An aeronautical propulsion system includes a fan having a plurality of fan blades rotatable about a central axis and defining a fan pressure ratio, FPR. The propulsion system also includes an electric motor mechanically coupled to the fan for driving the fan, the electric motor including a number of poles, n.sub.poles, and defining a maximum power, P. The relationship between the fan pressure ratio, FPR, of the fan, the number of poles, n.sub.poles, of the electric motor, and the maximum power, P, of the electric motor is defined by an equation: $\frac{n_{\mathrm{pole}}}{\sqrt{p}}=C_1.Math.e^{-9.062.Math.\mathrm{FPR}}+C_2.Math.e^{-1.2604.Math.\mathrm{FPR}};$
wherein C.sub.1 is a constant having a value between 22,000 and 52,000, wherein C.sub.2 is a constant having a value between 4.0 and 9.8, and wherein e is Euler's number.

A propulsion system for an aircraft includes an electric power source, an electric propulsor assembly having an electric motor and a propulsor configured to generate thrust for the aircraft, and a power bus electrically connecting the electric power source to the electric propulsor assembly such that the electric power source powers the electric propulsor assembly. The power bus includes an electric line and a fluid cooling system, the fluid cooling system extending along at least a portion of a length of the electric line. The fluid cooling system is in thermal communication with the electric line for cooling the electric line during operation and is further in thermal communication with the electric motor of the electric propulsor assembly for cooling the electric motor of the electric propulsor assembly.

An aerodynamic stabilizer assembly for stabilizing an aft fan mounted to a fuselage of an aircraft is presented. The stabilizer assembly includes one or more generally horizontal stabilizers for mounting to a nacelle of the aft fan and the fuselage so as to stabilize the aft fan. Each of the generally horizontal stabilizers includes an inner portion and an outer portion. The inner portions are mounted to a nacelle of the aft fan and the fuselage at a predetermined downward angle with respect to a central axis of the aft fan so as to direct airflow upwards and into the aft fan, the outer portion being mounted to the inner portion.

An aeronautical propulsion system includes a fan having a plurality of fan blades rotatable about a central axis and defining a fan pressure ratio, FPR. The propulsion system also includes an electric motor mechanically coupled to the fan for driving the fan, the electric motor including a number of poles, n.sub.poles, and defining a maximum power, P. The relationship between the fan pressure ratio, FPR, of the fan, the number of poles, n.sub.poles, of the electric motor, and the maximum power, P, of the electric motor is defined by an equation:

[00001]$\frac{n_{\mathrm{pole}}}{\sqrt{P}}=C_1.Math.e^{-9.062.Math.\mathrm{FPR}}+C_2.Math.e^{-1.2604.Math.\mathrm{FPR}};$

wherein C.sub.1 is a constant having a value between 22,000 and 52,000, wherein C.sub.2 is a constant having a value between 4.0 and 9.8, and wherein e is Euler's number.

Provided is an airflow control system for controlling airflow flowing over an upper surface of an aircraft. The airflow control system includes: a blowout port that is provided on a forward side of the upper surface of the aircraft to blow out the airflow; a suction port that is provided closer to the forward side than the blowout port to suck outside air; a fan that is provided on a rearward side of the blowout port to suck air flowing from a forward side and to discharge the air to a rearward side; and a compressor that is provided in a channel extending from the suction port to the blowout port to increase pressure of the outside air sucked from the suction port and to pressure-feed the resulting outside air to the blowout port.

Provided is an airflow control system for controlling airflow flowing over an upper surface of an aircraft. The airflow control system includes: a blowout port that is provided on a forward side of the upper surface of the aircraft to blow out the airflow; a suction port that is provided closer to the forward side than the blowout port to suck outside air; a fan that is provided on a rearward side of the blowout port to suck air flowing from a forward side and to discharge the air to a rearward side; and a compressor that is provided in a channel extending from the suction port to the blowout port to increase pressure of the outside air sucked from the suction port and to pressure-feed the resulting outside air to the blowout port.

An aircraft with an integrated boundary layer ingesting propulsion having a mechanically-distributed propulsion system. The mechanically-distributed propulsion system may include an engine to generate a mechanical drive power, a drive shaft, a direction-reversing transmission, and a propulsor fan. The drive shaft may be operatively coupled to the engine to receive the mechanical drive power. The direction-reversing transmission may have a first rotating shaft and a second rotating shaft, the first rotating shaft operatively coupled to the drive shaft to receive the mechanical drive power, which is configured to redirect the mechanical drive power received at the first rotating shaft from a first direction to face a second direction at the second rotating shaft. The propulsor fan may be coupled to the second rotating shaft to convert the mechanical drive power into thrust.

An aircraft with an integrated boundary layer ingesting propulsion having a mechanically-distributed propulsion system. The mechanically-distributed propulsion system may include an engine to generate a mechanical drive power, a drive shaft, a direction-reversing transmission, and a propulsor fan. The drive shaft may be operatively coupled to the engine to receive the mechanical drive power. The direction-reversing transmission may have a first rotating shaft and a second rotating shaft, the first rotating shaft operatively coupled to the drive shaft to receive the mechanical drive power, which is configured to redirect the mechanical drive power received at the first rotating shaft from a first direction to face a second direction at the second rotating shaft. The propulsor fan may be coupled to the second rotating shaft to convert the mechanical drive power into thrust.

An axial flux electrical machine comprises a first flux generating assembly, a second flux generating assembly, a shaft and a speed controller. The shaft has an axis of rotation. Each of the first flux generating assembly and the second flux generating assembly is rotationally located on the shaft in axial juxtaposition to one another, with the first flux generating assembly being axially separated from the second flux generating assembly by a separation distance. The speed controller is configured to modify a magnetic field generated by either of the first flux generating assembly and the second flux generating assembly so as to control a rotational speed of the electrical machine.

An aircraft design using an air intake structure for reducing drag and assisting aerodynamic control surfaces in controlling the aircraft. The air intake structure comprises an outer skin including a plurality of perforations, a plurality of closing plates for covering corresponding perforations and an actuator operatively connected to the plurality of closing plates. The outer skin creates a chamber between the outer skin and a fuselage of the aircraft and extends to cover engines of the aircraft and adapted to restrict airflow into the engines. The plurality of closing is movable between a closed position covering the corresponding perforations and, an open position, uncovering the corresponding perforations. The actuator is used for positioning the plurality of closing plates between the closed position and the open position. The aircraft design also includes a wing for minimizing an airfoil boundary layer separation and de-icing a leading edge of the wing.