The invention is directed to an aerial vehicle with a hybrid drive unit (10) and with a rotor unit (1, 1′) wherein the hybrid drive unit (10) comprises at least a combustion engine (11), a generator (12) and a first electric motor (7) and the rotor unit (1, 1′) comprises a first rotor (1), wherein the combustion engine (11) is configured to drive the generator (12) to produce electricity, the generator (12) is coupled to the first electric motor (7) in such a way that the first electric motor (7) is feedable with electricity from the generator (12). The rotor unit (1, 1′) comprises a second rotor (1) and the hybrid drive unit (10) comprises a second electric motor (7′), wherein the generator (12) is coupled to the second electric motor (7′) in such a way that the second electric motor (7′) is feedable with electricity from the generator (12), and wherein the first rotor (1) is driven by the first electric motor (7) and the second rotor (1′) is driven by the second electric motor (7′).

Cast components are provided that include a first section comprising a first metal material and having first grains with a first average grain size and a second section comprising a second metal material and having second grains with a second average grain size.

Systems, methods, lift fans, and aircraft involving active flow control of a ducted fan or fan-in-wing configuration are described.

An aircraft with folding mechanism, the aircraft including a fuselage, optionally a payload and/or landing gear attached to the fuselage, at least two longitudinal beams attached to the fuselage that preferably extend parallel to each other and parallel to a first aircraft axis, with lifting units attached to each of the longitudinal beams. At least one crossbeam is attached to the fuselage, and preferably extending parallel to a second aircraft axis and at right angles with respect to the longitudinal beams, with lifting units attached to the crossbeam. The longitudinal beams are rotatably attached to the fuselage by at least one respective first pivot joint configured for pivoting the longitudinal beams around a respective first pivot axis to a pivoted position. The crossbeam is rotatably attached to the fuselage, preferably by at least one second pivot joint, for pivoting the crossbeam around a second pivot axis to a pivoted position.

An aircraft with folding mechanism, the aircraft including a fuselage, optionally a payload and/or landing gear attached to the fuselage, at least two longitudinal beams attached to the fuselage that preferably extend parallel to each other and parallel to a first aircraft axis, with lifting units attached to each of the longitudinal beams. At least one crossbeam is attached to the fuselage, and preferably extending parallel to a second aircraft axis and at right angles with respect to the longitudinal beams, with lifting units attached to the crossbeam. The longitudinal beams are rotatably attached to the fuselage by at least one respective first pivot joint configured for pivoting the longitudinal beams around a respective first pivot axis to a pivoted position. The crossbeam is rotatably attached to the fuselage, preferably by at least one second pivot joint, for pivoting the crossbeam around a second pivot axis to a pivoted position.

An extension assembly for a rotor system for rotating a plurality of rotor blades about a rotor axis with a central rotor hub that defines the rotor axis includes a beam assembly and a first bearing assembly. The beam assembly is configured to attach to the central rotor hub and is positioned at least partially within a corresponding one of the plurality of rotor blades. The first bearing assembly is configured to be fastened to the beam assembly and to at least one of a leading edge or a trailing edge of the corresponding one of the plurality of rotor blades.

A rotor system for aerial vehicles where two or more rotor systems are used in a coaxial or tandem arrangement on the aerial vehicle.

A rotor system for aerial vehicles where two or more rotor systems are used in a coaxial or tandem arrangement on the aerial vehicle.

A hybrid multirotor propulsion system for an aircraft includes a plurality of propulsion units, each propulsion unit having a propeller, an electromotor and a peripheral differential gearbox; a plurality of driving elements, each of which is coupled to a respective one of the plurality of propulsion units; a mechanical power source; a main distributor gearbox; at least one electric machine; and a power management unit. The power management unit is configured according to a predetermined operating mode, which causes the mechanical power source to output first and second mechanical power components; and distributing the first mechanical power component to provide each driving element with a direct mechanical propeller power; and causes the electric machine to convert the second mechanical power component into electric power, part of which provides each electromotor with an electric propeller power. The direct mechanical propeller power causes each electromotor to convert the electric propeller power into an indirect mechanical propeller power, outputted to the peripheral differential gearbox; and causes the peripheral differential gearbox of each propulsion unit to aggregate the direct mechanical propeller power and the indirect mechanical propeller power to a total mechanical propeller power which drives the propeller of each propulsion unit.

A hybrid multirotor propulsion system for an aircraft includes a plurality of propulsion units, each propulsion unit having a propeller, an electromotor and a peripheral differential gearbox; a plurality of driving elements, each of which is coupled to a respective one of the plurality of propulsion units; a mechanical power source; a main distributor gearbox; at least one electric machine; and a power management unit. The power management unit is configured according to a predetermined operating mode, which causes the mechanical power source to output first and second mechanical power components; and distributing the first mechanical power component to provide each driving element with a direct mechanical propeller power; and causes the electric machine to convert the second mechanical power component into electric power, part of which provides each electromotor with an electric propeller power. The direct mechanical propeller power causes each electromotor to convert the electric propeller power into an indirect mechanical propeller power, outputted to the peripheral differential gearbox; and causes the peripheral differential gearbox of each propulsion unit to aggregate the direct mechanical propeller power and the indirect mechanical propeller power to a total mechanical propeller power which drives the propeller of each propulsion unit.