Abstract: A jet engine includes a housing, an intake portion leading into the housing, and an exhaust portion leading from the housing. The exhaust portion includes an exhaust duct and a tail cone arranged radially inwardly of the exhaust duct. An engine portion is arranged in the housing between the intake portion and the exhaust portion. A generator is arranged in the tail cone and is operatively connected to the engine portion. A drive shaft extends from the engine portion to the generator. The drive shaft includes a first end coupled to the engine portion, a second end connected to the generator, and an intermediate portion extending therebetween. The intermediate portion includes a cooling passage that extends from the second end toward a terminal end that terminates short of the first end of the drive shaft.

Abstract: An arrangement for cooling at least one power module of a power converter is disclosed herein. The arrangement includes power semiconductor components. The power module is arranged in a drive flow of an engine in such a way that the drive flow flows around cooling ribs of the power module. The disclosure also relates to a power converter, (e.g., an inverter), including an arrangement of this kind and an aircraft, (e.g., an airplane), including a power converter of this kind.

Abstract: A planetary gear system is provided in one example embodiment and may include a planet gear further comprising a bearing system, the bearing system further comprising an inner bearing assembly comprising a spherical bearing and an outer race; an outer bearing assembly comprising a plurality of cylindrical roller bearings, an inner race, and an outer race; and a race element comprising an inner surface and an outer surface, wherein the outer surface of the race element is the inner race for the outer bearing assembly and the inner surface of the race element is associated with the outer race for the inner bearing assembly.

Abstract: An unmanned aircraft system 100 built off of a purpose-built transmission infrastructure 300 with a power collector 400 riding along the infrastructure 300 connected to a tether 500 that is electrically connected to both the infrastructure 300 through the power collector 400 and also connected to an unmanned aircraft carrying associated electronics that are powered through the tether.

Abstract: Hybrid-electric aircraft and a series hybrid powertrain configured to power the aircraft for a medium-haul flight. The series hybrid power train includes a plurality of energy storage units, at least one range extending generator, and a plurality of electric propulsors, each coupled to a distribution bus. The electric propulsors can produce a maximum thrust of at least 15 MW. During a cruise regime, the hybrid-electric aircraft can have an airspeed of at least 0.7 Mach at an altitude of less than 32000 feet, and the plurality of electric propulsors can have a fan pressure ratio of between 1.15 and 1.19. The hybrid-electric aircraft can have a degree of hybridization of at least 25% for the medium-haul flight and carbon dioxide equivalent (CO2e) well-to-wake greenhouse gas (GHG) emissions less than 0.25 lbs/Available Seat Mile (ASM).

Abstract: An accessory system for a gas turbine engine having a driveshaft is provided. The accessory system includes a towershaft coupled to the driveshaft and driven by the driveshaft. The accessory system also includes a shaft including a first shaft bevel gear coupled to a towershaft bevel gear. The shaft is rotatable by the towershaft. The accessory system includes a first accessory drive shaft having a first accessory bevel gear driven by the shaft. The accessory system also includes a second accessory drive shaft having a second accessory bevel gear driven by the shaft.

Abstract: The present invention relates to a powerplant of an aircraft including at least one twin-spool gas generator of longitudinal axis (XX), at least one main fan arranged upstream of the gas generator on the longitudinal axis (XX) and driven in rotation by the gas generator, the main fan being shrouded with a main fan housing; and at least one auxiliary fan with axis (XY, XY?) offset relative to the longitudinal axis (XX) and driven by the gas generator, the auxiliary fan being shrouded with an auxiliary fan housing, the gas generator including at least one low-pressure compressor and a low-pressure turbine connected by a low-pressure shaft, the low-pressure turbine driving in rotation the main fan and the auxiliary fan via at least one power transmission system including a differential gear system incorporating a bevel gear.

Abstract: An aircraft with a jet engine that has a radially outer engine cowling and an auxiliary gear appliance that has multiple auxiliary devices and that can be driven by a shaft that is in operative connection with an engine shaft that rotates about a central axis. The auxiliary gear appliance is arranged in the radial direction of the jet engine at least partially outside the outer engine cowling of the jet engine.

Abstract: A propulsion system for an aircraft includes an electric propulsion engine configured to be mounted to the aircraft at an aft end of the aircraft. The electric propulsion engine includes a power gearbox mechanically coupled to an electric motor. The electric propulsion engine further includes a fan rotatable about a central axis of the electric propulsion engine by the electric motor through the power gearbox. Moreover, the electric propulsion engine includes an attachment assembly for mounting at least one of the electric motor or the power gearbox. The attachment assembly includes a torsional damper for accommodating a torsional vibration of the electric motor or the power gearbox.

Abstract: A jet engine with a linking device for linking the jet engine at an element of an aircraft optionally in a first mounting position and at least one second mounting position, and with at least one operating equipment appliance that has a first fluid area and a second fluid area. In the first mounting position, the first fluid area is assigned to a first functionality and the second fluid area is assigned to a second functionality. In the second mounting position, the fluid areas are assigned to the respectively other functionality. What is further described is an aircraft with at least one such jet engine.

Abstract: A hybrid-electric propulsion system includes a turbomachine and an electric machine coupled to the turbomachine. A method for operating the hybrid-electric propulsion system includes receiving information indicative of an operability parameter of the turbomachine; determining the turbomachine is operating within a predetermined operability range based at least in part of the received information indicative of the operability parameter of the turbomachine; and operating the hybrid electric propulsion system in an electric generation mode to generate electric power with the electric machine in response to determining the turbomachine is operating within the predetermined operability range.

Abstract: There is disclosed an aircraft engine having: an engine shaft; a first transmission shaft in driving engagement with the engine shaft and a second transmission shaft concentric with the first transmission shaft and in driving engagement with the first transmission shaft, the second transmission shaft drivingly engageable to an engine accessory, the first and second transmission shafts rotatable about an axis; and at least two axially spaced apart annular ring seals disposed radially between the first and second transmission shafts, the at least two annular ring seals biased against both of the first and second transmission shafts.

Abstract: A parallel hybrid-electric aircraft engine that provides power for takeoff and climb by combining the output power of an electric motor with that an internal combustion engine and then converting the electric motor to a generator once the additional power of the electric motor is no longer needed.

Abstract: Locking device, propeller, and aerial vehicle are provided. An exemplary propeller includes a blade; and a locking part, configured for locking the blade to a driving shaft. The locking part includes a fastening portion and a pressing portion. The pressing portion includes a pressing end, an abutting end including an accommodating hole, and an abutting part configured within the accommodating hole for abutting against the fastening portion. The fastening portion is accommodable within the accommodating hole of the pressing portion. The pressing portion of the locking part is slidably connected with the blade. A portion of the driving shaft protrudes into the accommodating hole of the pressing portion. The fastening portion is abutted against the abutting part of the pressing portion and engaged with the driving shaft to lock the driving shaft on the blade.

Abstract: Methods and systems to electrically assist an internal combustion engine of an aircraft may be provided. A first bladed rotor may be rotated by a first internal combustion engine. Electricity may be generated from a first motor generator by rotating a first shaft of the first motor generator with the first internal combustion engine. In response to a predetermined event, such as an engine failure, mechanical power may be generated from the first motor generator instead of electricity. The mechanical power may be transferred to the first bladed rotor. The mechanical power may be generated by applying electricity to the first motor generator. The electricity applied is received from a second motor generator, where the electricity received from the second motor generator is generated by rotating a second shaft of the second motor generator with a second internal combustion engine that powers a second bladed rotor.

Abstract: A rotary device (e.g., a rotary jet), power generation system, and methods of manufacturing and using the same are disclosed. The rotary jet includes a central axle or shaft, an inlet configured to receive at least one fluid, and a plurality of radial arms in fluid communication with the inlet, configured to rotate around the central axle or shaft. Each radial arm has a nozzle at a distal end thereof and an arc between the inlet and the nozzle. The radial arms extend radially from the central axle or shaft at least in part, and are configured to rotate when the fluid enters the inlet and passes through the radial arms, or when a rotational force is applied to the central axle or shaft. Each nozzle may have an opening facing away from a direction of rotation of the radial arms or facing in a direction parallel with the central axle or shaft.

Abstract: A parallel hybrid-electric aircraft engine that provides power for takeoff and climb by combining the output power of an electric motor with that an internal combustion engine and then converting the electric motor to a generator once the additional power of the electric motor is no longer needed.

Abstract: The disclosure relates to a propeller drive that is, in particular, an aircraft drive and includes a propeller machine and an electric drive connected without a converter to the propeller machine. The aircraft includes such a propeller drive.

Abstract: Sounds are generated by an aerial vehicle during operation. For example, the motors and propellers of an aerial vehicle generate sounds during operation. Systems, methods, and apparatus may actively adjust the position and/or configuration of one or more propeller blades of a propulsion mechanism to generate different sounds and/or lifting forces from the propulsion mechanism.

Abstract: The present invention relates to an aircraft comprising a fuselage (1), a propulsion unit (7) at the rear tip of the fuselage and at least two engines (3, 5) each driving an engine shaft (32, 52), the propulsion unit including at least one propeller (71, 73) driven mechanically by the engine shafts (32, 52), characterized in that the propulsion unit (7) includes two propellers (71, 73), each of the propellers being driven by a propeller shaft (72, 74), the two propeller shafts being driven by the engine shafts (32, 52) via a first differential epicyclic gear train (40). Specifically, the input of the first differential gear train (40) is connected to the output of a second differential epicyclic gear train (60), the second differential gear train (60) including two inputs (61c2, 62c2), each of said two inputs being connected mechanically to one of said engine shafts (32, 52).

Abstract: A touchdown control system for a vertical take-off and landing (VTOL) aircraft including a detection controller receptive to aircraft state signals including one or more of an altitude signal, an aircraft attitude signal, an external environment signal, an aircraft velocity signal, an attitude rate signal, and a proximity signal. An enable controller is operatively connected to the detection controller. The enable controller selectively provides a touchdown control signal based on one or more of the altitude signal, the aircraft attitude signal, the external environment signal, the aircraft velocity signal, the attitude rate signal, and the proximity signal. A regulation controller is operatively connected to the enable controller. The regulation controller selectively adjusts aircraft control surfaces based on the touchdown control signal to facilitate final touchdown of the VTOL aircraft.

Abstract: A propulsion system that includes a plurality of power units, a plurality of propulsors, where respective power units of the plurality of power units are controllably coupled to the plurality of propulsors, and a controller configured to receive a desired throttle value corresponding to a desired propulsive force, determine a number of power units of the plurality of power units to be coupled to the plurality of propulsors to achieve the desired propulsive force based on a respective power value associated with each respective power unit of the plurality of power units, and cause the number of power units of the plurality of power units to be coupled to the plurality of propulsors.

Abstract: An aircraft propulsion system in which a combustion engine is arranged to drive an electrical generator. An electrical energy store is provided within the system. A propulsive rotor is arranged to be driven by an electric motor and a controller selectively varies the supply of power to the electric motor from the generator and/or energy store in dependence on one or more property of a vapor trail resulting from the engine exhaust flow. The controller may also control the supply of power to the energy store for charging.

Abstract: A single-unit aerospace remote sensing and solid state power controller may include a processing module, a remote data concentrator (RDC) module in communication with the processing module, and configured to receive analog or discrete or discrete input comprising load sensor information and translate the analog or discrete input into a protocol operable by the processing module. The single-unit aerospace remote sensing and solid state power controller may further include a solid state power controller in communication with the RDC and the processing module, configured to receive load sensor information from the RDC module and control at least one load mechanism based on the load sensor information.

Abstract: A method for manufacturing a propeller reduction gear, which includes measuring manufacturing defects of the casing; calculating a first angular play induced at each intermediate gear by the measured manufacturing defects; estimating a second angular play induced at each intermediate gear by deformations of the casing when the reduction gear transmits a threshold torque; calculating a total angular play from the first angular play and the second angular play; and selecting two intermediate gears with a phase difference that compensates for the total angular play.

Abstract: An aircraft with an electric propulsion arrangement which includes a fuselage, a wing system attached to the fuselage, and a tail unit attached to a rear part of the fuselage. The electric propulsion arrangement is arranged on each side of the fuselage, an electrical energy generator and electricity storage and supply devices are arranged substantially along a longitudinal axis of symmetry of the fuselage. The aircraft thus incorporates a hybrid motorization.

Abstract: A propulsion system for an aircraft includes an electric generator and a turbomachine. The turbomachine is configured to be mounted to a first wing of the aircraft and is operable with the electric generator. The propulsion system additionally includes a first propulsor mechanically coupled to a shaft of the turbomachine and a second propulsor assembly configured to be mounted at a location away from the turbomachine and the first propulsor. The electric generator is in electrical communication with the second propulsor assembly for powering the second propulsor assembly.

Abstract: A plurality of remote module equipment centers (RMECs) distributed throughout a vehicle to aggregate sensor and control information into localized areas of the vehicle. The RMECs provide power and bidirectional communications to vehicle subsystems thereby localizing the computing and networking functions close to the associated electrical components of the subsystem. In one or more configurations, the RMECs are utilized outside the pressure vessel of an aircraft to minimize the routing distance and size of the wire bundle passing through the pressure vessel.

Abstract: Systems, methods, and devices are provided that combine an advance vehicle configuration, such as an advanced aircraft configuration, with the infusion of electric propulsion, thereby enabling a four times increase in range and endurance while maintaining a full vertical takeoff and landing (“VTOL”) and hover capability for the vehicle. Embodiments may provide vehicles with both VTOL and cruise efficient capabilities without the use of ground infrastructure. An embodiment vehicle may comprise a wing configured to tilt through a range of motion, a first series of electric motors coupled to the wing and each configured to drive an associated wing propeller, a tail configured to tilt through the range of motion, a second series of electric motors coupled to the tail and each configured to drive an associated tail propeller, and an electric propulsion system connected to the first series of electric motors and the second series of electric motors.

Abstract: A rotary wing aircraft includes a main rotor; an electric motor for rotating the main rotor; an electric generator for supplying electric power to the electric motor; an engine for driving the generator; and battery storage for providing battery power. The aircraft further includes a flight control system for controlling the engine to run at idle and causing the electric motor to receive the battery power to rotate the main rotor during takeoff; for controlling the engine to increase speed above idle and operate the generator to recharge the battery storage during flight; and for controlling the engine to return to idle and controlling the electric motor to receive the battery power for landing.

Abstract: A system and method for controlling the operation of a gas turbine engine supplying power to an aircraft. The engine is controlled according to a reading of an amount of power drawn from the supplied power. The reading is fed directly to a control system, which issues commands for controlling engine parameters comprising an acceleration reference signal, load shedding, variable geometry positioning, and fuel flow. The control system may further issue commands for controlling the amount of power drawn. The control system may further use the reading to monitor the engine's condition.

Abstract: A fuselage mounted gas turbine engine installation the installation includes at least one propeller stage and a gas turbine core arranged in use to drive the propeller stage. The core is external to the fuselage and the rotational axes of the core and propeller stage are offset with respect to each other.

Abstract: A helicopter has a propulsion system that includes a diesel engine driven electric generator, battery storage, power inverters for converting AC current to DC current and converting DC current to AC current, and an electric motor powered main rotor and an electric motor powered tail rotor. The propulsion system is integrated with electric controls of the main rotor electric motor and the tail rotor electric motor to provide additional system efficiencies. The design of the helicopter allows a single engine helicopter to be just as safe as a twin engine design helicopter while consuming less fuel. The helicopter design also includes a main rotor tilt system which tilts the rotation axis of the main rotor forward during high-speed flight to improve the aerodynamic efficiency of the helicopter airframe and rotary wing.

Abstract: A propeller driven aircraft powered by either an internal combustion engine or an electric motor. The parallel system hybrid aircraft can takeoff with the internal combustion engine and climb to a cruising altitude. The internal combustion engine then can be turned off and the electric motor turned on to power the aircraft's propeller. The aircraft is capable of alternating operation between the electric motor and internal combustion engine as often as required at altitude. The aircraft can be landed using either the internal combustion engine or the electric motor. The transition of power from the internal combustion engine to the electric motor and back is performed through a hybrid clutch and pulley assembly that interconnects the internal combustion engine propeller flange to the propeller driveshaft. The electric motor is connected to the hybrid assembly through belts and sheaves. The electric motor throttle is controlled in the cockpit.

Abstract: A method of controlling a group (2) of engines developing a necessary power (Wnec) for driving a rotor (3), said group (2) of engines having at least one electrical member (4), electrical energy storage means (5), and a first number n of engines (6) that is greater than or equal to two. A processor unit (10) executes instructions for evaluating a main condition as to whether the group of engines can develop the necessary power while resting one engine, and if so for resting one engine and accelerating a second number engines not at rest, and for causing the electrical member to operate in motor mode, if necessary, the electrical member operating temporarily in electricity generator mode when the storage means are discharged.

Abstract: An apparatus comprising a drivelink comprising a housing including a socket, wherein the socket comprises a cross-sectional area, and a bearing cartridge disposed within the socket, wherein a cross-sectional area of the cartridge is less than the cross-sectional area of the socket. An apparatus comprising a drivelink comprising a housing having a socket, and a bearing cartridge positioned within the socket and comprising a first portion and a second portion, wherein the first portion is configured to undergo compression when a load is applied to the drivelink, and wherein the second portion is configured to not be in tension when the load is applied to the drivelink.

Abstract: An aircraft (200) provided with a power plant (300) driving a rotary wing (60) and at least one propulsion means (7, 7?) possessing a propeller (6, 6?), said power plant (300) including at least one engine (1, 1?) having an outlet shaft (2, 2?) driving a drive train (400) in order to drive said rotary wing (60). The aircraft includes one coupling member (8, 8?) per engine (1, 1?) provided with a drive shaft (4, 4?) and with a first toothed wheel (13) that are coupled together by a clutch (15) and by a main controllable freewheel (25) arranged in parallel with the clutch, said drive shaft (4, 4?) driving at least one propulsion means (7, 7?) provided with brake means (9, 9?) for braking its propeller (6, 6?), said first toothed wheel (13) meshing with said drive train (400).

Abstract: A hydraulic control valve (10) provided with at least one body (11) having a jacket (12) with a feed orifice (13). The hydraulic control valve (10) has a transfer rod (15) provided with at least one fluid transfer duct (16), at least one orifice (17) present inside the jacket (12), and a second orifice (18) arranged outside the jacket (12). The jacket (12) has a feed chamber (25) connected to said feed orifice (13) and a main fluid-return chamber (30) connected to discharge means (50) for discharging the fluid, control means (20) being secured to the jacket (12) in order to move the jacket (12) in translation relative to said transfer rod (15) so as to control the flow of fluid within said transfer rod (15).

Abstract: A propulsion and motion-transmission assembly (1), in particular for a rotary-wing aircraft, the assembly (1) comprising:—a first hydrostatic transmission (2) including a first fluid machine for converting mechanical energy into fluid energy (18) and a first fluid machine for converting fluid energy into mechanical energy (26);—a second hydrostatic transmission (8) including a second fluid machine for converting mechanical energy into fluid energy (62) and a second fluid machine for converting fluid energy into mechanical energy (70); and wherein each of said first and second hydrostatic transmissions (2, 8) comprises a high-pressure branch (24, 68) and a low-pressure branch (30, 74), which, in each of said first and second hydrostatic transmissions (2, 8), hydraulically connect the fluid machine.

Abstract: Apparatus and methods is used for controlling yaw of a rotorcraft in the event of one or both of low airspeed and engine failure. A yaw propulsion provides a yaw moment at low speeds. The yaw propulsion device may be an air jet or a fan. A pneumatic fan may be driven by compressed air released into a channel surrounding an outer portion of the fan. The fan may be driven by hydraulic power. Power for the yaw propulsion device and other system may be provided by a hydraulic pump and/or generator engaging the rotor. Low speed yaw control may be provided by auxiliary rudders positioned within the stream tube of a prop. The auxiliary rudders may one or both of fold down and disengage from rudder controls when not in use. A power take-off engages a rotor and is engaged in response to detecting a loss of engine power.

Abstract: The present application relates to a regenerative or hybrid drive system for an aircraft. The drive system includes the use of a power augmentation device to selectively engage the drive system of an aircraft to store power. The power in the power augmentation device being configured to release a power burst to systems within the aircraft to perform critical flight maneuvers.

Abstract: A torque converter for converting torque between an input shaft and an output shaft includes an impeller operably connected to the input shaft and rotatable therewith. The torque converter further includes a turbine operably connected to the output shaft and rotatable therewith. A fluid flow system directs a flow of motive fluid through the impeller and through the turbine to drive rotation of the output shaft relative to the input shaft. A lockup mechanism is engageable to urge rotation of the output shaft at an output shaft rotational speed identical to an input shaft rotational speed. A switching module controls an actuation system to urge engagement of the lockup mechanism.

Abstract: The present invention relates to a power plant (10) having a piston engine (30) driving a conventional gearbox (20) dimensioned for a turbine engine, said piston engine (30) comprising a first row (31) of pistons (33) presenting an angle (?) relative to a second row (32) of pistons (33). The power plant includes a flywheel (50) and a torsion shaft (40) set into motion by said pistons (33), said torsion shaft (40) being arranged between the first and second rows (31, 32) of pistons.

Abstract: A powerplant (8) is provided with a drive shaft (4) and at least one engine (1) having an outlet shaft (2) that is necessarily set into rotation during starting of the engine (1), the drive shaft (4) being suitable for setting a mechanical system (7) into motion. The powerplant (8) includes a link member (3) having a clutch (15) and a declutchable freewheel (25) for mechanically linking the outlet shaft (2) to the drive shaft (4).

Abstract: An auxiliary power unit includes a gearbox housing portion and a filter housing portion providing an integral housing. A filter cavity is provided in the filter housing portion. A surface circumscribes the filter cavity. A scupper includes a passage extending from the surface to an opening on an exterior surface of the integral housing. A sealing region between the scupper and the filter cavity is configured to fluidly isolate the scupper and the fuel filter cavity from one another. In one example, the filter cavity receives a fuel filter cartridge. A cap is secured to the filter housing portion and encloses the filter cavity when in a secured position.

Abstract: An aircraft (1) having a fuselage (2), a power plant (10), a rotary wing (15) having at least one main rotor (16), and a fixed wing (20) comprising two half-wings (21, 22) extending on either side of the fuselage (2). The aircraft (1) also has at least two propulsive propellers (30) on either side of the fuselage (2). Each is positioned on respective ones of the half-wings (21, 22), and an anti-torque and yaw-control tail rotor (35). A transmission system (40) connects the power plant (10) to each main rotor (16) and the tail rotor (35). The transmission system (40) connects the power plant (10) to each propeller (30) via a respective differential mechanism (50) that is controllable on request so that each propeller (30) can be driven in cruising flight and need not be driven in rotation by the power plant (10) on the ground or while hovering.

Abstract: An apparatus is disclosed includes an active vibration isolation system that includes a vibration isolator, a dual fluid pump in fluid communication with the vibration isolator and a hydraulic system, wherein the dual fluid pump is configured to segregate a tuning fluid from a hydraulic fluid and an electric-hydraulic servo valve in fluid communication with the dual fluid pump.

Abstract: A turbofan engine includes a core engine section including a compressor section feeding air to a combustor to generate high speed exhaust gases that drive a turbine section all disposed about an engine axis, a geartrain driven by the core engine section, a fan section driven by the geartrain about a fan axis spaced apart from the engine axis, and an accessory gearbox driven by the geartrain and mounted apart from the core engine section and the fan section.

Abstract: An aircraft includes a powerplant system operable to power a main rotor system and a secondary thrust system, the secondary thrust system is selectively driven through operation of a clutch system, and a clutch system synchronization time corresponds to a response time of the powerplant system.

Abstract: One embodiment of the present application is directed to a unique method for powering one or more critical loads in an aircraft. Another embodiment is a unique apparatus for powering one or more critical loads upon failure of one or more engines. Other embodiments include unique methods, systems, devices, and apparatus' for powering power loads in an aircraft. Further embodiments, forms, features, aspects, benefits, and advantages of the present application shall become apparent from the description and figures provided herewith.