A failsafe multimode clutch assembly is positioned in a powertrain of a rotorcraft. The clutch assembly includes a freewheeling unit having input and output races. The freewheeling unit has a driving mode in which torque applied to the input race is transferred to the output race and an overrunning mode in which torque applied to the output race is not transferred to the input race. A bypass assembly has an engaged position that couples the input and output races of the freewheeling unit. An actuator assembly must be energized to shift the bypass assembly from the engaged position to a disengaged position. In the disengaged position, the overrunning mode of the freewheeling unit is enabled such that the clutch assembly is configured for unidirectional torque transfer. In the engaged position, the overrunning mode of the freewheeling unit is disabled such that the clutch assembly is configured for bidirectional torque transfer.

A failsafe multimode clutch assembly is positioned in a powertrain of a rotorcraft. The clutch assembly includes a freewheeling unit having input and output races. The freewheeling unit has a driving mode in which torque applied to the input race is transferred to the output race and an overrunning mode in which torque applied to the output race is not transferred to the input race. A bypass assembly has an engaged position that couples the input and output races of the freewheeling unit. An actuator assembly must be energized to shift the bypass assembly from the engaged position to a disengaged position. In the disengaged position, the overrunning mode of the freewheeling unit is enabled such that the clutch assembly is configured for unidirectional torque transfer. In the engaged position, the overrunning mode of the freewheeling unit is disabled such that the clutch assembly is configured for bidirectional torque transfer.

The present disclosure provides methods and systems for operating a multi-engine rotorcraft. The method comprises driving a rotor of the rotorcraft with a first engine while a second engine is de-clutched from a transmission clutch system that couples the rotor and the second engine, instructing the second engine to accelerate to a re-clutching speed, and controlling an output shaft speed of the second engine during acceleration of the second engine to the re-clutching speed by applying a damping function to a speed control loop of the second engine.

A rotary wing aircraft has a nacelle, at least one rotor provided with at least one blade, a braking device to stop the rotation of the rotor, an emergency parachute provided with a canopy and with a rope, a rocket to start the extraction of the canopy from the nacelle, two operating devices to operate the braking device and the rocket, respectively, and a single actuator device to operate both the operating devices.

A rotary wing aircraft has a nacelle, at least one rotor provided with at least one blade, a braking device to stop the rotation of the rotor, an emergency parachute provided with a canopy and with a rope, a rocket to start the extraction of the canopy from the nacelle, two operating devices to operate the braking device and the rocket, respectively, and a single actuator device to operate both the operating devices.

Disclosed is an electrically powered, reaction-drive type rotorcraft. Thrust generators on the outer portion of each rotor blade cause the rotors to spin and generate lift, and additionally, may be controlled to produce variable amounts of thrust as the rotor blades rotate through different sectors around a generally non-rotating fuselage such that net lateral forces are produced to control the position and velocity of the vehicle. The rotorcraft may also employ aerodynamic surfaces on each rotor blade whose parts or entire structure can be moved to produce net lateral and vertical forces for control of position and velocity of the vehicle. The rotorcraft, which may be operationally carbon-neutral, stores its electrical energy in batteries and other optional energy storage methods, and may harvest solar energy using arrays of photovoltaic cells disposed on its upper surfaces. Vehicle sizes may range from small Uncrewed Air vehicle Systems to large crewed aircraft.

Disclosed is an electrically powered, reaction-drive type rotorcraft. Thrust generators on the outer portion of each rotor blade cause the rotors to spin and generate lift, and additionally, may be controlled to produce variable amounts of thrust as the rotor blades rotate through different sectors around a generally non-rotating fuselage such that net lateral forces are produced to control the position and velocity of the vehicle. The rotorcraft may also employ aerodynamic surfaces on each rotor blade whose parts or entire structure can be moved to produce net lateral and vertical forces for control of position and velocity of the vehicle. The rotorcraft, which may be operationally carbon-neutral, stores its electrical energy in batteries and other optional energy storage methods, and may harvest solar energy using arrays of photovoltaic cells disposed on its upper surfaces. Vehicle sizes may range from small Uncrewed Air vehicle Systems to large crewed aircraft.

There is provided a method of controlling laser scanning by a rotorcraft. The rotorcraft includes: a rotatable body frame configured to rotate during flight; a laser rangefinder mounted on the rotatable body frame and configured to perform laser scanning; and a magnetometer configured to measure magnetic field. The method includes: obtaining magnetic field measurement data from the magnetometer while the rotatable body frame is rotating during flight, the magnetic field measurement data including a sinusoidal signal; estimating a frequency of the sinusoidal signal; and controlling the laser rangefinder to perform laser scanning based on the estimated frequency of the sinusoidal signal. There is also provided a corresponding controller for controlling laser scanning by a rotorcraft, and a corresponding rotorcraft configured to perform laser scanning including the controller.

A helicopter is described comprising a motor member comprising an output shaft and a first stator rotatably supporting the output shaft around a first axis; a main rotor adapted to provide the lift necessary for the support and the thrust necessary for the movement of the helicopter; a transmission interposed between the motor member and the main rotor; the transmission comprises, in turn, an input shaft rotatable around a second axis and a second stator rotatably supporting the input shaft around the second axis; the helicopter also comprises a joint interposed between the first and second stator, angularly fixed with respect to the first axis, and configured to allow an inclination between the first and second stator in a plane parallel to said first axis; the joint comprises a first corrugated element made of an elastically deformable material, interposed between said first and second stator, and adapted to allow the inclination through elastic deformation.

A helicopter is described comprising a motor member comprising an output shaft and a first stator rotatably supporting the output shaft around a first axis; a main rotor adapted to provide the lift necessary for the support and the thrust necessary for the movement of the helicopter; a transmission interposed between the motor member and the main rotor; the transmission comprises, in turn, an input shaft rotatable around a second axis and a second stator rotatably supporting the input shaft around the second axis; the helicopter also comprises a joint interposed between the first and second stator, angularly fixed with respect to the first axis, and configured to allow an inclination between the first and second stator in a plane parallel to said first axis; the joint comprises a first corrugated element made of an elastically deformable material, interposed between said first and second stator, and adapted to allow the inclination through elastic deformation.