Abstract: The present invention relates to an aircraft (1) comprising an airframe (2) provided with a fuselage (10) and fixed wings (20), a rotary wing (30), at least two propellers (41, 42), and a power plant suitable for driving said rotary wing (30) and said propellers (41, 42) into rotation.

Abstract: The aircraft is capable of two distinct fuel-efficient flight regimes: one is a vertical flight regime supported by two large two-bladed rotors with low disc loading located on right and left longitudinal booms. The booms extend between outboard regions of a front wing and inboard regions of a rear wing that has a larger span an area. The other flight regime is high speed up to high subsonic Mach number with the aircraft supported by wing lift with high wing loading, and with the rotors stopped and faired with minimal local drag contiguous to the booms. The longitudinal location of the aircrafts center of gravity, aerodynamic center and the center of the rotors are in close proximity. The front wing is preferably swept back, and the rear wing is preferably of W planform.

Abstract: The present invention relates to haptic feedback for operating at least one manual flight control device (21) for controlling the cyclic pitch of the blades (5) of a rotary wing (4) of a hybrid helicopter (1) via power assistance (27). Said operations of said control device (21) are defined according to a predetermined damping force relationship (A) that is a function of an instantaneous load factor of the hybrid helicopter (1) in such a manner that the instantaneous load factor is maintained between its minimum and maximum limit values in proportion to a position of a thrust control member (20) between its minimum and maximum thrust values (23, 22).

Abstract: A tiltrotor aircraft having a fixed wing and tilting rotors has a rotor blade with a shaped tip portion that provides improved hover performance. The shaped tip portion preferably has a terminal anhedral of at least 20° with respect to its stacking line, and the blade has an overall twist from root to tip of at least 20°, and a thickness ratio between 19% and 30% at a radial station of 10%. These features advantageously conspire to provide a hover figure of merit of at least 0.84 and a cruise propulsive efficiency of at least 0.85. A controller preferably limits the rotor speed in sustained airplane-mode forward flight cruise of at most 40% of a hover maximum rotor speed, and alternatively or additionally limits a rotor edgewise advance ratio to at most 0.20.

Abstract: A helicopter that adopts a two-stroke internal combustion engine equipped with a centrifugal force-resistant propeller fan or fan turbine, or that can rotate clockwise (CW) and counterclockwise (CCW) during driving to directly propel the rotors and realize flight using a rotor wing that reconfigures into a hovering state. The helicopter reduces emissions via improved ventilation and a scavenging air system, reduces aerodynamic loss, reduces the access fee, and possesses the functions of a rotor wing that reconfigures into a hovering state.

Abstract: A hub fairing system (12) for a stopped-rotor aircraft (10) having a fuselage (14) including a hub (16). The hub (16) is mechanically coupled to the fuselage (14) and to multiple blades (40) and is rotated by an engine (22). A retractable fairing (60, 64) covers a portion of the hub (16). An actuator (26) is coupled to the fairing (60, 64). A controller (28) is coupled to the actuator (26) and retracts the fairing (60, 64). A method of reducing drag on the aircraft includes transitioning between a rotary-wing mode and a fixed-wing mode. The fairing (60, 64) is deployed over a portion of the hub (16) upon the completion of the transition between flight modes.

Abstract: A method of controlling the yaw attitude of a hybrid helicopter including a fuselage and an additional lift surface provided with first and second half-wings extending from either side of the fuselage, each half-wing being provided with a respective first or second propeller. The hybrid helicopter has a thrust control suitable for modifying the first pitch of the first blades of the first propeller and the second pitch of the second blades of the second propeller by the same amount. The hybrid helicopter includes yaw control elements for generating an original order for modifying the yaw attitude of the hybrid helicopter by increasing the pitch of the blades of one propeller and decreasing the pitch of the blades of the other propeller, the original order is optimized as a function of the position of the thrust control to obtain an optimized yaw control order that is applied to the first and second blades.

Abstract: A method of optimizing the operation of left and right propellers disposed on either side of the fuselage of a rotorcraft including a main rotor. Left and right aerodynamic surfaces include respective left and right flaps suitable for being deflected, yaw stabilization of the rotorcraft being achieved via first and second pitches respectively of the left and right propellers, and the deflection angles of the left and right flaps are adjusted solely during predetermined stages of flight in order to minimize a differential pitch of the left and right propellers so as to optimize the operation of the left and right propellers, the predetermined stages of flight including stages of flight at low speed performed at an indicated air speed (IAS) of the rotorcraft that is below a predetermined threshold, and stages of yaw-stabilized flight at high speed performed at an indicated air speed of the rotorcraft greater than the predetermined threshold.

Abstract: A rotary wing vehicle includes a body structure having an elongated tubular backbone or core, and a counter-rotating coaxial rotor system having rotors with each rotor having a separate motor to drive the rotors about a common rotor axis of rotation. The rotor system is used to move the rotary wing vehicle in directional flight.

Abstract: A hybrid helicopter (1) includes firstly an airframe provided with a fuselage (2) and a lift-producing surface (3), together with stabilizer surfaces (30, 35, 40), and secondly with a drive system including: a mechanical interconnection system (15) between firstly a rotor (10) of radius (R) with collective pitch and cyclic pitch control of the blades (11) of the rotor (10), and secondly at least one propeller (6) with collective pitch control of the blades of the propeller (6); and at least one turbine engine (5) driving the mechanical interconnection system (15). The speed of rotation (?) of the rotor (10) is equal to a first speed of rotation (?1) up to a first flightpath air speed (V1) of the hybrid helicopter (1), and is then reduced progressively in application of a linear relationship as a function of the flightpath air speed of the hybrid helicopter.

Abstract: An unmanned aerial vehicle (UAV) has a payload or body affixed at one end of an elongated airfoil. The entire airfoil/payload combination rotates about a center of mass to define a rotor disk. Thrust is provided by air-augmented rocket engine thrusting tangentially at a location remote from the payload. A control system maintains knowledge of its environment, as by a camera, to produce directional control signals which actuate lift control means in synchronism with the rotational position of the vehicle. A deployable object may be carried. Protection of the stowed vehicle is provided by blister packaging.

Abstract: A hydraulic valve assembly includes a hydraulic valve, a control rod configured to be moved in translation along a first longitudinal axis by flight controls of an aircraft, a servocontrol, and an outlet rod configured to be moved in translation along a second longitudinal axis and configured to transfer a hydraulic fluid between the servocontrol and the hydraulic valve. A blocker device is configured to block a movement of the control rod when a difference between a first movement of the control rod and a second movement of the outlet rod exceeds a predetermined threshold and includes at least one moveable abutment configured to block the movement of the control rod when the predetermined threshold is reached and configured to move in longitudinal translation with the outlet rod, and a differential lever configured to mechanically link the control rod to the outlet rod and to cooperate with the at least one moveable abutment.

Abstract: A hybrid helicopter (1) includes a central fuselage (2) defining a front end (3) and a rear end (4), the hybrid helicopter (1) having a main lift rotor (10), an additional lift surface (20), a mechanical interconnection system (40), and at least one turbine engine (61, 62) for continuously driving the main rotor (10) in rotation. Furthermore, the main rotor (10) is mechanically connected to the mechanical interconnection system (40) by rotary rotor mast (12), and the additional lift surface (20) is arranged at the rear of the hybrid helicopter (1) between the rotor mast (12) and the rear end (4) of the fuselage (2), each end zone (21?, 22?) of the wings (21, 22) of the additional lift surface (20) being provided with a vertical element (23, 24) fitted with a rudder (23?, 24?).

Abstract: An aerodynamic lifting-thrusting propulsion device has a frame with an axis, relative to which the frame is arranged with a possibility of rotation, a cardan joint having a cross, at least two aerodynamic surfaces, each of which is mounted on the cardan joint with a possibility of oscillations synchronously with a rotation of the frame, a rod mounted on the frame, the cardan joint being connected with the rod, the cross of the cardan joint having axes which are mutually perpendicular and located correspondingly in mutually perpendicular planes intersecting along an axis of the rod, one of the axes of the cross extending through an axis of rotation and an axis of the rod, the rod being arranged parallel to an axis of the frame, the axis of the frame being connected with each of the aerodynamic surfaces by a mechanical transmission providing a rotation of the aerodynamic surface synchronously and opposite to a rotation of the frame.

Abstract: An aircraft includes a fuselage; a cockpit formed in the fuselage; a coaxial rotor assembly mounted to the top of fuselage, containing an upper rotor and a lower rotor, drivable by a first motor inside the fuselage; wherein, the aircraft also comprises: a couple of fixed wings mounted to the opposite sides of the aircraft respectively; and a rear propeller mounted to the tail end of fuselage, driven by a second motor inside the fuselage. The aircraft of the invention has the advantages of helicopter and autogyro, such as high-safety and high-speed.

Abstract: A hybrid helicopter (1) includes firstly an airframe provided with a fuselage (2) and a lift-producing surface (3), together with stabilizer surfaces (30, 35, 40), and secondly with a drive system constituted by: a mechanical interconnection system (15) between firstly a rotor (10) of radius (R) with collective pitch and cyclic pitch control of the blades (11) of the rotor (10), and secondly at least one propeller (6) with collective pitch control of the blades of the propeller (6); and at least one turbine engine (5) driving the mechanical interconnection system (15). The device is remarkable in that the outlet speeds of rotation of the at least one turbine engine (5), of the at least one propeller (6), of the rotor (10), and of the mechanical interconnection system (15) are mutually proportional, the proportionality ratio being constant.

Abstract: Aircraft including a powerplant mounted on an airframe and a rotor/wing rotatably mounted on the airframe. The rotor/wing has multiple blades extending outward from roots adjacent the airframe to tips opposite the roots and having internal conduits extending between inlets adjacent the roots and downstream outlets. The aircraft also includes multiple intermediate ducts having upstream ends including flanges and downstream ends slidably and pivotally connected to corresponding blade inlets. Moreover, the aircraft includes a manifold having an upstream end in fluid communication with the powerplant and multiple downstream ends including flanges connected to upstream ends of corresponding intermediate ducts. The aircraft further includes multiple covers connected to corresponding manifold flanges and covering corresponding intermediate duct flanges.

Abstract: Aircraft including a powerplant mounted on an airframe and a rotor/wing rotatably mounted on the airframe. The rotor/wing has multiple blades extending outward from roots adjacent the airframe to tips opposite the roots and having internal conduits extending between inlets adjacent the roots and downstream outlets. The aircraft also includes multiple intermediate ducts having upstream ends including flanges and downstream ends slidably and pivotally connected to corresponding blade inlets. Moreover, the aircraft includes a manifold having an upstream end in fluid communication with the powerplant and multiple downstream ends including flanges connected to upstream ends of corresponding intermediate ducts. The aircraft further includes multiple covers connected to corresponding manifold flanges and covering corresponding intermediate duct flanges.

Abstract: A rotational position-adjusting system (6) for a vertical takeoff and landing aircraft (4). The system (6) includes multiple detectors (60) that generate rotor signals. The rotor signals are indicative of the position of each rotor (8) of the aircraft (4). The rotors (8) provide lift to the aircraft (4). A controller (24) is coupled to the detectors (60) and adjusts the rotational speed of one or more of the rotors (8) in response to the rotor signals.

Abstract: This invention discloses a helicopter that can directly propel rotors into the hovering state with drive, comprising a fuselage (13), a rotor (5) with a pull rod and jackstay (2), a turbine (1), a pair of wings (14), a hollow short shaft (37), a hollow short dead axle (36) with a bearing and a base (7), a plurality of throttle lines (35), a plurality of wires (34), a fuel delivery pipe (30), a hydraulic system, a axle sleeve (4) and a root axle (3), wherein the centrifugal-force-resistant turbine (1) directly drives the two-symmetrical-blade rotor (5), the turbine (1) is installed on the hollow short shaft (37), the hollow short shaft (37) is installed inside the hollow short dead axle (36), the hollow short dead axle (36) is fixed beside a root of the rotor (5), the hydraulic system controls a propelling direction of the turbine, the throttle lines (35), the wires (34) and the fuel delivery pipe (30) pass through the hollow short shaft (37) and are received in a crossbeam of the rotor, the axle sleeve (4) of

Abstract: A method of operating a rotor aircraft involves measuring an airspeed of the aircraft and a rotational speed of the rotor. A controller determines a Mu of the rotor based on the airspeed of the aircraft and the rotational speed of the rotor. The controller varies the collective pitch of the rotor blades in relationship to the Mu, from an inertia powered jump takeoff, through high speed high advance ratio flight, through a low speed landing approach, to a zero or short roll flare landing. In addition as the rotor is unloaded and the rotor slows down, the controller maintains a minimum rotor RPM with the use of a tilting mast.

Abstract: The Invention is a control system for a compound aircraft. A compound aircraft has features of both a helicopter and a fixed wing aircraft and provides redundant control options. The control system allows an authorized person to select any of plurality of control biases each which is designed to achieve an overall operational objective. The control system applies the selected control bias in allocating the control function among the redundant control options.

Abstract: The Invention is a control system for a compound aircraft. A compound aircraft has features of both a helicopter and a fixed wing aircraft and provides redundant control options. The control system allows an authorized person to select any of plurality of control biases each which is designed to achieve an overall operational objective. The control system applies the selected control bias in allocating the control function among the redundant control options.

Abstract: A flow path splitter duct is provided. The flow path splitter duct includes a main hub, a first outlet hub and a second outlet hub. The main hub has a plurality of inlet ports each being separated by at least one wall. The first outlet hub has a plurality of first duct outlet ports, each of the first duct outlet ports are in fluid communication with only one of the corresponding plurality of inlet ports. The second outlet hub has a plurality of second duct outlet ports, each of the second duct outlet ports are in fluid communication with only one of the corresponding plurality of inlet ports, wherein engine exhaust gas that enters one of the plurality of inlet ports is simultaneously diverted to only one of the first duct outlet ports and to only one of the second duct outlet ports. A vertical takeoff and landing aircraft is also provided that includes the flow path splitter duct. A method of using the same is also provided.

Abstract: An air vehicle includes a body having a top and a bottom and a support platform for carrying cargo such a people or equipment. An impeller mounted on the body is powered, such as by a motor, for rotating so as to create low pressure on the top of the body relative to the pressure on the bottom of the body so as to create lift. The body may contain buoyant gas sufficient to aid in lift. Air from the impeller may be directed to directionally control the vehicle. A plurality of impellers may be used.

Abstract: A tilt-rotor compound VTOL aircraft has a multiple-flow thrust generator(s) comprising a gas-powered tip-jet driven rotor(s) having a thrust-augmentation ratio of at least two; that tilts about the aircraft's pitch axis wherein the rotor's plane of rotation is substantially horizontal for VTOL operations and the rotor's plane of rotation is substantially vertical forward flight operations. A relatively small fixed-wing sustains the aircraft during forward flight. Compressed exhaust gas from the fan-jet engine(s) is ducted to a manifold having valves which control power to the multiple-flow thrust generator(s) and to the jet exhaust nozzle(s) as supplemental thrust for forward propulsion and yaw control. The manifold also serves to distribute compressed gas to the dead engine side of the aircraft in the event of a dead engine emergency, and to reaction jets for attitude control during VTOL operations.

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: The invention is a helicopter that includes a fuselage with a longitudinal axis, a main rotor and tail rotor; and right and left wings mounted to said fuselage. The right and left wings having at least a portion of which are rotatable from a horizontal position wherein they produce lift in forward flight, to an at least partially downward position wherein they act as landing struts.

Abstract: A multi-purpose airship usable for multi-purposes with less maintenance cost is provided. The multi-purpose airship comprises an operator cabin (1) to which a work device of agricultural chemical scattering device (10) or the like is fittable, a rotor (4) fitted to a top of the operator cabin (1) and having rotor blades of plural stages (or coaxial rotors) of which fitting angle (or pitch) is adjustable to generate a lifting force and propulsive force, a balloon (5) detachably fitted to a top of the rotor (4) and filled with gas lighter than air to generate a lifting force, a stabilizing wing (2) elongating horizontally from each side of the operator cabin (1) and a propulsion device (3) comprising a propeller device or jet engine fitted to a distal end of the stabilizing wing (2) to vary a thrust direction between the horizontal direction and the vertical direction.

Abstract: Rotor/wing aircraft having a low-drag flap are disclosed. In one embodiment, a rotor/wing aircraft includes an elongated blade having a body portion and a flap portion. The body portion has first and second edges and includes a non-symmetric portion proximate the second edge. The flap portion is moveably coupled to the body portion proximate the second edge and is moveable between a rotary flight position and a forward flight position. In the rotary flight position, the flap portion is proximate at least part of the non-symmetric portion to form a second symmetric portion proximate the second edge. In the forward flight position, the flap portion extends away from the non-symmetric portion to form a tapered portion proximate the second edge.

Abstract: A single-tilt-rotor VTOL airplanes have a tiltable rotor attached to an elongated power pod containing the collective and cyclical pitch mechanism, and transmission. The power pod is pivotably attached to a base that is slidably mounted on a pair of slotted guide beams attached on top of the roof of the fuselage. The guide beams run longitudinally from the front of the aircraft to past the center of gravity (CG) of the aircraft in order to transport the power pod from the front section to the center section when converting from the horizontal cruising mode to the VTOL mode. In the horizontal cruising mode, the power pod perched horizontally on top of the fuselage front section with sufficient clearance for the rotor to rotate in front of the aircraft.

Abstract: A method of stabilizing a jet-powered tri-mode aircraft as the aircraft travels in a helicopter mode, a compound mode, and a fixed-wing mode is disclosed. The method includes receiving a plurality of velocity vector component values and velocity vector commands derived from either (1) a number of pilot operated controllers or (2) a commanded array of waypoints, which are used for fully automated flights, and a rotor speed reference value, which is decreased with increasing forward speed to unload the rotor, thereby permitting conditions for stopping the rotor in flight. Stabilization of the commanded velocity vector is achieved in all modes of flight using blended combinations of rotor swashplate controls and aerodynamic controls such as elevons, canards, rudders, and a horizontal tail. Stabilization to the commanded velocity vector includes a plurality of control constraints applied to the pilot stick controllers that prevent penetration of envelope limits.

Abstract: A system for performing feed-forward anticipation of rotor torque demand on a helicopter engine is disclosed which includes a flight control computer adapted and configured to predict the total torque required at the main and tail rotors of the helicopter, and an engine fuel control system adapted and configured to compute the rate of change of the total torque, convert the rate of change of the total torque to an engine acceleration/deceleration rate, and obtain a demanded engine acceleration/deceleration rate therefrom.

Abstract: An aircraft has a flying wing and two wingtip hulls installed on the wingtips of the flying wing. Both of the wingtip hulls contain lighter-than-air gas to generate static lift. These wingtip hulls not only contribute to lift-generating but also help the aircraft achieve roll stability and control. Forward propulsion systems are installed at the upper-front positions of the flying wing. When vertical and/or short take-off and landing (V/STOL) capability is required, one or more lift-fan propulsion systems can be installed on the flying wing. The lift-fan propulsion systems can either be driven by their own engines or by the power transmitted from the forward propulsion systems. Payload can be carried inside the flying wing or be hung under or held above the flying wing.

Abstract: An ornithopter has a power assembly which provides flapping of the wings by a reciprocating shaft and bell cranks. The wings are mounted on a hub which rotates in response to the flapping of the wings. The sinusoidal movement of the wings provides lift for flight.

Abstract: A helicopter main rotor blade balance weight retention system and assembly having a base plate (105), at least one support post (107) integral with the base plate and extending out perpendicularly from the base plate, a plurality of balance weights (109), a retaining nut plate (111), and one or more fastening bolts (113) for securing the balance weights to the base plate, and the base plate to the rotor blade. The balance weights (109) include apertures (117, 119) through which the support posts and the fastening bolts pass. The apertures through which the support posts pass are dimensioned such that the a snug fit is formed between the support posts and the balance weight; but the apertures through which the fastening bolts pass are dimensioned such that the threaded portions of the fastening bolts are not subjected to any shear loads from the balance weights due to the centrifugal force generated by the rotating rotor blades. The weight retention assembly is installed into pockets in the blade tip.

Abstract: An improved data transfer system is disclosed which provides efficient information retrieval for tracking subsets of aircraft which are within larger sets applicable in general to aircraft in route and selectively retrieving information in an automated manner which is user defined for information displayed and functionality and specific for a user defined subset of aircraft.

Abstract: A vertical takeoff and landing aircraft (10) is provided including an aircraft fuselage (12). A plurality of hubs (20) are mechanically coupled to the fuselage (12) and are rotated by at least one engine (22). A plurality of tandem rotor/wings (14) are mechanically coupled to the plurality of hubs (20) and propel and lift the aircraft fuselage (12). A transitional lift wing (16) is mechanically coupled to the fuselage (12) and enables lift on the fuselage (12) during off-loading lift of the plurality of tandem rotor/wings (14). A main controller (24) is coupled to the plurality of tandem rotor/wings (14) and switches the plurality of tandem rotor/wings (14) between a vertical lift mode and a fixed wing mode. A method of performing the same is also provided.

Abstract: An electrical cable interconnect device for use in an opening in a panel of an aircraft to interconnect cables on opposite sides of the panel. The interconnect device has a bracket having at least one peripheral edge that is configured and adapted to attach to the panel. A plate extends along a portion of the at least one peripheral edge of the bracket and through the opening in the panel. The plate has at least one opening that allows an electrical cable and/or a connector to be attached to the plate so that the plate facilitates interconnection of electrical cables on opposite sides of the panel. A cover can be disposed on top of the bracket so that the cover covers a portion of the opening in the panel. A gasket can be positioned between the bracket and the panel to seal the connection of the bracket to the panel.

Abstract: System for controlling the torsional stability of the drivetrain of a machine, in particular of a helicopter.

Abstract: To fold/unfold blades of a rotor, at least one variable-length linear actuator is removably attached to two blades locked in the flight position. A first blade is unlocked, and the actuator is actuated to vary its length and bear against the other blade which remains locked. This causes the first blade to pivot about its pivot axis and move to a folded position where it is again locked. The other blade is then unlocked and the actuator once again actuated but this time bearing against the first blade. In this way the other blade pivots into the folded position where it is again locked. The two locked folded blades may be connected to each other by a link rod. Rotors with three blades, four blades, five and six blades can be folded/unfolded with only two actuators.

Abstract: A transmission system for a hybrid aircraft is driven by a plurality of driveshafts and drives a translational propulsion system. Each driveshaft is mounted to a pinion gear which mesh with an upper and lower counter-rotating gear. The upper and lower counter-rotating gears drive a respective upper and lower rotor shaft which powers a counter-rotating rotor system. A first angle is defined between a first and a second driveshaft while a second angle is defined between the second and a third driveshaft. The angle between the driveshafts are a whole number multiple of the formula: &thgr;=(CP/R)*(180/&pgr;). By so angularly locating the driveshafts, proper meshing of the pinion gears and the upper and lower counter-rotating gears is assured and tolerances are less stringent as the support structure is effective designed around optimal location of the driveshafts for gear meshing rather than vice versa.

Abstract: A tiltrotor aircraft (11) has a multi-mode tiltrotor nacelle control system with integrated envelope protection (13). The tiltrotor aircraft (11) has a fuselage (15), a tail section (17), a left wing member (21a), a right wing member (21b), a right engine nacelle (23b), a left engine nacelle (23a), a left proprotor (25a), and a right proprotor (25b). Activation of the nacelle control system causes preselected rotational movement of the tiltrotor assembly.

Abstract: An unmanned air vehicle (UAV) having a ducted fan configuration with a propeller mounted inside of an opening that extends longitudinally through a fuselage. A gyroscopic stabilization device is attached to the propeller shaft such that rotation of the propeller shaft also results in rotation of the gyroscopic stabilization device. The gyroscopic stabilization device has sufficient mass and rotates at a sufficient angular velocity such that the aircraft is gyroscopically stabilized during flight. In one embodiment, the gyroscopic stabilization device comprises a ring mounted to the outer tips of the propeller and in another embodiment is comprised of a disc.

Abstract: A variable diameter rotor blade assembly includes a rotor hub with multiple rotor blades each having an outboard blade section telescopically mounted to an inboard blade section. A reeling assembly includes a strap drum that extends and retracts a strap attached to each of the outboard blade sections to selectively change the diameter of the rotor blade assembly. The strap includes a body portion extending toward the drum and a termination portion attached to each of the outboard blade sections. The termination portion is made from a rigid fiber reinforced composite that has a higher rigidity than the body portion. A transition region is formed between the body portion and the termination portion and is made from a flexible matrix-fiber composite that has a higher rigidity than the body portion and a lower rigidity than the rigid fiber reinforced composite.

Abstract: The present invention provides one pair or two pairs of horizontal propellers incorporated on the two opposite sides of an aircraft, which propellers by their rotating external blades create through their frontal shell opening a very strong frontal depression, stronger than their drag, providing an horizontal motion subsonic or supersonic, but their main advantage arise from the supersonic speed power requirement which is less than 20% of that of equivalent supersonic aircraft's, with consequent economy of construction, of maintenance and mainly in flight cost, and also a multiple in flight range and obviously respectively decrease of air pollution.

Abstract: A pivoting power transmission unit is provided for transmitting rotational drive from a power source to a rotor configured to revolve about a first axis and configured to swivel about a second axis perpendicular thereto. The transmission unit comprises: input pinion driven in rotation by the power source; two contra-rotating gearwheels which mesh with the input pinion and are co-axially mounted along the second axis; two cylindrical intermediate pinions, each joined to rotate co-axially with a respective one of the two gearwheels; and a further gearwheel in meshing engagement with the intermediate pinions. The further gearwheel drives in rotation an output shaft linked to the rotor.

Abstract: A fixed wing rotorcraft uses differential thrust between wing mounted propellers to provide counter torque when the rotor is being powered by a power source. The rotorcraft is comprised of a fuselage to which fixed wings are attached. A rotor is attached on an upper side of the fuselage and provides lift at low speeds while the wings provide a majority of the lift at high speeds. When at high speeds the rotor may be slowed to reduce advancing tip speed and retreating blade stall. Forward thrust and counter torque is provided by propellers mounted on either side of the fuselage or even on the wings.

Abstract: A tiltrotor aircraft (11) has a multi-mode tiltrotor nacelle control system with integrated envelope protection (13). The tiltrotor aircraft (11) has a fuselage (15), a tail section (17), a left wing member (21a), a right wing member (21b), a right engine nacelle (23b), a left engine nacelle (23a), a left proprotor (25a), and a right proprotor (25b). Activation of the nacelle control system causes preselected rotational movement of the tiltrotor assembly.

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.