An aircraft with a composite tail boom that comprises at least partly a tubular tail boom cone with an outer skin and an inner skin, wherein the inner skin delimits a hollow interior of the composite tail boom, wherein a plurality of rod-shaped stiffening elements and a plurality of ring-shaped stiffening elements are arranged between the outer skin and the inner skin, the plurality of rod-shaped stiffening elements being oriented in longitudinal direction of the composite tail boom and the plurality of ring-shaped stiffening elements being distributed along the longitudinal direction in the tubular tail boom cone.

A wide-body aircraft is disclosed with a fuselage section that includes a set of side-by-side fuselage lobes having a fuselage skin. A first woven composite preform positioned at a first intersection of the set of side-by-side fuselage lobes located at a first cusp of the side-by-side fuselage lobes. A second woven composite preform positioned at a second intersection of the set of side-by-side fuselage lobes located at a second cusp of the side-by-side fuselage lobes. Each of the first and second woven composite preforms are configured to receive a structural component, such that each of the first and second woven composite preforms accommodates vertical load imparted through the structural component.

An apparatus and method that improves the operation of aerospace planes or rockets having an integrated flute and hat components whereby the flute functions as a hypersonic refrigeration engine and the hat as a flat plate heat exchanger to achieve an isothermal compression of the incipient hypersonic air in front of the nosecone to reduce hypersonic vibrations during flight, these improvements allow for the reduction in temperature during flight operation allowing for improved cooling of the aerospace plane or rocket.

An aerial vehicle including a main body having a leading edge. An inlet is recessed aft from the leading edge. Forward protrusions extend from the main body on opposite sides of the inlet. An outlet nozzle is proximate to an aft end. The inlet is in fluid communication with the outlet nozzle. Wings extend from the main body.

A plurality of port-side tilt rotors and a plurality of starboard-side tilt rotors are configured to rotate between a first rotor position and a second rotor position. The port-side tilt rotors are coupled to a trailing edge of the fixed and forward-swept wing on the port side and the starboard-side tilt rotors are coupled to the trailing edge of the fixed and forward-swept wing on the starboard side. The aircraft also includes a fuselage. When the port-side and starboard-side tilt rotors are in the first rotor position, at least some of a lift to keep the aircraft airborne comes from thrust output by the rotors at least some of the time. When in the second rotor position, at least some of the lift to keep the aircraft airborne comes from aerodynamic lift on the fixed and forward-swept wing at least some of the time.

An aircraft includes a fuselage having a wing profile. An apparatus for thrust reversal is disposed on the tail of the aircraft. Air feed takes place from the outside, by way of a braking flap with an air intake channel and/or from a propelling machine.

A fixed-wing, powered, non-buoyant, enclosed cargo aircraft design for carrying low-density wind turbine components is disclosed. The cargo aircraft can include a fuselage defining a forward end, an aft end, and a continuous interior cargo bay that spans almost all of a length of the fuselage from the forward end to the aft end, the cargo bay being capable of enclosing a maximum payload length approximately in the range of about 75 meters and about 125 meters. The aircraft is capable of short takeoff and landing (STOL) operations while carrying a maximum payload weight. The takeoff field length can be less than about 10 lengths of the maximum pay load length.

To make an aircraft assembly installation modulable, the latter includes a floor, assembly stations distributed on the floor, and structures for accessing the aircraft during their assembly, each structure being mobile on the ground. The access structures include at least one access structure at an orbital junction between two fuselage sections, at least one access structure at the two junctions between a fuselage section and each of the two aircraft wings, and at least one access structure at the junctions between a rear fuselage section and tail units. In addition, the installation is designed to be able to adopt several distinct configurations, each having a different distribution of the access structures between the assembly stations.

An aircraft emergency landing stability system includes an aircraft, including a fuselage and landing gear, and a blister projecting downwardly from a fuselage-underside surface of the fuselage proximate to a nose of the fuselage. The blister locates a secondary contact surface of the aircraft forward of a center of gravity of the aircraft to mitigate a nose-down pitching moment of the aircraft created in response to contact with a landing surface during an emergency landing.

The group of inventions relates to the field of aircraft. In each variant, a flying object (FO) comprises a body and wings. In a first variant, an FO comprises wings mounted so as to be capable of rotating the FO. In a second variant, an FO comprises a body on which is mounted a rim with side wings. In a third variant, an FO comprises wings in the shape of a triangular prism, one side of which is fastened to the body, and the other two sides of which are spherical with arcs of different radii. In a fourth variant, the FO comprises tail wings fastened to the body such that the exhaust gases from the nozzle impinge on the wings and create a force which rotates the FO.