A mechanical arm having a shell and a lift power unit. A holding chamber is arranged in the mechanical arm shell, the lift power unit part is arranged in the holding chamber, the upper wall surface of the mechanical arm shell is provided with a first heat dissipation hole and a second heat dissipation hole. The first heat dissipation hole and the second heat dissipation hole are located on each side of the lift power unit, respectively. The lower wall surface of the mechanical arm shell is provided with a third heat dissipation hole and a fourth heat dissipation hole, and the third heat dissipation hole and the fourth heat dissipation hole are located on each side of the lift power unit, respectively.

A rotorcraft having an aerodynamic device arranged below a rotor, which rotor participates at least in providing lift for the rotorcraft in the air, the rotor being mounted to rotate about a first axis of rotation, the aerodynamic device having a fairing provided with at least one air inlet for enabling a stream of cool air to flow from a region that is situated outside the rotorcraft to another region that is situated inside the rotorcraft; at least at a mouth of the at least one air inlet in the fairing, the aerodynamic device has at least one moving flap that is mounted to move in rotation, the at least one moving flap having at least one degree of freedom of movement in rotation about a second axis of rotation relative to the fairing, and the at least one moving flap orienting itself automatically and passively.

A rotorcraft having an aerodynamic device arranged below a rotor, which rotor participates at least in providing lift for the rotorcraft in the air, the rotor being mounted to rotate about a first axis of rotation, the aerodynamic device having a fairing provided with at least one air inlet for enabling a stream of cool air to flow from a region that is situated outside the rotorcraft to another region that is situated inside the rotorcraft; at least at a mouth of the at least one air inlet in the fairing, the aerodynamic device has at least one moving flap that is mounted to move in rotation, the at least one moving flap having at least one degree of freedom of movement in rotation about a second axis of rotation relative to the fairing, and the at least one moving flap orienting itself automatically and passively.

A heat exchanger plate provides heat transfer between a first flow along a first flowpath and a second flow along a second flowpath. The heat exchanger plate has a substrate having: a first face and a second face opposite the first face; a leading edge along the second flowpath and a trailing edge along the second flowpath; a proximal portion having a plurality of inlet ports along the first flowpath and a plurality of outlet ports along the first flowpath; and a plurality of passageways along the first flowpath. Each passageway extends between a respective associated said inlet port of the plate and a respective associated said outlet port of the plate.

A heat exchanger plate provides heat transfer between a first flow along a first flowpath and a second flow along a second flowpath. The heat exchanger plate has a substrate having: a first face and a second face opposite the first face; a leading edge along the second flowpath and a trailing edge along the second flowpath; a proximal portion having a plurality of inlet ports along the first flowpath and a plurality of outlet ports along the first flowpath; and a plurality of passageways along the first flowpath. Each passageway extends between a respective associated said inlet port of the plate and a respective associated said outlet port of the plate.

A cooling architecture for an integrated hydrogen-electric engine having a radiator and a hydrogen fuel cell includes a t and a manifold. The turbine is disposed in fluid communication with the hydrogen fuel cell. The turbine is configured to compress a predetermined amount of air and direct a first portion of the predetermined amount of the compressed air to the fuel cell for generating electricity that powers the integrated hydrogen-electric engine. The manifold is disposed in fluid communication with the turbine and positioned to direct a second portion of the predetermined amount of compressed air to the radiator for removing heat from the radiator.

A thermal management system for a gas turbine engine includes an additively manufactured nacelle component, at least a portion of the additively manufactured nacelle component forming an additively manufactured heat exchanger that extends into a fan bypass flow.

A thermal management system for a gas turbine engine includes an additively manufactured nacelle component, at least a portion of the additively manufactured nacelle component forming an additively manufactured heat exchanger that extends into a fan bypass flow.

A device for cooling an aircraft propulsion system, including at least one cooling circuit with at least one air inlet equipped with an intake flap mobile between closed and open positions and at least one air outlet equipped with an exhaust flap mobile between closed and open positions, and at least one actuator coupled by at least one kinematic system to the pair of intake and exhaust flaps in such a manner that the intake and exhaust flaps are driven in synchronized movements and simultaneously occupy the closed position or the open position. This solution enables reduction of the number of actuators and, finally, the all-up weight of the aircraft.

A device for cooling an aircraft propulsion system, including at least one cooling circuit with at least one air inlet equipped with an intake flap mobile between closed and open positions and at least one air outlet equipped with an exhaust flap mobile between closed and open positions, and at least one actuator coupled by at least one kinematic system to the pair of intake and exhaust flaps in such a manner that the intake and exhaust flaps are driven in synchronized movements and simultaneously occupy the closed position or the open position. This solution enables reduction of the number of actuators and, finally, the all-up weight of the aircraft.