One example of a fairing for a rotorcraft includes an outer mold line portion (OML portion) and a bearing portion extending from the OML portion. The OML portion provides at least a portion of an outer mold line of the rotorcraft. Both the OML portion and the bearing portion shield a portion of a structural member. The bearing portion can protect the portion of the structural member from damage resulting from foot traffic associated with accessing an area nearby the structural member.

A cupola fairing (250) for reducing drag and increasing lift on an aircraft fuselage (210) and wings (220). The fairing includes a housing length extending along a longitudinal axis, and a variable width extending normal to the longitudinal axis. The housing width is variable and defined by a plurality of cross-sectional areas of the cupola fairing. The fairing has a substantially smooth exterior surface that is curved along the length and the variable width of the housing. The housing surface has its longitudinal and transverse curvatures being defined by metrics corresponding to a reference wing root chord of the aircraft (200), a cross-sectional area of the fuselage, a percentage of the cross-sectional area to be covered by the fairing, and positioning of the cupola fairing on the crown portion of the fuselage (210). The housing has a lower surface configured to conform to a shape of the crown at which the cupola fairing (250) is positioned.

A rectification structure body 100 of a flying vehicle is provided with a rectification section 30, a heat input control section 20 and a vacuum thermal insulation section 10. The rectification section 30 has a rectification surface 30a and a back surface 30b. The rectification surface 30a rectifies airflow 5 from a travelling direction. The back surface 30b is arranged opposite to the rectification surface 30a. The heat input control section 20 is connected to the back surface 30b. The vacuum thermal insulation section 10 is connected to the heat input control section 20 and its surface is formed of rigid body. In addition, the heat input control section 20 is sandwiched between the back surface 30b and the vacuum thermal insulation section 10.

A rectification structure body 100 of a flying vehicle is provided with a rectification section 30, a heat input control section 20 and a vacuum thermal insulation section 10. The rectification section 30 has a rectification surface 30a and a back surface 30b. The rectification surface 30a rectifies airflow 5 from a travelling direction. The back surface 30b is arranged opposite to the rectification surface 30a. The heat input control section 20 is connected to the back surface 30b. The vacuum thermal insulation section 10 is connected to the heat input control section 20 and its surface is formed of rigid body. In addition, the heat input control section 20 is sandwiched between the back surface 30b and the vacuum thermal insulation section 10.

A thermal management system for transferring heat from a heat load includes a first composite structural member that supports a heat load source, a second composite structural member, and a heat transfer member positioned between the first composite structural member and the second composite structural member and in thermal contact with at least the first composite structural member, and in thermal contact with a heat sink. The system further includes at least one thermally-conductive first fastener that is in thermal contact with the heat transfer member, couples the heat load source to at least the first composite structural member, and conducts heat from the heat load source into the heat transfer member. The heat transfer member conducts heat from the thermally-conductive first fastener to the heat sink.

Phased array antennas, such as a multi-function aperture, are limited in performance and reliability by traditional air-cooled thermal management systems. A fuel-cooled multi-function aperture passes engine fuel through heat exchangers that surround the multi-function aperture to provide better heat transfer than can be achieved through air cooling systems. The increased heat transfer and thermal management results in a multi-function aperture with improved performance and reliability.

Phased array antennas, such as a multi-function aperture, are limited in performance and reliability by traditional air-cooled thermal management systems. A fuel-cooled multi-function aperture passes engine fuel through heat exchangers that surround the multi-function aperture to provide better heat transfer than can be achieved through air cooling systems. The increased heat transfer and thermal management results in a multi-function aperture with improved performance and reliability.

An electronic speed controller (ESC) assembly for an unmanned aerial vehicle includes a first ESC for driving a first motor, a second ESC for driving a second motor, and a heat sink assembly disposed between the first ESC and the second ESC. The first motor is configured to drive an upper propeller to generate a lift, and the second motor is configured to drive a lower propeller to generate a lift. The first ESC and the second ESC are alternately disposed. The heat sink assembly includes a heat sink main body, and a thermally conductive metal and a heat dissipation pipe disposed on the heat sink main body. The thermally conductive metal is connected to the heat dissipation pipe. The first ESC and the second ESC are respectively in contact with the thermally conductive metal on the heat sink main body to transfer generated heat to the thermally conductive metal.

Cable retainer apparatuses for retaining a cable, and aircraft and methods including such apparatuses are provided. In one example, a cable retainer for retaining a cable proximate a surface of an aircraft includes a cable retainer. The cable retainer is configured to retain the cable. A fairing is disposed about the cable retainer and is configured to couple to the aircraft to support the cable retainer adjacent to the surface of the aircraft.

High-pressure fan duct bleed air is used to pressurize a cavity between the fan duct inner wall and the inner wall thermal insulation blankets. The cavity is pressurized to prevent hot air from the nacelle core compartment from flowing under the insulation blankets and degrading the fan duct inner wall. Pressure regulating valves (PRV) allow better control of the cavity pressure during different phases of the flight profile and under different levels of insulation blanket seal degradation by passively controlling exit area from the cavity based on an established pressure limit. Moreover, the pressurization system can be implemented as a passive cooling system by increasing the mass flow rate into the cavity and then the core compartment to a level suitable for core compartment cooling. The cooling air can be vented at the forward end of the insulation blanket assembly to provide core compartment ventilation flow, or vented through dedicated ports in the insulation blanket for targeted core compartment component cooling.