency. The rotors are positioned to even out the lift across the span of the synthetic wing. The synthetic wing may also have narrow front and rear airfoils which may provide structural support as well as providing lift during forward flight. The wing rotors are tilted forward and provide some forward propulsion during horizontal flight.

Abstract: A method for the flying of a vertical take-off and landing aircraft which uses fixed rotors for both VTOL and forward flight operations. The rotors form a synthetic wing and are positioned to achieve a high span efficiency. The rotors are positioned to even out the lift across the span of the synthetic wing. The synthetic wing may also have narrow front and rear airfoils which may provide structural support as well as providing lift during forward flight, or may have a single center wing. The wing rotors are tilted forward and provide some forward propulsion during horizontal flight.

Abstract: Aspects of the technology relate to a braking assembly for a lateral propulsion system of a high altitude platform (HAP) configured to operate in the stratosphere. Power is supplied to a propeller assembly as needed during lateral propulsion so that the HAP can move to a desired location or remain on station. When lateral propulsion is not needed, power is no longer supplied to the propeller assembly and it may slowly cease rotating. However, in certain situations, it may be necessary to cause the propeller assembly to stop rotating as soon as possible. This can include an unplanned descent. Rapid braking can avoid the propeller blades from entangling in the envelope, parachute or other parts of the HAP. A reusable brake is employed to prevent uncontrolled rotation of the propeller on descent, or otherwise to prevent the propeller from spinning freely when not being used to propel the HAP laterally.

Abstract: An unmanned aerial vehicle (UAV) control method includes a takeoff process, a following process and a landing process, wherein the takeoff process includes the following steps: unlocking the UAV, and detecting the current horizontal position of the UAV in the horizontal direction and the current altitude of the UAV in the vertical direction; determining whether the current horizontal position and the current altitude meet takeoff criteria, and controlling the UAV to bounce off and enter into a takeoff state if the determination result is positive. The system provided by the present disclosure employs the above-mentioned method to control a UAV. The method and system provided by the present disclosure meet three functional requirements for a UAV on a moving base platform, namely, stable takeoff, following process and accurate landing, thus decrease the difficulties in the use of a UAV on a moving platform.

Abstract: A method for optimizing the operation of at least one first propeller and of at least one second propeller of a hybrid helicopter. The method comprises the following step during a control phase: deflection, with an autopilot system, of at least one aerodynamic stabilizer member into a setpoint position having, with respect to a reference position, a target deflection angle that is a function of a setpoint deflection angle, the setpoint deflection angle being calculated by the autopilot system in order to compensate for a torque exerted by the lift rotor at zero sideslip.

Abstract: A method of operating an electrically powered rotorcraft of the type having a fuselage and a set of N rotors driven by a set of electric motors and coupled to the fuselage, N?4, under a failure condition preventing ordinary operation of the rotorcraft. The method includes entering a failsafe mode of operation wherein autorotation of at least four of the rotors is enabled. The method also includes using electrical braking associated with a selected group of the rotors to control yaw of the rotorcraft.

Abstract: A linear thruster aircraft includes: an airframe, including an elongated mounting nacelle and a main body; an aircraft control unit with a processor, a non-transitory memory, and an input/output component; and at least one linear thruster arrangement with at least four thrusters mounted along at least one elongated axis of the elongated mounting nacelle, such that the thrusters are configured to provide lift, pitch, roll, and yaw movement. Optionally, the linear thruster arrangement can include alternating lateral and vertical offsets of the thrusters from the elongated axis, and pairs of thrusters can be vertically overlapping.

Abstract: A rotor assembly for a fixed-wing VTOL aircraft. The rotor assembly is configured to provide vertical flight for the fixed-wing VTOL aircraft. In one embodiment, the rotor assembly includes a hub assembly, a first rotor blade affixed to the hub assembly, and a second rotor blade affixed to the hub assembly. The hub assembly orients the second rotor blade in relation to the first rotor blade about an axis of rotation of the hub assembly with the first rotor blade and the second rotor blade vertically stacked when the hub assembly is stopped for wing-borne flight.

Abstract: A method for controlling a hybrid helicopter having at least one lifting rotor, at least one forward-movement propeller and an empennage provided with at least one moveable empennage surface. The method includes the following steps: using a main sensor to determine a current value of a rotor parameter conditioning a current power drawn by the lifting rotor, using an estimator to determine a current setpoint of the rotor parameter, adjusting a position of the moveable empennage surface using a deflection controller as a function of the current value and of current setpoint.

Abstract: A modular vehicle system includes at least one body module having at least one body connection interface, and a kit. The kit includes a plurality of utility modules including at least one first utility module (in the form of a fixed-wing utility module) and at least one second utility module (in the form of a rotor-wing utility module). Each first utility module includes at least one utility module connection interface in the form of a first utility module connection interface for coupling with the body connection interface. Each second utility module includes at least one utility module connection interface in the form of a second utility module connection interface, distinct from the first utility module connection interface, for coupling with the body connection interface.

Abstract: A refueling system has a first vehicle having a fuel tank connected to a deployable fuel hose with a nozzle on the deployable end, a second vehicle carrying a supply of fuel, having a refueling panel with a refueling port adapted to connect to the nozzle on the deployed end of the fuel hose, an end effector joined to the fuel hose proximate the nozzle, the end effector having a plurality of thrusters providing thrust in a plurality of directions; and control circuitry in the first vehicle and in the end effector enabling an operative to vary direction and thrust of the thrusters. The operative controls the thrusters through the control circuitry to direct the nozzle toward and to connect the nozzle to the refueling port on the refueling panel of the second vehicle.

Abstract: Aspects relate to systems and methods for orienting a thrust propulsor in response to a failure event of a vertical take-off and landing (VTOL) aircraft. An exemplary system includes a plurality of lift propulsors mechanically connected to a VTOL aircraft, wherein each of the plurality of lift propulsors are configured to produce lift, a plurality of sensors, wherein at least a sensor is configured to detect a failure of at least a lift propulsor, and transmit a failure datum, a thrust propulsor mechanically attached to the VTOL aircraft with an orientable joint, wherein the thrust propulsor is configured to produce thrust and orient the thrust propulsor as a function of a thrust orientation datum, and a flight controller configured to receive the failure datum, generate a thrust orientation datum as a function of the failure datum, and transmit the thrust orientation datum to the orientable joint.

Abstract: A hybrid aerial vehicle (HAV) comprising: a fuselage of the HAV; a first mechanism within the fuselage for accepting a plurality of wings of the HAV, the first mechanism allowing coordinated contraction of the plurality of wings essentially into the fuselage such that tips of the wings are position in proximity of the fuselage and coordinated extension of the wings such that tips of each wing are positioned away from the fuselage; a first wing extending from the port side of the fuselage and connected to the first mechanism; a second wing extending from the starboard side of the fuselage and connected to the first mechanism; a second mechanism placed within the fuselage in proximity to its front end, the second mechanism allowing motion of propellers of the HAV affixed there to between a first plain and a second plain; a first set of propellers affixed at the port side of the fuselage to the second mechanism; a second set of propellers affixed at the starboard side of the fuselage to the second mechanism; a t

Abstract: A tiltrotor aircraft having a propulsion configuration that divorces the engine core power from the thrust fan, using a combined gearbox with a plurality of clutches to couple and decouple one or more rotor systems and one or more thrust fans. The aircraft can be operable for vertical takeoff and landing (VTOL) in a helicopter mode, forward flight in a proprotor mode, and high-speed forward flight in an airplane (jet) mode. The propulsion configuration provides shaft horsepower (SHP) to rotors for VTOL flight, while also providing SHP to the thrust fan for high speed flight. Allowing the rotor and the thrust fan to be clutched on and off, sequentially, enables transition from rotor-borne VTOL flight to wing-borne thrust fan flight, and back.

Abstract: The present disclosure pertains to a multi-rotor unmanned aerial vehicle (UAV). Aspects of the present disclosure provide a UAV that includes at least four arms, each configured with a co-axial pair of contra rotating propellers, wherein each propeller has capability of rotating reversibly with associated reversal of direction of thrust, and an autopilot control system that controls rotational direction and speed of the at least four co-axial pairs of propellers to maintain yaw stability, roll stability and pitch stability of the UAV, wherein in an event of failure of any one co-axial pair out of the at least four co-axial pairs of propellers, the autopilot control system reverses direction of rotation and thereby direction of thrust of at least one propeller of any functional pair.

Abstract: Vertical take-off, landing and horizontal straight flight of an aircraft includes activation a plurality of front and rear lifting propellers, each of which is connected to a respective independently operating electric motor. In addition, horizontal straight flight of the aircraft includes activation of additional left and right pushing propellers, each of which is connected to an independently operating electric motor. The front and rear lifting propellers are respectively positioned generally horizontally and symmetrically opposite to one another and equidistantly relative to a longitudinal axis of the aircraft. The right pushing propeller and the left pushing propeller are positioned generally vertically and symmetrically opposite to one another and equidistantly relative to the longitudinal axis of the aircraft.

Abstract: [Object] To provide a rotary wing aircraft capable of self-leveling and ensuring a stable landing state. [Solution] The rotary wing aircraft according to the present disclosure comprises a plurality of rotary blades, an arm part for supporting the plurality of rotary blades, a mounting part for mounting an object, and a connecting part for connecting the mounting part to the arm part in a state where the mounting part is movable within a predetermined range. The position of the connecting part of the rotary wing aircraft of the present disclosure is above the center of gravity of the arm part. Thereby, self-leveling is made possible and a stable landing state can be ensured.

Abstract: An aerial vehicle may include a first wing structure. The aerial vehicle may further include a first propeller and a second propeller disposed along the first wing structure. The aerial vehicle may further include a second wing structure disposed to intersect the first wing structure to form a cross configuration. The aerial vehicle may further include a third propeller and a fourth propeller disposed along the second wing structure. In a hovering orientation of the aerial vehicle, respective propeller rotational axes of the first and second propellers may be angled off-vertical in respective planes which may be perpendicular to a transverse axis of the first wing structure, and respective propeller rotational axes of the third and fourth propellers may be angled off-vertical in respective planes which may be perpendicular to a transverse axis of the second wing structure.

Abstract: A multirotor aircraft with an airframe that extends in a longitudinal direction, and with at least one thrust producing unit for producing thrust in a predetermined thrust direction, wherein the at least one thrust producing unit comprises a shrouding that is associated with at least one rotor assembly comprising at least one electrical engine, wherein the shrouding defines a cylindrical air duct that is axially delimited by an air inlet region and an air outlet region, wherein a cantilever is mounted at a leading edge region of the cylindrical air duct to the shrouding such that the cantilever is arranged inside of the cylindrical air duct and oriented at least essentially in parallel to the longitudinal direction, wherein the shrouding comprises a forward beam which connects the cantilever to the airframe, the forward beam being arranged outside of the cylindrical air duct and comprising a forward flange that is rigidly attached to the airframe, wherein the at least one electrical engine is mounted to the c

Abstract: A method of protecting a margin for controlling the yaw attitude of a hybrid helicopter that includes a lift rotor as well as at least one first propeller and at least one second propeller. A thrust control is configured to generate at least a first order issued to increase a first pitch of first blades of the first propeller and a second pitch of second blades of the second propeller. After a first order has been issued, the method includes an inhibition step for having a control computer inhibit the first order when a yaw attitude control margin, with regard to an envelope delimiting a flight control domain, is and/or will be less than or equal to a threshold.

Abstract: A pylon for supporting an aircraft turbomachine, in particular for a test bench, the pylon having a generally elongated shape along an axis and including, at a first longitudinal end, first members for fixing to a turbomachine and, at a second longitudinal end, second members for fixing to a base plate, the pylon being traversed by at least one fluid pipe including a first end for connecting to the turbomachine and a second end for connecting to a fluid supply circuit, wherein the at least one pipe includes a movable portion movable in translation along the axis so as to be able to adjust the position along the axis of the first connecting end relative to the first longitudinal end. It also concerns a method of mounting an aircraft turbomachine on such a pylon.

Abstract: This disclosure is directed to an unmanned aerial vehicle (“UAV”) that transitions in-flight between vertical flight configuration and horizontal flight configuration by changing an orientation of the UAV by approximately ninety degrees. The UAV may include propulsion units that are coupled to a wing. The wing may include wing segments rotatably coupled together by pivots that rotate to position the propulsion units around a center of mass of the UAV when the fuselage is oriented perpendicular with the horizon. In this vertical flight configuration, the UAV may perform vertical flight or hover. During the vertical flight, the UAV may cause the wing to extend outward via the pivots such that the wing segments become positioned substantially parallel to one another and the wing resembles a conventional fixed wing. With the wing extended, the UAV assumes a horizontal flight configuration that provides upward lift generated from the wing.

Abstract: An aircraft has an airframe with a distributed thrust array attached thereto that includes a plurality of propulsion assemblies each of which is independently controlled by a flight control system. Each propulsion assembly includes a housing with a single axis gimbal coupled thereto and operable to tilt about a single axis. A propulsion system is coupled to and operable to tilt with the gimbal. The propulsion system includes an electric motor having an output drive and a rotor assembly having a plurality of rotor blades that rotate in a rotational plane to generate thrust having a thrust vector with a direction. Actuation of each gimbal is operable to tilt the respective propulsion system including the electric motor and the rotor assembly relative to the airframe to change the rotational plane of the respective rotor assembly relative to the airframe, thereby controlling the direction of the respective thrust vector.

Abstract: A variable-geometry vertical takeoff and landing (VTOL) aircraft system may transport passengers from a departure point to a destination via partially or fully autonomous flight operations. The VTOL aircraft system may operate in hover-based ascent/descent modes, level-flight cruising modes, and transitional modes between the two. Thrust may be provided by ducted propeller units articulable relative to the fuselage; by articulating the airfoil struts connecting the thrust sources to the fuselage the thrust sources may be manipulated for ascent/descent, transition, and cruising. in order to control ascent, descent, and cruise. More precise thrust control may be achieved by further articulation of the annular propeller ducts relative to the airfoil struts. The airfoil struts and propeller ducts may present a wing-shaped or variably segmented cross section to maximize achievable lift.