A duct for a ducted-rotor aircraft may include internal structural components such as a spindle that is supported by a fuselage of the aircraft, first and second annular spars that are attached to an end of the spindle, a central hub that supports a motor of the aircraft, a plurality of stators that extend from the central hub to the second spar, and a plurality of ribs that are attached to the first spar and the second spar at respective opposed ends. The spindle may include an attachment interface to which the first and second spars are attached. The attachment interface may be disposed at the second end of the spindle. The attachment interface may define first and second arc-shaped planar surfaces to which the first and second spars, respectively, are attached.

A duct for a ducted-rotor aircraft may include internal structural components such as a spindle that is supported by a fuselage of the aircraft, first and second annular spars that are attached to an end of the spindle, a central hub that supports a motor of the aircraft, a plurality of stators that extend from the central hub to the second spar, and a plurality of ribs that are attached to the first spar and the second spar at respective opposed ends. The spindle may include an attachment interface to which the first and second spars are attached. The attachment interface may be disposed at the second end of the spindle. The attachment interface may define first and second arc-shaped planar surfaces to which the first and second spars, respectively, are attached.

An aircraft includes an airframe with first and second wings having a fuselage extending therebetween. A propulsion assembly is coupled to the fuselage and includes a counter-rotating coaxial rotor system that is tiltable relative to the fuselage to generate a thrust vector. First and second yaw vanes extend aftwardly from the fuselage. A flight control system is configured to direct the thrust vector of the coaxial rotor system and control movements of the yaw vanes. In a VTOL orientation of the aircraft, differential operation of the yaw vanes and/or differential operations of first and second rotor assemblies of the coaxial rotor system provide yaw authority for the aircraft. In a biplane orientation of the aircraft, collective operation of the yaw vanes provides yaw authority for the aircraft.

The invention is related to gages to measure incline angles of moving and immobile objects and can be used in incline angle gages in such transportation vehicles as airplanes and ships (if a phosphorus scale can be applied to a closed loop clear tube) as a standby device to display pitch and roll angles (FIG. 5, FIG. 6, FIG. 7, FIG. 8). The purpose of this invention is an effective measurement of incline angles in stationary and dynamic objects in a wide range (0°-180°, 0°-360°). Faster measurement is required to improve stated parameters of the general purpose liquid angle indicator. It is achieved because liquid, an air bubble or indicating ball within the semicircular and round clear tube, subjected to gravitational forces, can display measured angles relative to the scale on the graduated clear tube without being in a horizontal position.

An aircraft engine apparatus (1) includes: a rotating shaft (6); a fan (10) driven by the rotating shaft; a fan case surrounding the fan from outside in a radial direction of the rotating shaft; a nose cone (13) disposed upstream of the fan; a casing (2) that accommodates at least part of the rotating shaft and supports the fan case; a first motive force transmitter (9) that transmits motive force of the rotating shaft to the fan; and a support member (12) disposed inward of the first motive force transmitter in the radial direction, the support member coupling the nose cone to the casing such that the support member supports the nose cone in a stationary state.

An aircraft engine apparatus (1) includes: a rotating shaft (6); a fan (10) driven by the rotating shaft; a fan case surrounding the fan from outside in a radial direction of the rotating shaft; a nose cone (13) disposed upstream of the fan; a casing (2) that accommodates at least part of the rotating shaft and supports the fan case; a first motive force transmitter (9) that transmits motive force of the rotating shaft to the fan; and a support member (12) disposed inward of the first motive force transmitter in the radial direction, the support member coupling the nose cone to the casing such that the support member supports the nose cone in a stationary state.

A propeller attaching device includes a coupler that rotates integrally with an output shaft of a motor, a movable body, and a resilient body. The coupler allows attachment/detachment of an attachment portion of the motor by rotation of the propeller in the circumferential direction and restricts the movement of the propeller in an axial direction. The movable body includes a second receiving portion, and is supported by the coupler so as to be movable in the axial direction. The attachment/detachment position is a position where attachment/detachment of the attachment portion to/from the first receiving portion is allowed. The restriction position is positioned in a first direction relative to the attachment/detachment position, the first direction extending from the other end to one end of the output shaft in the axial direction of the output shaft, and restricts the rotation of the propeller in the circumferential direction relative to the base.

A coupling is disclosed for connecting a propeller to a motor in an aircraft such as a rotary wing aircraft and the like. The coupling comprises a propeller hub having an inner propeller hub bore defining an axial keyway. A rotatable shaft has an internal shaft bore connected for rotation with the motor. A radial key is slidably located in a radial aperture extending through the rotatable shaft. An actuator is slidably mounted within the internal shaft bore of the rotatable shaft. The radial key is received with the axial keyway for securing the propeller hub to the rotatable shaft. A depression of the actuator retracting the radial key relative to an outer surface of the rotatable shaft for permitting the propeller hub bore to be introduced onto the rotatable shaft.

Apparatus and methods for generating electrical power for powering a device associated with a bladed rotor driven by a gas turbine engine of an aircraft are disclosed. The apparatus includes a rotor shaft coupled the bladed rotor of the aircraft and driven by a turbine shaft of the engine via a speed-reducing gear train. A speed-augmenting power transfer device has an input coupled to the rotor shaft and an output for outputting a rotation speed higher than a rotation speed of the rotor shaft received at the input of the speed-augmenting power transfer device. An electric generator disposed in a hub of the bladed rotor is coupled to the output of the speed-augmenting power transfer device and configured to generate electrical power for the device associated with the bladed rotor.

Apparatus and methods for generating electrical power for powering a device associated with a bladed rotor driven by a gas turbine engine of an aircraft are disclosed. The apparatus includes a rotor shaft coupled the bladed rotor of the aircraft and driven by a turbine shaft of the engine via a speed-reducing gear train. A speed-augmenting power transfer device has an input coupled to the rotor shaft and an output for outputting a rotation speed higher than a rotation speed of the rotor shaft received at the input of the speed-augmenting power transfer device. An electric generator disposed in a hub of the bladed rotor is coupled to the output of the speed-augmenting power transfer device and configured to generate electrical power for the device associated with the bladed rotor.