A vertical take-off and landing aircraft comprising two turbines, the lower of which is plate-like, and the upper is flat or plate-like. Each turbine comprises a reactive power plant comprising an air engine and receivers connected to a compressor. The body of each turbine is mounted on a metallic disc connected to a vertical shaft of the aircraft, and is equipped with vanes. The vanes are mounted in a single row along the perimeter of the body or are arranged in a single tier such that the position thereof can be changed. The aircraft can comprise intermediate turbines which are mounted between the upper and lower turbine and are flat or plate-like. The body of each turbine is metallic and comprises two rings, one of which is connected to the disc, and also radial struts mounted along the perimeter of the turbine body and connected to the rings and vanes.

The invention relates to a continuous detonation wave engine and aircraft provided with such an engine. The continuous detonation wave engine (1) operates with a detonation mixture of fuel and oxidant and includes, in particular, a detonation chamber (3) comprising an injection base (10), the length of which is defined along an open line (17), such as to form a detonation chamber (3) having an elongate form in a transverse plane, as well as an injection system (4) arranged such as to inject the fuel/oxidant mixture into the detonation chamber (3) at at least one segment of the injection base (10).

A jet engine has an inlet which takes in air, a combustor which combusts fuel by using the air, and a fuel control section which controls supply of the fuel. The combustor has a fuel supplying section which supplies the fuel, injectors which inject the fuel. Each injector contains openings which inject the fuel. The fuel supplying section supplies the fuel to the injector in a flow rate according to a command of an autopilot. The fuel control section controls the injectors such that the number of the openings which inject the fuel or flow-path cross-section areas of the pipes which send the fuel in case of the low-speed is more than the number of the openings which inject the fuel or the flow-path cross-section areas of the pipes which send the fuel in case of the high-speed.

A jet engine has an inlet which takes in air, a combustor which combusts fuel by using the air, and a fuel control section which controls supply of the fuel. The combustor has a fuel supplying section which supplies the fuel, injectors which inject the fuel. Each injector contains openings which inject the fuel. The fuel supplying section supplies the fuel to the injector in a flow rate according to a command of an autopilot. The fuel control section controls the injectors such that the number of the openings which inject the fuel or flow-path cross-section areas of the pipes which send the fuel in case of the low-speed is more than the number of the openings which inject the fuel or the flow-path cross-section areas of the pipes which send the fuel in case of the high-speed.

Turbojet engine fan module wheel, including a plurality of blades made of composite material, each blade having a root assembled with a base distinct from the bases of the other blades, each base having a groove extending axially and opening out on the side of the upstream face and on the side of the downstream face, each root cooperating by axial interlocking in a form-fitting manner, for example in the shape of a dovetail, with the groove of the base, whereby the root is retained on the base along the radial and circumferential directions, and each base cooperates with at least one part configured to axially block the root within the groove of the base, whereby the root is retained along the axial direction.

Turbojet engine fan module wheel, including a plurality of blades made of composite material, each blade having a root assembled with a base distinct from the bases of the other blades, each base having a groove extending axially and opening out on the side of the upstream face and on the side of the downstream face, each root cooperating by axial interlocking in a form-fitting manner, for example in the shape of a dovetail, with the groove of the base, whereby the root is retained on the base along the radial and circumferential directions, and each base cooperates with at least one part configured to axially block the root within the groove of the base, whereby the root is retained along the axial direction.

An aircraft propulsion unit including a nacelle comprising a fan compartment, a front cowling forming an air inlet, and an intermediate section having at least one removable fixed intermediate cowling, externally delimiting the fan compartment, and attached to another structure of the propulsion unit by removable through fasteners. The intermediate cowling is connected to another element of the propulsion unit by means of a hinge system which, as a result of removing the removable through fasteners, is designed to allow the intermediate cowling to be moved between a closed position, in which it extends continuously with the front cowling, and an open position, in which the intermediate cowling is shifted upstream or downstream so as to open the fan compartment

The gas propulsion thrust device comprises a cone-shaped propulsion element with a rigid concave internal surface and a second convex external surface. The propulsion element is submerged in gas and aligned with a high-frequency linear actuator, which causes its reciprocal motion along the longitudinal axis, generating thrust. The device includes a thrust chamber that supports the actuator and surrounds the propulsion element, maintaining a consistent gap between the propulsion element and the chamber to direct gas from the second side to the first side. The chamber tapers around the propulsion element, and a gas directing cap is configured to direct gas around the second side towards the first side. Propulsion element is rigid and its shape remains unchanged during the operation. The reciprocal motion creates a gas pressure differential across the propulsion element, generating thrust by propelling gas away from the propulsion element in the opposite direction of propulsion. The device offers efficient and controlled thrust generation.

Hybrid propulsion systems that utilize liquid natural gas solid oxide fuel cells in a manner practical for use in aircraft that avoid the use of heavy batteries, provide transient response times suitable for use in aircraft, and/or simplify reactant pre-conditioning systems using a compressor and turbine pair operatively coupled to the solid oxide fuel cell. Such hybrid propulsion systems for an aircraft may include a liquid natural gas solid oxide fuel cell, a motor driven by electric power from the solid oxide fuel cell, a gearbox operatively coupled to the motor, and a turbofan engine configured to generate thrust for the aircraft. The turbofan engine may be configured to provide electric power and shaft power and may include a duct fan that is operatively coupled to the motor via the gearbox, with the duct fan being driven by mechanical power from the gearbox and by the motor.

Hybrid propulsion systems that utilize liquid natural gas solid oxide fuel cells in a manner practical for use in aircraft that avoid the use of heavy batteries, provide transient response times suitable for use in aircraft, and/or simplify reactant pre-conditioning systems using a compressor and turbine pair operatively coupled to the solid oxide fuel cell. Such hybrid propulsion systems for an aircraft may include a liquid natural gas solid oxide fuel cell, a motor driven by electric power from the solid oxide fuel cell, a gearbox operatively coupled to the motor, and a turbofan engine configured to generate thrust for the aircraft. The turbofan engine may be configured to provide electric power and shaft power and may include a duct fan that is operatively coupled to the motor via the gearbox, with the duct fan being driven by mechanical power from the gearbox and by the motor.