An aerial vehicle that uses motor pulsed-induced cyclic control is provided. In example embodiments, the aerial vehicle comprises a fuselage incorporating a battery system and a payload bay for operatively receiving and holding a payload and at least one mono-blade rotor coupled to an electric motor and an electric motor control system. The electric motor control system controls the electric motor using pulse-induced cyclic control. The aerial vehicle further includes at least one wing, at least one cruise propeller, and an avionics system. The avionic system is configured to transition the aerial vehicle between a vertical take-off and landing mode in which the at least one mono-blade rotor is primarily engaged to propel the aerial vehicle vertically and a cruising mode in which the at least one cruise propeller is primarily engaged to propel the aerial vehicle horizontally.

In one embodiment, a method may comprise heating a composite material into a viscous form, wherein the composite material comprises a thermoplastic and a plurality of reinforcement fibers, wherein the plurality of reinforcement fibers is randomly arranged within the thermoplastic. The method may further comprise extruding a plurality of strands of the composite material, wherein extruding the plurality of strands causes the plurality of reinforcement fibers within each strand to align. The method may further comprise arranging the plurality of strands of the composite material to form an assembly fixture, wherein the assembly fixture comprises an anisotropic thermal expansion property, and wherein the anisotropic thermal expansion property is based on an orientation of the plurality of reinforcement fibers within the assembly fixture.

In one embodiment, a method may comprise heating a composite material into a viscous form, wherein the composite material comprises a thermoplastic and a plurality of reinforcement fibers, wherein the plurality of reinforcement fibers is randomly arranged within the thermoplastic. The method may further comprise extruding a plurality of strands of the composite material, wherein extruding the plurality of strands causes the plurality of reinforcement fibers within each strand to align. The method may further comprise arranging the plurality of strands of the composite material to form an assembly fixture, wherein the assembly fixture comprises an anisotropic thermal expansion property, and wherein the anisotropic thermal expansion property is based on an orientation of the plurality of reinforcement fibers within the assembly fixture.

An aerodynamic structure incorporated in an aircraft control surface provides a spar extending along at least a portion of the control surface in a direction and the spar includes a plurality of bends along the direction of extension along the control surface to provide space to accommodate actuator fittings or other structural or operational requirements.

An actuator failure or disconnection detection device for an aircraft leading edge slat comprises a base and a biasing assembly mounted to the base and movable relative thereto. The base and biasing assembly are removably mountable between a fixed structure in the aircraft wing and the slat at an actuator location. The device further comprises an indicator for indicating the amount of movement of the biasing assembly in a direction towards the base when the slat is retracted towards the wing leading edge. The indicator may be a collar slidably mounted on the device.

A sealant containment assembly is configured to bound at least a portion of a fastener pattern between at least two components, such as components used to form at least a portion of an aircraft. The sealant containment assembly includes at least one sealant containment member that is configured to sealingly engage peripheral portions of components. The sealant containment member(s) is configured to form a sealing chamber around at least a portion of the fastener pattern. Fluid sealant is configured to flow into the sealing chamber and cure to seal fasteners within the fastener pattern that connect the components together.

A sealant containment assembly is configured to bound at least a portion of a fastener pattern between at least two components, such as components used to form at least a portion of an aircraft. The sealant containment assembly includes at least one sealant containment member that is configured to sealingly engage peripheral portions of components. The sealant containment member(s) is configured to form a sealing chamber around at least a portion of the fastener pattern. Fluid sealant is configured to flow into the sealing chamber and cure to seal fasteners within the fastener pattern that connect the components together.

Disclosed in the present invention is a high-speed aircraft, comprising a shell and an engine, an outer fluid channel and an inner fluid channel being arranged in succession within the shell, the outer fluid channel and the inner fluid channel respectively connecting to the exterior by means of their own air vent; the outer fluid channel is connected to an air suction port of the engine, such that the pressure difference produced by the flow rate within the outer fluid channel being greater than the flow rate within the inner fluid channel acts as the driving force source of the aircraft. Also disclosed in the present invention is an aircraft having greater lift. The present invention provides an innovative method and apparatus for a driving force source obtained from fluid resistance, thus changing the mutual contradiction of a traditional driving apparatus directing external force to itself whilst also needing to use more driving force to overcome fluid resistance. The present invention changes the direction of fluid pressure, altering the condition that the amount of pressure dictates the size of the driving force source obtained; on this basis, a novel greater first and second lift source and driving force source are produced for use in an aircraft.

Disclosed in the present invention is a high-speed aircraft, comprising a shell and an engine, an outer fluid channel and an inner fluid channel being arranged in succession within the shell, the outer fluid channel and the inner fluid channel respectively connecting to the exterior by means of their own air vent; the outer fluid channel is connected to an air suction port of the engine, such that the pressure difference produced by the flow rate within the outer fluid channel being greater than the flow rate within the inner fluid channel acts as the driving force source of the aircraft. Also disclosed in the present invention is an aircraft having greater lift. The present invention provides an innovative method and apparatus for a driving force source obtained from fluid resistance, thus changing the mutual contradiction of a traditional driving apparatus directing external force to itself whilst also needing to use more driving force to overcome fluid resistance. The present invention changes the direction of fluid pressure, altering the condition that the amount of pressure dictates the size of the driving force source obtained; on this basis, a novel greater first and second lift source and driving force source are produced for use in an aircraft.

Systems and methods according to one or more embodiments are provided for reducing noise levels in a passenger cabin of an aircraft. In one example, an aircraft includes a wing coupled to a fuselage. The wing is configured to heat air to provide a first stream of air from a central portion of a wing segment of the wing extending between the fuselage and a first engine of an aircraft. The first stream of air is at a higher temperature than an adjacent stream of air from the wing.