Abstract: A face gear transmission system divides the input torque into multiple kinematic paths. The first kinematic scheme consists of a drive shaft and driven shaft having a plurality of pinions which contact a primary face gear. The second kinematic scheme consists of two independent symmetrical gear paths. One is a first pinion, a first idler and a first idler face gear and the primary face gear. The other independent gear path is a pinion on the second shaft, the idler, and second idler face gear and the primary face gear. The face gear transmission is especially applicable to rotorcraft having one or more input drive shafts to provide a proprotor transmission system which is relatively small in size and light in weight.

Abstract: An internal combustion engine for an aircraft is described. The internal combustion engine includes a crankshaft defining first and second ends, a propeller, and a transmission disposed between the first end of the crankshaft and the propeller, operatively connecting the propeller to the crankshaft. A torsion bar is disposed between the first end of the crankshaft and the transmission, operatively connecting the crankshaft to the transmission. A torsional vibration damper is operatively connected at one of the first and the second ends of the crankshaft.

Abstract: A steer-drive for vehicles primarily operated in fluids (e.g., boats and planes) interposes respective left and right orbital gear drives into the vehicle drivetrain between the engine/transmission or/speed-reducer and the vehicle's respective port and starboard propulsion elements. The orbital drive units comprise only an input gear and an output gear interconnected by at least one orbiting cluster gear that is supported in a rotating housing and also meshes only with the input and output gears. The orbital units are designed so that (a) when rotation of the housing is prevented, driving torque is transferred at speed ratios selected to be as close to 1:1 as is practical, and (b) when steering torque causes rotation of the housing, the steering torque is added or subtracted from the driving torque.

Abstract: A transmission system for an aircraft that include a first geared member having a plurality of teeth arranged about its outside surface to form at least one acceleration channel and at least one deceleration channel. At least one mating geared member is dimensioned to mate with the first geared member such that rotation of the mating geared member causes the first geared member to rotate. An input shaft rotationally couples one of the mating geared member and the first geared member to a source of rotation and an output shaft rotationally couples other. The first geared member is dimensioned to interact with said mating geared member in such a way as to vary a speed of rotation of said output shaft without a corresponding change in a speed of rotation of said input shaft.

Abstract: The present invention relates to a drive unit for a model helicopter comprising a fuselage in the central portion of which both the drive unit and a rotor shaft 1 are supported, characterized in that the drive unit comprises a horizontally arranged turbine 2 having a turbine shaft 3 which is extended in the inlet portion of the turbine 2 and connected to a transmission 4.

Abstract: An aircraft including an airframe having a fuselage which extends longitudinally, and having fixed wings including a main wing, a horizontal tail wing and a vertical tail wing. A propeller-rotor torque transmission has a bevel gear which transmits the rotation of an input shaft simultaneously to a propeller shaft and to a rotor shaft. An engine gearbox supplies the above-mentioned input shaft with rotationalal motive power. The aircraft further includes a propeller collective pitch controller, a rotor collective pitch controller, an engine power controller which controls the output of the above-mentioned engine gearbox for the purpose of changing the rotational speed of the input shaft, and a flight control system having a directional (yaw) control system which controls the flight direction of the aircraft by controlling the positions of the above-mentioned control surfaces.

Abstract: An aircraft includes an impeller, an engine, and a transmission to transmit drive from the engine to the impeller, and a mechanical and/or electrical connection to use engine power to rotate a mechanical energy accumulator, and to recover power from the inertia of the rotating mechanical energy accumulator and to transmit the recovered power to the impeller.

Abstract: A starting device of a toy engine comprises a spring, a starting piece, and a unidirectional bevel gear. The motion of the spring between the two fulcrums serves to ensure that the control rod is kept securely in place at a disengaging position and an engaging position. The unidirectional bevel gear is mounted behind the engine propeller and is controlled by the starting piece to prevent the propeller from turning in reverse at the time when the engine is started. The clutch is formed of two clutch pieces which are mounted between the propeller and the engine head. One of the two clutch pieces is mounted on the front end of the propeller shaft for imparting the engine power. Other one of the two clutch pieces is mounted in front of the propeller. The two clutch pieces are symmetrical in construction to each other and are therefore capable of joining together to enable the propeller shaft to actuate the propeller to turn.

Abstract: An actuator is disclosed for an active vibration and noise control system in an aircraft. The actuator is configured to attach a vibrating component, such as a gearbox mounting foot, to an aircraft support structure. The actuator is actuated by the control system to control the transmission of vibratory loads from the gearbox foot. The actuator includes a housing and a mounting member. The housing mounts to the aircraft. The mounting member attaches to the vibrating component within the aircraft. A piston arrangement is attached to the housing and includes a sleeve located within the housing, and a piston slidably disposed within the sleeve. A bearing assembly engages the mounting member with the piston. The bearing assembly includes a first bearing located between the mounting member and an inner bearing member. The first bearing is adapted to transmit axial motions between the mounting member and the piston.

Abstract: A rotor shaft support and drive arrangement comprises a bearing damper including a number of interconnected oil cylinders circumferentially distributed about a rotor to dampen the vibration thereof. A flexible diaphragm coupling is provided for transmitting a driving torque. The flexible diaphragm coupling provides improved misalignment capability.

Abstract: A power plant and transmission arrangement for a helicopter wherein the helicopter engine is integrated to the helicopter transmission to form therewith a single unit rigidly mounted to the helicopter frame. By so integrating the engine to the helicopter transmission the center of gravity of the engine can be placed closer to the rotor mast of the helicopter, thereby enhancing the stability and the handling characteristics of the helicopter.

Abstract: An airborne remote piloted vehicle does not require onboard fuel to greatly extend its endurance and payload capability. Photovoltaic cells are provided on substantially the entire bottom surface of the RPV to receive high intensity radiation beamed up from a ground station. The photovoltaic cells can be made responsive to visible light, infrared light and/or ultraviolet light emitted from lasers that direct narrow, high energy beams, or other directable narrow beams of other wavelengths of high energy radiation, including but not limited to microwaves. The cells convert the beamed up radiation to power at least one electrical motor driven propeller and instrumentation for onboard components including sensors, lasers, radio transmitters, and associated instrumentations. Control signals may also be beamed up or otherwise transmitted to the vehicle to control its transport to and hovering at an on-station location and to activate the onboard components for reconnaissance, monitoring, and relaying data.

Abstract: A twin turbine engine helicopter has a two-stage main reduction gearbox, the input stage having a speed reduction ratio exceeding 5.5:1, into an epicyclic gear train second stage ratio about 6:1 for approximately 30:1 or higher overall ratio output to the main rotor. In various embodiments, the first stage uses face gears, or bevel gears, with a reduction greater than 5.5:1 and a second stage epicyclic gear train using single or double row helical or spur gears. The first stage gears are straddle mounted in the housing.

Abstract: The invention concerns a vertical take-off and landing aircraft (10) with a plurality of lift (26a-26p) and thrust rotors (20a,20b), in which all rotors have their own electric motor (48a-48p,50a,50b) as a drive.

Abstract: The drive system of a propeller driven transport aircraft has first and second propeller doublets mounted in the plane of the aircraft wings, each propeller doublet including two propellers disposed symmetrically on opposite sides of the central longitudinal axis of the aircraft. The first and second propeller doublets are driven independently of one another by first and second engine units via first and second independent drive trains respectively, the first and second engine units being disposed side by side in the aircraft fuselage.

Abstract: An aircraft (10) having turboprop propulsion has a plurality of gas turbine engines (11), each with a two stage reduction gearbox (30,41) with the engine output shaft (17,17A) inline with the propeller drive output shaft (19,51) to drive a propeller (12) in front of the engine in a tractor mode of propulsion. The input gear reduction stage (20) and output gear reduction stage (21) share a plurality layshafts (22,38) mounted in fixed circularly-spaced relation to each other about the axis of the output shafts in the mechanical housing in the aircraft. Each layshaft of said plurality of layshafts has a layshaft first end toward the rear, input end of the gearbox, and a layshaft second end toward the output, front end of the gearbox. The layshaft gears are arranged to avoid any net thrust loading of the layshafts. Spur (26) and double helical (27) are used in FIG. 4, while spur gears 37 and 48 are used in FIG. 6 with suitable helix settings to neutralize end thrust on layshaft 38.

Abstract: An improved tilting rotor aircraft, a control system for an elongated shaft, and a method of controlling an elongated shaft are provided. Sensors are utilized to detect an amount of twist on a flexible and elongated shaft. A controller receives the signal and generates a command signal. A plurality of actuators receive the command signals and compensate for the twist in the flexible and elongated shaft.

Abstract: A roadable airplane consists of a single-seat three-wheeled vehicle with wing panels hung longitudinally on the sides of the chassis for road use and attached transversely to a spar box for flight. A power train is used that enables the simultaneous powering of two rear wheels and an overhead pusher propeller for transition from road to air travel. A transaxle for a four-wheel automotive vehicle was found to be advantageously suitable for this purpose. Multiple gears and differential outputs drive the wheels, providing a normal automotive performance on the road. Multiple gears are also available to drive the propeller, thereby providing the function of variable-pitch performance using a fixed-pitch propeller. The vehicle includes a standard automotive gear shift and pedal controls for clutch, brake and accelerator operation; a novel joystick assembly is used to steer the front wheel and to control wing flaps, an elevator and a rudder.

Abstract: A supplementary power drive system for providing additional power to the drive system of rotary wing aircraft that powers the aircraft main lifting rotor and tail mounted torque compensating rotor or propeller in a manner as avoids overloading the power capacity of the main rotor transmission. The supplementary power system, utilizing the power of a usually installed auxiliary power plant as a source of additional power, bypasses the main engine powered main rotor transmission in providing power to the tail mounted rotor or propeller and main rotor if the main transmission cannot absorb it.

Abstract: An auxiliary inlet (60) for a jet engine has a first rod block (62) attached to a first side (64) of a hole (66) in a skin (68) of an inlet of the jet engine. A second rod block (80) is attached to an opposing side (82) of the hole (66) in the skin (68) of the inlet of the jet engine. A first reinforced elastomer section (70) is attached to the first rod block (62). A center beam (74) has a first side attached to the first reinforced elastomer section (70). A second reinforced elastomer section (78) is attached to the second rod block (80) and attached to the center beam (74). An actuation system (88, 90) is connected to an intake end of the center beam (74). The actuation system (88, 90) moves the center beam (74) from a first in-moldline position to a second out-of-moldline position.

Abstract: A releasable coupling for a power transmission line to a tail rotor of a foldable-tail-section helicopter, the coupling having a first and a second coupling assembly fitted respectively to the body and the tail of the helicopter, and which cooperate with each other when the tail is in the work position; the two coupling assemblies having respective transmission members in turn having respective radial toothings cooperating telescopically with each other, and respective conical male and female lead-in members which are brought into contact with each other prior to the respective toothings to guide connection of the transmission members; at least one of the transmission members being supported orientably.

Abstract: The monitoring method includes the steps of: acquiring a signal from an acceleration sensor; calculating a transform in the frequency domain of the signal to obtain a sequence of samples; acquiring a sample in the sequence of samples; calculating an actual amplitude value of the acquired sample; calculating a relative deviation between the actual amplitude value of the acquired sample and a reference amplitude value; and comparing the relative deviation with at least one predetermined threshold to immediately detect any irregularity in, and so prevent in-flight failure of, the helicopter transmission assembly.

Abstract: The monitoring method includes the steps of: acquiring a signal from an acceleration sensor associated with an epicyclic assembly; sampling the signal at a predetermined sampling frequency to obtain an initial sequence of samples; dividing the samples in the initial sequence into groups, each defined by a predetermined number of samples; acquiring predetermined groups of samples; filtering the acquired groups of samples to obtain an intermediate sequence of samples; processing the intermediate sequence of samples to obtain a final sequence of samples; calculating a sixth-order moment of the final sequence of samples; and comparing the sixth-order moment with at least one predetermined threshold to detect any vibrational irregularity in the epicyclic assembly of the helicopter.

Abstract: The method includes the steps of: acquiring a signal from an acceleration sensor; calculating the Fourier transform in the frequency domain of the signal to obtain a sequence of samples; acquiring from the sequence of samples a set of samples including samples at the meshing frequency of the gears monitored by the sensor, and samples at the harmonic frequencies of the meshing frequency; calculating the energies associated with the set of samples and the signal; calculating a noise energy parameter correlated to the ratio between the energy of the set of samples and the energy of the signal; comparing the noise energy parameter with at least one predetermined threshold; and generating an alarm signal in the event the noise energy parameter exceeds the threshold value.

Abstract: An installation for connecting the output shaft of the engine and the input shaft of the transmission box together including a transmission shaft having a certain amount of flexural flexibility and including splines at one of its ends. The splined end being designed to be a sliding fit in a corresponding splined hub of the engine. Attaching the engine to the deck actualized by a system for articulated attachment which includes stand legs and rails fixed to the deck parallel to the shafts. The legs can slide with the engine after tilting.

Abstract: The method includes the steps of: acquiring a signal from an acceleration sensor; calculating the Hilbert transform of the signal filtered and sampled beforehand; defining a complex signal having the filtered and sampled signal as the real part and the Hilbert transform of the filtered and sampled signal as the imaginary part; calculating a phase signal given by the difference between the phase of the complex signal and a reference phase; calculating the variance of the phase signal; comparing the variance with at least one predetermined threshold; and generating an alarm signal if the variance exceeds the threshold value.

Abstract: The monitoring method includes the steps of: acquiring a first signal from an acceleration sensor; calculating a transform in the frequency domain of the first signal to obtain an initial sequence of samples, each of the samples having a respective amplitude and a respective frequency; processing the initial sequence of samples to obtain a final sequence of samples; calculating a sixth-order moment of the final sequence of samples; and comparing the sixth-order moment with at least one predetermined threshold to detect any vibrational irregularity in the helicopter transmission assembly.

Abstract: A model rotary wing aircraft is provided that includes a fuselage, a power plant, a main rotor, a tail rotor, and a drive apparatus. The power plant includes a passive cooling system to transfer heat produced by the power plant to the atmosphere. The passive cooling system consumes less than about five percent of the power produced by the power plant. The main rotor is driven by the power plant at a main rotor speed of rotation and the tail rotor is driven by the power plant at a tail rotor speed of rotation. The drive apparatus transfers power from the power plant to the main rotor and tail rotor to rotate the tail rotor at a tail rotor speed of rotation that is about three times greater than the main rotor speed of rotation to minimize the amount of power used by the tail rotor.

Abstract: A conversion access gearset includes a first bevel gear, which is connected to a wing cross shaft leading from the proprotor drive train path to the second turbine engine. A second bevel gear is connected to a main transmission input shaft, which is adapted for driving the proprotor. A bevel pinion receives power from the turbine engine, and drives both the first bevel gear and the second bevel gear. An input pinion is connected between the turbine engine and the bevel pinion, and several idler gears are connected between the input pinion and the bevel pinion. A helical gear is connected between the several idler gears and the bevel pinion. The main transmission input shaft is connected to a main transmission input pinion, which is located on the main transmission input shaft opposite of the second bevel gear. The main transmission input pinion receives torque from the main transmission input shaft, and a torque-splitting device splits the torque received from the main transmission input pinion.

Abstract: A method for fabricating a split path transmission system that achieves equal torque splitting between the forward and aft split load paths of each gear train thereof at a predefined operating point by providing an intentional timing difference between gears and pinions of the forward and aft split load paths of each gear train of the split path transmission system is disclosed. The method includes the steps of identifying the torque distribution curves of the forward and aft split load paths of one gear train of the split path transmission system. The method further includes a step of selecting a predefined operating point for the split path transmission system wherein equal torque splitting between the forward and aft split load paths of the one gear train is desired. Next, the forward and aft torque distribution curves are analytically modified as required to pass through the predefined operating point.

Abstract: An airboat propelling system is provided wherein a propeller is rotated by a hollow driven shaft. A further embodiment is provided wherein two propellers are rotated in opposite directions by counter-rotating coaxial hollow driven shafts. Floating stiffener bearings positioned between the coaxial hollow driven shafts suppress flexion and protect the opposing surfaces of the shafts. These innovative techniques permit a minimization of size and weight, as well as a reduction in rotational speed of the propellers, maximizing efficiency and decreasing noise.

Abstract: A special purpose helicopter based on an existing airframe, power train, and engine, modified to provide greatly enhanced performance, payload, speed and maneuverability. The modification consists of modifying an original helicopter universal transmission center case for installation of twin drive shafts, at 180.degree. apart, and mounting a second engine on the airframe structure, at 180.degree. to the first engine, and forward of the transmission. An exhaust system for the second engine is split into two units for directing the exhaust outwardly and upwardly.

Abstract: Each engine is directly coupled to an engine deceleration device composed of a traction speed change mechanisms and a planetary speed change mechanism, and is decelerated at a desired speed change ratio, and rotate and drive a collector gear and a main rotor shaft. The collector gear rotates and drives accessories and a tail rotor through a second traction speed change mechanism changing speed in inverse number of the speed change ratio of the traction speed change mechanisms. Thus, the rotating speed of the engines can be continuously decelerated at an arbitrary speed change ratio, and an engine deceleration device of small size, light weight, and low loss is realized. At the same time, a power transmission device for helicopters capable of changing the rotating speed of the main rotor at a constant engine rotating speed is realized.

Abstract: Several innovative systems for an aircraft, and aircraft incorporating them, are disclosed. Features include inboard-mounted engine(s) with a belt drive system for turning wing-situated propellers; compound landing gear integrating ski, pontoon and wheel subcomponents; pivotal mounting armatures for landing gear and/or propellers which provide a plurality of possible landing gear and/or propeller configurations; and a compound wing structure featuring extendable wing panels that permit the wing span of the aircraft to be nearly doubled while in flight. Aircraft incorporating such features will enjoy several safety advantages over conventional multi-engine aircraft and will be capable of modifications during flight which permit landings on any of snow, hard surfaces (runways) and water.

Abstract: The invention is a propulsion system for a lighter-than-air vehicle, the vehicle having a longitudinal, lateral and vertical axis. In detail, the propulsion system includes a thrust producing assembly rotatably mounted on the vehicle, the assembly rotatable about an axis of rotation in a plane at an acute angle to the vertical axis of the vehicle, the assembly rotatable in the plane from a position wherein the thrust axis of the assembly is aligned with the longitudinal axis to a position at least plus or minus ninety degrees thereto. A powerplant assembly is coupled to the thrust producing assembly to provide power thereto. The powerplant assembly includes a fuel efficient powerplant assembly mounted within the vehicle having sufficient power for cruise conditions, the fuel efficient powerplant having a output drive shaft coupled to the thrust producing assembly. A light weight, high power powerplant assembly is mounted directly to the thrust producing assembly having sufficient power for docking conditions.

Abstract: One embodiment of a coaxial transmission/center hub subassembly for a rotor assembly having ducted, coaxial counter-rotating rotors includes a single stage transmission, a transmission housing, and a center hub support structure that are structurally and functionally interactive. The transmission housing includes upper and lower standpipe housings secured in combination with a middle housing. The single stage transmission includes an input pinion gear rotatably mounted in combination with the middle housing, and upper and lower spiral bevel gears rotatably coupled in combination with the input pinion gear to provide counter-rotation thereof. The spiral bevel gears include integral rotor shafts, respectively, rotatably mounted in the standpipe housings.

Abstract: The invention relates to a safeguard system for speed increasing/reducing mechanical assembly, especially of the helicopter "gear box" type, in case of lubricating oil loss, which comprises an additional cooling system the casing of the said mechanical assembly, with an inlet (1) and an outlet (2) arranged on the casing (3) of this mechanical assembly. The inlet (1) and the outlet (2) closed during normal operation and they open under the effect of a control device at a preset value of a parameter significant for lubricating oil loss, whereby this control device actuates simultaneously the additional cooling system, in order to provide a circulation of the coolant between the inlet (1) and the outlet (2) so that this coolant, loaded with the calories further to the warm-up caused by the lubricating oil loss, may evacuate the said calories outside via the outlet (2) of the additional cooling system, which is of the air circulation type.

Abstract: The invention is a propulsion system for powering an aircraft in both vertical and horizontal flight modes. In detail, the invention includes a pair of ducted lift fans mounted in the aircraft for providing thrust in the vertical flight mode. A pair of ducted cruise fans are mounted in the aircraft for providing thrust in the horizontal flight mode. Two sets of turboshaft engines are mounted in the aircraft with each of the sets comprising a plurality of the turboshaft engines, each turboshaft engine including an output shaft and having an optimal power output sufficient for powering one of the pair of ducted cruise fans in the horizontal flight mode. Each of the sets includes a sufficient number of the turboshaft engines to provide an optimal power output for powering one of the pair of ducted lift fans and one of the pairs of ducted cruise fans the vertical flight mode. A shafting system is mounted in the aircraft for coupling all of the turboshaft engines to the pairs of ducted fans.

Abstract: A vertical lift aircraft comprising an aircraft body and a lifting assembly is presented. The lifting assembly comprises a frame wherein at least one airfoil assembly which includes a plurality of airfoils attached to a drive ring is secured. As the drive ring rotates, the airfoils move through the air and create lift. The pitch of the airfoils or blades can be fixed or variable. The drive ring is rotated by a band which is in frictional contact with the inner surface of the drive ring. The band is rotated by at least one pair of rollers which are in frictional contact with the band. Aircraft stability is controlled by regulating airfoil pitch which is responsive to pivoting of a control ring. Alternatively, aircraft stability is provided by regulating the flow of air or gas from a plurality of nozzles disposed about the aircraft. The body, a portion of which may be located inside the lifting assembly, includes a passenger and load carrying compartment and an engine assembly.

Abstract: The invention is a propulsion system for powering an aircraft in both vertical and horizontal flight modes. In detail, the invention includes first and second gas-driven ducted lift fans mounted in the aircraft for providing thrust in the vertical flight mode. First and second shaft-driven ducted cruise fans that have inlet ducts and bypass air ducts that are mounted in the aircraft for providing thrust in the horizontal flight mode and supercharged air for the engines in all flight modes. First and second gas transfer ducts couple the bypass air ducts of the first and second ducted cruise fans to the first and second turbo compressors, respectively. First and second shaft-driven turbo compressors are mounted in the first and second gas transfer ducts, respectively. First and second high-pressure feed ducts couple the first and second shaft-driven turbo compressors to the first and second ducted lift fans, respectively.

Abstract: The invention is a propulsion system for powering an aircraft in both vertical and horizontal flight modes. In detail, the invention comprises a gas-driven ducted lift fan mounted in the aircraft for providing thrust in the vertical flight mode. A turbofan engine is mounted in the aircraft that comprises a fan section for providing thrust in the horizontal flight mode and a turboshaft engine having an output drive shaft coupled to the fan section for driving same. A gas transfer duct is mounted in the aircraft having a first end adapted to receive exhaust air from the fan section and a second end coupled to the lift fan. A turbocompressor is mounted in the transfer duct and a combustor is mounted in the transfer duct between the turbocompressor and the lift fan, the combustor for receiving and burning fuel and providing combustion gases for driving the ducted left fan. A shafting system couples the turbocompressor to the output shaft of the turboshaft engine.

Abstract: To ensure the power transmission between a driving shaft (42) and two assemblies to be driven, such as the rotor or rotors and the ancillary systems of a gyroplane, a mechanism is proposed, which has a connection shaft (48) constantly engaged on the driving shaft and on device (54) for riving the ancillary systems. An actuator (80) controls a translation of the connection shaft between a first position in which a free wheel (44), interposed between the driving shaft (42) and a device (46) for driving the rotor or rotors, occupies a rotation engagement state and a second position, in which the free wheel occupies a rotation disengagement state. This particularly simple mechanism can be switched from one state to the other, even during the rotation of the driving shaft.

Abstract: In a high-loaded, light-weight, compact, multi-stage gear transmission unit with at least one stage with non-parallel shafts, and a transmission ratio between approximately 70 and 150, like a helicopter transmission, said angle transmission generally forms the weakest link. By adoption of a face gear/cylindrical pinion-stage instead of the commonly used bevelled-stage, not only a more reliable drive is possible, but its efficiency is higher, due to less friction, its size is smaller, its adjustment is simpler such that straight forward replacement becomes possible, and - not in the least - the transmission ratio of said angle drive tends to high ratios in contrast to known bevelled-drives which tend to low ratios. In many cases one or even more stages less become possible, providing a further important reduction in weight and size.

Abstract: An aircraft having a substantially circular body having a profile in the direction of flight as a profile of an airplane wing, at least two concentric counter-rotating turbo-blade assemblies within said body for effecting a vertical lifting air stream through said assemblies. Power generating devices and devices for coupling the power generating devices to the turbo-blade assemblies for maintaining them in rotary motion. It also includes thrusting devices coupled to the power generating devices for applying horizontal thrust to the aircraft, retro-boosting devices including a plurality of combustion chambers located below the turbo-blade assemblies for boosting said vertical lifting airstream.

Abstract: A twin engine helicopter has an accessory drive system that will operate with only one engine while the other engine is off. The system also allows starting of the second engine without turning the first engine off. An input clutch for the first engine will rotate an inner drive member when it is being driven by the first engine. An accessory drive member mounts to the inner drive member. A collector gear mounts in engagement with the blade drive train and has a drive member. A movable clutch shaft has one end that engages the inner drive member of the input clutch and another end which will engage the drive member of the collector gear. An actuator will move the clutch shaft out of engagement with the drive member of the collector gear to disengage the drive engine from the blade drive train. A synchronizing clutch mounts in engagement with the clutch shaft for causing the clutch shaft to rotate with the collector gear if the second engine is started and operated at a speed faster than the first engine.

Abstract: An improved vertical/short takeoff or landing aircraft (10). The aircraft has a canard wing (14), attached to the forward section of the aircraft body, that has an engine (26) on each side. Each engine drives a pusher propeller (42). Located aft of the canard wing (14) is a primary wing (16) that includes a number of control surfaces and that is rotatably attached to the fuselage (12). The primary wing (16) is rotated downwardly about its chordwise axis when the aircraft takes off or lands vertically. When short takeoffs and landings are required the wing is partially rotated and during conventional flight, the wing is rotated to a position that is approximately parallel to the longitudinal axis of the aircraft (12). The aircraft also has a tail control group that consists of a horizontal stabilizer (22) and elevator (34) to where on each side is attached a vertical stabilizer (22) and rudder (36).

Abstract: A drive system for a tiltrotor aircraft that provides for the operation of both proprotors by either engine or by both engines. The drive system provides an interconnecting drive shaft that extends between and connects the engines in such a manner that power is transferred from one engine to the opposite proprotor in the case of an engine failure. Also, the arrangement provides for the operation of a redundant essential systems for the aircraft should an electrical or hydraulic system fail to operate properly.

Abstract: An aircraft having a substantially circular body having a profile in the direction of flight as a profile of an airplane wing, at least two concentric counter-rotating turbo-blade assemblies within said body for effecting a vertical lifting air stream through said assemblies. Power generating devices and devices for coupling the power generating devices to the turbo-blade assemblies for maintaining them in rotary motion. It also includes thrusting devices coupled to the power generating devices for applying horizontal thrust to the aircraft, retro-boosting devices including a plurality of combustion chambers located below the turbo-blade assemblies for boosting said vertical lifting airstream.

Abstract: An aircraft has a pair of wing portions with propellers of a propeller pair which are driven and synchronized by a fluid transmission between the power plant and the propellers. A fluid line structure keeps most components of the craft together and consists preferredly of three pipes which are also utilized to carry the driving fluid to and from the motors, to hold the motors and to hold the wings. The take over of a plurality of functions by the interior pipe structure reduces weight and secures safe and economic operation of the craft. The pipe structure can be pivoted in respective bearings to effect the pivotal movement of the propellers and wing portions for either vertical take off and landing or for horizontal flight. The pipe structure is built by pipes without bends in order to make the cleaning of the interiors of the pipes from dirt and from remainders of welding possible.

Abstract: A marine contra-rotating propeller system comprises a large gear driven by an engine, and a plurality of small gears disposed so as to respectively mesh with the large gear at a plurality of fixed positions along the circumference of the large gear. Planet gears are respectively mounted to the gear shafts of the small gears. A sun gear and an inner-toothed gear are respectively meshed with the planet gears. A rear propeller is mounted to an inner shaft serving as a gear shaft of the sun gear. A front propeller is mounted to a tubular outer shaft serving as a gear shaft of the inner-toothed gear. The present invention can eliminate, with the simple construction, the inconvenience caused by a differential planetary gear operations in the prior art, can derive a propeller efficiency to the maximum extent.