An exemplary electric distributed propulsion system includes two or more rotors that are individually controlled by the rotational speed of associated motors, an input control connected to the associated motors to provide rotational speed control to the two or more rotors to produce a desired net thrust, and a logic connected to the input control and the associated motors, the logic for controlling speed and direction of the two or more rotors to achieve the desired net thrust and to avoid a motor speed condition.

Various implementations directed to an aircraft thermal management system are provided. In one implementation, an aircraft may include a fuselage having one or more fuselage sections. The aircraft may also include one or more electric motors configured to drive one or more propulsion systems of the aircraft, where the one or more electric motors are configured to generate thermal energy. The aircraft may further include an aircraft thermal management system configured to transfer the thermal energy generated by the one or more electric motors to the one or more fuselage sections.

A rotorcraft includes a substantially rigid structural body. The structural body has an internal cavity and an aperture extending entirely through the structural body. The rotorcraft further includes at least one of a tail boom and a fuselage. The rotorcraft further includes a propulsion device disposed at least partially within the internal cavity and at least partially within the aperture. The propulsion device is carried by the structural body so that forces are transferred from the propulsion device to at least one of the tail boom and the fuselage via the structural body.

A system and method for slowing the rotation of a rotor using, for example, rotor brake system for a rotorcraft comprises: one or more generators connected to a main rotor gearbox; an electric distributed anti-torque system mounted on a tail boom of the rotorcraft comprising two or more electric motors connected to the one or more generators, wherein the two or more electric motors are connected to one or more blades; and wherein a rotation of the rotor is slowed by placing a drive load on the main rotor gearbox with the one or more generators to bleed the mechanical power from rotor into electrical power via the two or more electric motors, wherein the electric distributed anti-torque system generates thrust in opposing directions.

An exemplary anti-torque system for a helicopter includes two or more electric fans rotatably mounted on a tail boom, the two or more electric fans rotatable about a longitudinal axis of the tail boom.

A helicopter includes annular electric motors surrounding a fuselage. Each annular electric motor includes an annular stator and an annular rotor. Rotor blades extend radially outwardly from each annular rotor. In an embodiment with two electric motors, one rotor rotates in one direction and the other rotor rotates in the opposite direction. A swash device with a grooved outer cylindrical surface engages the free end of a crank arm of each rotor blade to provide collective and cyclic pitch control. Actuators, which may be electromechanical or hydraulic, control positioning and movement of the swash device. Batteries, an electric generator and/or a hydrogen fuel cell may supply electric power.

The present invention includes an a plurality of first variable speed motors mounted on a tail boom of the helicopter; one or more fixed pitch blades attached to each of the plurality of first variable speed motors; and wherein a speed of one or more of the plurality of first variable speed motors is varied to provide an anti-torque thrust.

Systems and methods include providing a helicopter, with a fuselage, a tail boom extending from the fuselage, a main rotor system, and a tail rotor assembly disposed on an aft end of the tail boom. The tail rotor assembly includes a tail rotor housing, at least one normal ducted fan that generate anti-torque thrust to prevent rotation of the fuselage, and at least one canted ducted fan configured to generate both anti-torque thrust to prevent of the fuselage and lift to the tail boom in order to control the pitch of the helicopter. The canted ducted fans generate sufficient lift to prevent a nose-up orientation of the helicopter when the center of gravity of the helicopter is shifted rearward behind the main rotor system, while the normal ducted fans maintain sufficient anti-torque thrust to prevent rotation of the fuselage when the main rotor is operated.

Disclosed is an apparatus (100) for an aerial transportation of a payload. The apparatus (100) includes a propeller unit (10) to provide a primary thrust whereas a plurality of propellers (50) is fitted around a body of the apparatus (100) to help in maneuvering and orientation control. The apparatus (100) employs gasoline as a primary source of energy that has a higher energy density than lithium polymer batteries. The apparatus (100) facilitates longer flight times. The apparatus (100) is useful for safe transportation of higher payloads and has vertical takeoff and land capability.

Systems and methods include providing an aircraft with a fuselage, a tail boom or empennage extending from the fuselage, a main rotor, a tail rotor, and at least one counter torque device. The counter torque device provides counter torque to the fuselage to prevent rotation of fuselage when the main rotor is operated, particularly in right sideward flight (RSF) for conventional helicopters with a counter-clockwise rotating (when viewed from above the helicopter) main rotor.