Abstract: An aeronautical apparatus is disclosed that has two pairs of wings: an aft pair and a fore pair. Each wing has a thrust-angle motor. An assembly is coupled to each thrust-angle motor. Assemblies coupled to the fore wings have a propeller motor with a propeller and a landing element which is a wheel or a landing foot. When in forward flight, the propeller rotational axis is parallel to the longitudinal axis of the fuselage and the landing element is pointing toward the aft of the aeronautical apparatus to limit the drag presented by the landing element. When in vertical flight or hovering, the propeller rotational axis is perpendicular to the longitudinal and transverse axes of the fuselage and the landing element is deployed downward to facilitate landing.

Abstract: Embodiments provide a VTOL aircraft including a plurality of tilting propeller assemblies each coupled to a support structure and configured to transition between a vertical flight and a forward flight position. Each tilting propeller assembly comprising a propeller and a movable fairing provided downstream of the propeller. The movable fairing is configured to extend along an axis of rotation of the propeller. When the tilting propeller assembly transitions between the vertical and forward flight position, the movable fairing is configured to swivel to extend parallel to the direction of resultant airflow over the tilting propeller assembly into a minimum drag orientation. The movable fairing is damped enough to prevent any oscillations from the propeller wake shedding, and at the same time, keep the propeller aligned in a minimum-drag orientation with the resultant flow.

Abstract: A vertical takeoff and landing (VTOL) aircraft is configured with a front set of propellers mounted to a front wing and an aft set of propellers mounted to an aft wing wherein the propellers may be repositioned by rotating them around a front thrust vectoring axis and an aft thrust vectoring axis respectively. The positioning of the propellers with respect to the thrust vectoring axes and the positioning of the thrust vectoring axes with respect to the upper and lower limits of the passenger compartment ensure that, as the propellers are rotated from a vertical thrust position to a horizontal thrust position, the plane of rotation of the propellers never intersects with the portion of the passenger compartment where a failure of propeller components could result in debris penetrating the passenger compartment and causing injury.

Abstract: In an aspect of the present disclosure a pilot display system for an aircraft includes a sensor configured to measure an aircraft position and generate a position datum based on the aircraft position, a display incorporated in the aircraft, and a computing device communicatively connected to the sensor and the display, the computing device configured to receive a flight path including a transition point, determine, from the position datum, the aircraft position relative to the transition point, and command the display to display a visual representation of the aircraft position relative to the transition point.

Abstract: The disclosure generally pertains to a vertical take-off and landing (VTOL) aircraft comprising a fuselage and at least one fixed wing. The aircraft may include at least two powered rotors located generally along a longitudinal axis of the fuselage. The rotor units may be coupled to the fuselage via a rotating chassis, which allows the rotors to provide directed thrust by movement of the rotor units about at least one axis. The VTOL aircraft may include instructions to perform a degraded rotor landing protocol. The degraded rotor landing protocol may include adjusting a power to an operable rotor unit to control a rate of descent and/or slow a rate of acceleration toward a landing surface. The VTOL aircraft may be configured to impact the landing surface from a substantially vertical configuration, and adjust a thrust vector to cause the aircraft to come to rest in a generally upright configuration.

Abstract: The rotary airfoil 100 defines a cross section and a span, wherein the cross section is a function of the point along the span (e.g., spanwise point) and defines an upper surface and a lower surface at each spanwise point. The rotary airfoil 100 also defines, at a cross section, a lift coefficient (CL) that is a function of the angle of attack at which the airfoil is rotated through the air. The system can optionally include: a rotor hub to mount the rotary airfoil, a tilt mechanism to pivot the rotary airfoil between a forward configuration and a hover configuration, and a pitching mechanism to change the angle of attack of the rotary airfoil 100.

Abstract: An aerial vehicle adapted for vertical takeoff and landing using mounted thrust producing elements. An aerial vehicle which is adapted to vertical takeoff with the forward rotors in a rotated, take-off attitude then transitions to a horizontal flight path, with the rotors rotated to a typical horizontal configuration. The aerial vehicle uses one or more thrust producing elements on both of the right and the left sides. The aerial vehicle may have one or more front thrust producing elements and one or more rear thrust producing elements on both of the right and the left sides of a main vehicle body.

Abstract: The present disclosure is directed to unmanned aerial vehicle (UAV) comprising a convertible body operably coupled to at least one sensor, and further configured to rotate at least about a longitudinal axis, thereby providing a full field of regard for the at least one sensor, and a plurality of arms extending laterally from the convertible body, each arm of the plurality of arms having a rotor assembly coupled thereto.

Abstract: One embodiment is an aircraft operable in a hover mode and a cruise mode and including a fuselage; wings connected on opposite sides of the fuselage; a canard connected to the fuselage forward of the wings; forward propulsion systems connected to a trailing edge of the canard on opposite sides of the fuselage; aft propulsion systems connected to trailing edges of the wings; and wing-mounted propulsion systems connected to leading edges of the wings. The aft propulsion systems are tiltable between a first position when the aircraft is in the hover mode and a second position when the aircraft is in the cruise mode. Each of the propulsion systems includes a rotor assembly comprising a plurality of rotor blades. The propulsion systems are substantially equidistant from a center of gravity (CG) of the aircraft.

Abstract: Aircraft propulsion and torque mitigation technologies for aircraft are described. In embodiments, the disclosed technologies enable the provision of rotational torque for rotating the rotor blades of a vertical lift aircraft, while mitigating or even eliminating the need for counter torque methods and apparatuses such as tail rotors and counter rotating blades.

Abstract: An aircraft that includes a canard having a leading edge and a trailing edge, a forward swept and fixed wing having a trailing edge, and a plurality of tilt rotor submodules. The plurality of tilt rotor submodules includes a first tilt rotor submodule where the leading edge of the canard contacts the first tilt rotor submodule at position that is within a range of 40% to 60%, inclusive, of the length of the first tilt rotor submodule where 0% corresponds to a forward tip of the first tilt rotor submodule and 100% corresponds to an aft tip of the first tilt rotor submodule. The trailing edge of the canard contacts the first tilt rotor submodule at position that is within a range of 55% to 80%, inclusive, of the length of the first tilt rotor submodule. The plurality of tilt rotor submodules also includes a second tilt rotor submodule that is coupled to the trailing edge of the forward swept and fixed wing.

Abstract: A conversion system for a tiltrotor aircraft may be configured to control tilting of a pylon assembly relative to a wing of the aircraft. The system may include a means for generating asymmetric thrust with a propulsion rotor carried by the pylon assembly to generate a first torque on the pylon assembly in a first direction. The system may include a brake mechanism to selectively resist the first torque on the pylon assembly by applying a second torque to the pylon assembly in a second direction opposite the first direction. The rotor (via asymmetric thrust generated by the rotor) and the brake mechanism are coordinated to work against each other to control the tilt rate and angle of the pylon assembly during conversion between flight modes of the tiltrotor aircraft. Other aspects of the present technology include methods of tilting rotors of tiltrotor aircraft using asymmetric thrust and brake mechanisms.

Abstract: Vertical takeoff and landing (VTOL) aircraft, especially electric VTOL (e-VTOL) aircraft include a fuselage (which may include a pair of ground-engaging skids) defining a longitudinal axis of the aircraft, forward and aft pairs of port and starboard aerodynamic wings extending laterally outwardly from the fuselage and forward and aft pairs of port and starboard rotor pods each being in substantial alignment with the longitudinal axis of the fuselage. In specific embodiments, each of the forward and aft pairs of port and starboard rotor pods comprises a forward and aft pair of rotor assemblies.

Abstract: An aircraft, including a fixed nacelle disposed on a wing of the aircraft, the fixed nacelle including a nacelle opening; a proprotor pylon disposed on the wing and rotatable relative to the fixed nacelle between a substantially horizontal position and a non-horizontal position, wherein rotation of the proprotor pylon to a non-horizontal position exposes the nacelle opening; and a movable cover disposed on at least one of the wing and fixed nacelle, said movable cover including a plurality of cover members that are movable between a closed position where at least a portion of the cover members collectively form a protective cover in front of the nacelle opening when the proprotor pylon is positioned in the non-horizontal position and a stowed position where at least a portion of the plurality of cover members are stowed. In other aspects, there is provide a method of covering a nacelle opening.

Abstract: The presently disclosed embodiments relate to vertical takeoff and landing (VTOL) aircraft that have the capability of hovering in both a “nose forward” and a “nose up” orientation, and any orientation between those two. The disclosed aircraft can also transition into wing born (non-hovering) flight from any of the hovering orientations. In addition, certain of the disclosed embodiments can, if desired, use only vectored thrust control to maintain stable flight in both hover and forward flight. No control surfaces (e.g. ailerons, elevators, rudders, flaps) are required to maintain a stable vehicle attitude. However, the disclosure contemplates aircraft both with and without such control surfaces.

Abstract: A tandem-tiltrotor apparatus, comprising a right-wing, a pin extending substantially in an inboard-outboard direction of the aircraft, a leadingedge-leaf connected to the hollow-pin providing the leadingedge-leaf 1-degree of rotational freedom around the pin. A tandem-tiltrotor power apparatus, comprising a right-wing, a front-wingleaf, hollow-pin extending substantially in an inboard-outboard direction of the aircraft, a leadingedge-leaf connected to a pin providing the leadingedge-leaf having 1-degree of rotational freedom around the hollow-pin, and a power cable threaded through the hollow-pin. A tandem-tiltrotor link apparatus, comprising a right-wing, a hollow-pin extending substantially in a inboard-outboard direction of the aircraft, a leadingedge-leaf having 1-degree of rotational freedom around the hollow-pin, a frontlink, fixed to the leadingedge-leaf lower surface and a frontlink-hinge fixed to the frontlink.

Abstract: An aircraft, in particular an unmanned aerial vehicle with wing-borne flight mode and hover flight mode, comprises a wing structure (4) having a left (6), middle (7), and right wing section (8). A support structure extends from the wing structure (4), and has an upper and lower support section. Each one of the left and right wing section (6, 8), and upper and lower support section (18, 20) has a thrust unit (10, 12, 22, 24). Left and right wingtip sections are rotatable relative to a left and right wing base section, respectively, around an axis extending substantially in a lengthwise direction of the wing structure. The thrust units (10,12) of the left and right wing sections(6, 8) are provided at the respective wingtip sections, in particular at the extremities thereof.

Abstract: A fixed housing that is configured to be coupled to a balloon envelope and an impeller housing disposed within the fixed housing, wherein the impeller housing and the fixed housing form a seal in a closed position, wherein the impeller housing is moveable into the balloon envelope relative to the fixed housing in an open position, and wherein the impeller housing defines an unobstructed airflow passageway between an internal chamber in a balloon envelope and the atmosphere in the open position.

Abstract: Disclosed herein is a vertical take-off and landing (VTOL) aircraft. The vertical take-off and landing aircraft includes a single wing, a plurality of engines, a first set of propellers on a first side of the single wing, a second set of propellers on a second side of the single wing, a first power transfer unit, a second power transfer unit, landing gears connected to the single wing, and a fuselage with a capacity of 100 passengers connected to the single wing. The plurality of engines includes a first engine mounted to the first side of the single wing and a second engine mounted to the second side of the single wing.

Abstract: This invention discloses an aerial device (AD) for manned or unmanned flight, comprising a fuselage main body coupled with two or more aerodynamic units via bearings. Each aerodynamic unit is independently moveable and controllable, and thus able to create their own unique aerodynamic vectors, all of which are combined in varying manners to control the flight of the AD. Each unit comprises a structural part, a thruster with a propeller, and a servo wing positioned behind the propeller. More aerodynamic units may be combined with the main body in order to create more control. The units may be programmed or controlled manually to offset or otherwise account for varying environmental conditions such as slope, wind, and turbulence. The apparatus may further be coupled with a PID controller with a multidimensional field of input and output parameters.

Abstract: An aircraft includes a wing where a first rotor and a second rotor are coupled to the wing at a fixed position relative to the wing. The aircraft also includes a fuselage and a bearing. The bearing mechanically couples the wing and the fuselage and permits the wing and the fuselage to rotate with respect to each other about an axis of rotation. The bearing permits the fuselage to rotate under the influence of gravity to be in a same orientation relative to ground when the wing is in a first orientation relative to the ground as well as a second orientation relative to the ground.

Abstract: In some embodiments, an aircraft includes a flying frame having an airframe, a distributed propulsion system attached to the airframe, a flight control system operably associated with the distributed propulsion system and a pod assembly selectively attachable to the flying frame. The distributed propulsion system includes a plurality of propulsion assemblies that are independently controlled by the flight control system, thereby enabling the flying frame to have a vertical takeoff and landing mode and a forward flight mode.

Abstract: The invention relates to an aircraft which can both take off and land vertically and can hover and also fly horizontally at a high cruising speed. The aircraft has a support structure, a wing structure, at least three and preferably at least four lifting rotors and at least one thrust drive. The wing structure is designed to generate a lifting force for the aircraft during horizontal motion. To achieve this the wing structure has at least one mainplane provided with a profile that generates dynamic lift. The wing structure is preferably designed as a tandem wing structure. Each of the lifting rotors is fixed to the support structure, has a propeller and is designed to generate a lifting force for the aircraft by means of a rotation of the propeller, said force acting in a vertical direction. The thrust drive is designed to generate a thrust force on the support structure, said force acting in a horizontal direction. The lifting rotors can have a simple construction, i.e.

Abstract: An aircraft is provided and includes a fuselage, first and second wings extending outwardly from opposite sides of the fuselage, proprotors operably disposed on each of the first and second wings to drive vertical take-off and landing aircraft operations and horizontal flight aircraft operations and a refueling system including at least one fuel tank disposed in at least one or more of the fuselage, the first wing or the second wing and a refueling apparatus. The refueling apparatus is coupled to the at least one fuel tank such that fuel is movable with respect to the at least one fuel tank during aircraft ground and aerial operations.

Abstract: A rotor hub can include a yoke, a mast, and one or more radially oriented actuators. The first radial actuator and the second radial actuator each have a piston configured to impart a translation of the yoke relative to the mast. The radial actuators are configured to attenuate in-plane whirling vibrations. The rotor hub can also have actuators coupled between the mast and the yoke for attenuating flapping and vertical vibrations.

Abstract: Systems, methods, and devices are provided that enable robust operations of a small unmanned aircraft system (sUAS) using a compound wing. The various embodiments may provide a sUAS with vertical takeoff and landing capability, long endurance, and the capability to operate in adverse environmental conditions. In the various embodiments a sUAS may include a fuselage and a compound wing comprising a fixed portion coupled to the fuselage, a wing lifting portion outboard of the fixed portion comprising a rigid cross member and a controllable articulating portion configured to rotate controllable through a range of motion from a horizontal position to a vertical position, and a freely rotating wing portion outboard of the wing lifting portion and configured to rotate freely based on wind forces incident on the freely rotating wing portion.

Abstract: A drive unit (16) for an aircraft running gear (2) having at least a first wheel (4) and a second wheel (6) on a common wheel axis (A) is characterized in that the drive unit (16) is drivingly coupleable to the first and second wheels (4, 6) such that a direction of longitudinal extension (C) of the drive unit (16) is in a plane orthogonal to the common wheel axis (A).

Abstract: The invention is a modular vehicle having an air vehicle that can be coupled to cargo containers, land vehicles, sea vehicles, medical transport modules, etc. In one embodiment the air vehicle has a plurality of propellers positioned around a main airframe, which can provide vertical thrust and/or horizontal thrust. One or more of the propellers may be configured to tilt forward, backward, and/or side-to-side with respect to the airframe.

Abstract: A convertiplane having a fuselage with a first axis; and two rotors having respective shafts and fitted to a wing having a fixed portion connected to the fuselage, and a movable portion which supports the rotors, is connected to the fixed portion to rotate about a second axis crosswise to the first axis and to the shafts of the rotors, and is formed in one piece defined by two half-wings located on opposite sides of the fixed portion and each supporting a respective rotor, and by an elongated member extending along the whole wing and connecting the two half-wings; the rotors being powered by a motor via a transmission comprising a transmission shaft connecting the shafts of the rotors and coaxial with the second axis.

Abstract: A vertical takeoff and landing aircraft having at least three wings and at least six propulsion units, each of which are located radially from two adjacent propulsion units, by equal or substantially equal angles. The at least six propulsion units together being located symmetrically, or at substantially symmetric positions, about the approximate center of gravity of the aircraft, when viewed from above. A vertical stabilizer may or may not be employed. If no vertical stabilizer is employed, yaw control during horizontal flight may be achieved through differential thrust using the at least six propulsion units. Yaw control during vertical flight may be provided by a plurality of yaw control panels. Absent yaw control panels, yaw control during vertical flight may be provided using differential propulsion unit tilt angles.

Abstract: There is described a convertiplane comprising a pair of semi-wings, a first and a second rotor which may rotate about relative first axes and tilt about relative second axes together with first axes with respect to semi-wings between a helicopter mode and an aeroplane mode; first axes are, in use, transversal to a longitudinal direction of convertiplane in helicopter mode, and are, in use, substantially parallel to longitudinal direction in aeroplane mode; first and second rotors may tilt about relative second axes independently of each other.

Abstract: A vertical takeoff and landing aircraft having a fuselage with, preferably, three wings and six synchronously tilt-able propulsion units, each one mounted above, below, or on each half of the aforementioned three wings. The propulsion units are oriented vertically for vertical flight and horizontally for forward flight. Each propulsion unit comprises a propeller having a plurality of blades, where the pitch angle associated with the distal end of each blade and the proximal end of each blade are independently adjustable. As such, each of the propellers can be adjusted to exhibit a first blade pitch angle distribution optimized for vertical flight and a second blade pitch angle distribution optimized for forward flight.

Abstract: A power assisted flying device is powered via a vector thrust control apparatus supporting the motor where the vector thrust control apparatus includes a gyratory group that allows the motor to pivot up and down and from side to side. At least two servo motors are attached to the vector thrust control apparatus to move said motor up and down and from side to side. Alternatively, the flying device may incorporate a non-rotating outer ring and a rotating inner ring disposed around a shaft. At least two servo motors are connected to the non-rotating outer ring and the rotating inner ring in relation to the rotational axis. At least two linkage rods connect between the rotating inner ring and the propeller. Tilting of the non-rotating outer ring is transmitted to the propeller to effectuate at least one of cyclic pitch modulation or teetering hub modulation of the propeller.

Abstract: The difference between a first position of a first pylon of a tiltrotor aircraft and a second position of a second pylon of the aircraft is prevented from becoming too large. An actuator position error for the first pylon is calculated from a difference between the first position and a commanded first position of the first pylon. An actuator position error for the second pylon is calculated from a difference between the second position and a commanded second position of the second pylon. An absolute value of the actuator position error for the first pylon is compared to the preset limit. If the absolute value of the actuator position error for the first pylon is greater than or equal to a preset limit, the actuator position error for the second pylon is calculated from the difference between the first position and the second position.

Abstract: A propulsion unit for an airship comprises a driveshaft, having a gimbal mount to a mounting frame attachable to a fuselage, the gimbal being mounted in the mounting frame and comprising an inner ring and an outer ring having orthogonal rotational axes, the inner ring including a propeller unit having a conical housing pivotable on trunnions with the gimbal and a propeller affixed to a propeller shaft coaxial with the axis of the conical housing. The outer ring includes a toroidal Orientation of the conical housing and propeller shaft is accomplished by actuators, a first actuator controlling the angle of the outer ring relative to the framework and a second actuator controlling the angle of the conical housing relative to the outer ring.

Abstract: A propulsion system for an airship or hybrid aircraft includes a propeller and a pivot mechanism connected to the propeller. The pivot mechanism enables the propeller to pivot around a first pivot axis between a maneuver thruster position and an emergency ballonet fill position. Under normal conditions, when the propulsion system is disposed in the maneuver thruster position, the pivot mechanism also enables the propeller to pivot around a second pivot axis to control the attitude and thrust of the vehicle. However, in an emergency descent situation, the propeller may be rotated to the emergency ballonet fill position.

Abstract: A propulsion system for an airship or hybrid aircraft includes a propeller and a pivot mechanism connected to the propeller. The pivot mechanism enables the propeller to pivot around a first pivot axis between a maneuver thruster position and an emergency ballonet fill position. Under normal conditions, when the propulsion system is disposed in the maneuver thruster position, the pivot mechanism also enables the propeller to pivot around a second pivot axis to control the attitude and thrust of the vehicle. However, in an emergency descent situation, the propeller may be rotated to the emergency ballonet fill position.

Abstract: The present invention provides a tilt rotor aircraft having a centrally mounted tiltable engine and rotor assembly. A turbine or other type of engine (or engines) is pivotally mounted on a central frame above and between the pilot and co-pilot, who occupy separate and identical control cockpit pods on either side of the engine. Placing the engine between the pilot and copilot maintains the CG within a narrow band in both horizontal and vertical flight modes, simplifying control and handling. Counter-rotating propellers may be driven by the engine(s) to eliminate torque effects. By mounting the engine and rotor package between and above the pilot and copilot, the rotor can be made to clear the ground, allowing the aircraft to land like an ordinary fixed-wing aircraft without damaging the propellers. Thus, the craft can be launched and landed in VTOL, HTOL, or STOL configurations, depending upon conditions and available landing and takeoff sites.

Abstract: A disclosed vertical lift flying craft includes a lift unit that, during operation, develops a force including an upward component. A payload unit suspends from the lift unit. The payload unit suspends from the lift unit in such a way as to impart lateral stability while remaining capable of horizontal flight, without incurring the adverse effects of a downward pitching moment. In addition to a lift unit and a payload unit, the vertical lift flying craft includes a pair of bearings and a suspension structure, which cooperate to suspend the payload unit from the lift unit. Other systems and methods are also disclosed.

Abstract: A scarf nozzle for a jet engine supported within a nacelle. The scarf nozzle is at an aft end of the nacelle. The scarf nozzle includes a first trailing edge portion and a second trailing edge portion. The second trailing edge portion is disposed aft of the first trailing edge portion. The scarf nozzle is configured to allow the nacelle to be integrated closer to a wing without adversely affecting the pressure gradient between the nacelle and the wing. The scarf nozzle allows a portion of an exhaust plume exiting the aft end of the nacelle to interact more favorably with an airflow along one or more surfaces adjacent the nacelle, thus delaying the onset of adverse pressure gradients and the formation of shock waves between the nacelle and the adjacent surfaces and between the adjacent surfaces and the exhaust plume.

Abstract: A pivoting power transmission unit is provided for driving a tiltable rotor of a convertible aircraft. The casing of the pivoting transmission unit comprises a lower casing, by which the casing is able to pivot on a support by two bearings each having a stationary part integral with the support and a swivelling part. The lower casing is assembled to an upper casing in which a drive shaft connected in rotation to gears housed in the casing is mounted so as to rotate about an axis of rotation perpendicular to the pivot axis of the casing. The upper casing is supported by an arrangement configured to transfer to the support via said bearings load/thrust forces experienced by the drive shaft during use.

Abstract: A powerplant system for a vehicle such as a hybrid UAV includes a miniature gas turbine engine and a gearbox assembly. The engine is mounted to the gearbox assembly through a support structure which provides for pivotal movement of the engine relative thereto. The input gear is engaged with two gears such that the pivoted engine arrangement permits the input gear to float until gear loads between the input gear and the first and second gear are balanced. Regardless of the gear teeth errors or gearbox shaft misalignments the input gear will float and split the torque between the two gears.

Abstract: A disclosed vertical lift flying craft includes a lift unit that, during operation, develops a force including an upward component. A payload unit suspends from the lift unit. The payload unit suspends from the lift unit in such a way as to impart lateral stability while remaining capable of horizontal flight, without incurring the adverse effects of a downward pitching moment. In addition to a lift unit and a payload unit, the vertical lift flying craft includes a pair of bearings and a suspension structure, which cooperate to suspend the payload unit from the lift unit. Other systems and methods are also disclosed.

Abstract: Disclosed is an air vehicle (Z) comprising a vehicle body (1); hollow fan ducts (3A-3D) supported to and elongating through the vehicle body at least at its foreside and rear-side locations, respectively. Each fan duct communicates with air at top and bottom of the vehicle body and has a fan (9A-9D) at a top opening (6). The air vehicle further comprises rotary engines (11) each installed inside of each fan duct to rotate the fan. In a preferred embodiment, a cylinder (13) of the rotary engine is mounted to a supporting housing (25) of the fan duct via elastic means (29) which may be fitted to a boss structure (26) of the supporting housing. Each fan duct is tiltable to any directions. Preferably, the fan ducts comprise a pair of front fan ducts (3A, 3B) and another pair of rear fan ducts (3C, 3D) supported to the rear-side of the vehicle body, and the rotary engines in diagonally located fan ducts (3A and 3D; 3B and 3C) are driven to rotate in the same direction.

Abstract: The present invention is a power lever tactile cueing system for providing tactile alerts to pilots as operational limits of an aircraft are approached. The cueing system generates a tactile cue comprising a variable dive rate and a variable friction force on a power lever of an aircraft. The cueing system provides spring-like tactile cues when power commands reach a predetermined operating limit, without the use of mechanical springs. The cueing system trims down the power lever position and provides the additional friction force based upon aircraft and engine state. The cueing system remains activated until the aircraft is again operated within its operational limits. The pilot may override the cueing system in certain situations.

Abstract: The propulsion nacelles of a tilt-rotor type aircraft are adjustably positioned on the aircraft wings under control of a programmed actuator in response to error signals produced by change in angle of attack between the aircraft fuselage and the air stream to minimize drag imposed on the aircraft by the air stream during flight.

Abstract: The present invention relates to a system for the transformation of a traditional self-sustained horizontal take-off and landing aircraft into hybrid, integrated, self-sustained vertical take-off and landing and horizontal flight comprising, besides the propulsion system already provided in the aircraft, a hydraulic propulsion system, activating at least a blade rotor (1), to be used during the vertical take-off and landing and transition phases, said hydraulic system being powered by the engines of the aircraft, and at least an auxiliary engine (2), provided in a rear position and/or under the aircraft, said at least an auxiliary engine being progressively tiltable and swingable between two limit positions, respectively vertical position and horizontal position, said standard propulsion means of the aircraft being deactivated during the vertical take-off and landing and the transition and activated during the self-sustained horizontal flight, and said at least an auxiliary engine and said at least one auxili

Abstract: An aircraft has a fuselage designed essentially as an aerostatic lift body. Combined lift and propulsion devices are articulated on the fuselage, are provided with propellers and form propulsion units and which in each case can tilt between a lift position, in which the respective propeller rotation plane is essentially horizontal and a propulsion position, in which the respective propeller rotation plane is essentially vertical. Additionally the propeller rotation plane has all-round inclination relative to the output shaft of the associated drive device.

Abstract: To provide aerodynamic continuity between the front part, pivoting with the rotor, and the stationary rear part of a pod housing an engine for driving the rotor, a curved cowl curved about the pivot axis extends the rear edge of the bottom cowling of the front part to join this rear edge to the front edge of a bottom cowling of the stationary rear part, in helicopter mode, and a flap swivel-mounted on the top cowling of the front part joins this latter to the top cowling of the stationary rear part, onto which this flap is folded, in helicopter mode.

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.