An unmanned aerial vehicle capable of VTOL operation can include: a vehicle body defining longitudinal and transverse directions and opposing longitudinal sides; a first support boom coupled to the vehicle body at a first transverse axis and extending outwardly from the opposing longitudinal sides; a second support boom coupled to the vehicle body at a second transverse axis positioned rearward from the first transverse axis and extending outwardly from the opposing longitudinal sides; a plurality of electric motors coupled to a one of the first and second support booms, at least two electric motors of the plurality of electric motors positioned on each of the first and second support booms, a rotation axis of each of the at least two electric motors coupled to the second support boom offset in a transverse direction from a rotation axis of each of the at least two adjacent electric motors coupled to the first support boom; a plurality of rotors; and a propulsion system.

An apparatus for determining a resource remaining datum of an electric aircraft is disclosed. The apparatus includes a processor and a memory communicatively connected to the processor. The memory contains instructions configuring the processor to receive aircraft data from at least a sensing device, wherein the at least a sensing device is configured to measure at least a parameter of a battery pack of the electric aircraft and generate aircraft data as a function of the at least a parameter of the battery pack of the electric aircraft. The memory contains instructions configuring the processor to determine a reserve energy as a function of a flight mode of the electric aircraft and determine a resource remaining datum as a function of the aircraft data and the reserve energy, wherein the resource remaining datum is related to the battery pack of the electric aircraft.

Various embodiments relate to a system and method of suppressing contrails emitted from an aircraft. One such system comprises a semi-closed cycle gas turbine engine of an aircraft that exhausts gases in use; a recuperator component that is positioned within an exhaust gas stream of the semi-closed cycle gas turbine engine to remove a portion of the exhaust gas stream in a form of heat energy; and one or more additional heat exchangers in a recirculation path that are configured to condense the heat energy of the portion of the exhaust gas to remove water vapor from the exhaust gas stream. Other systems and methods are also provided.

A hybrid propulsion system for a vertical take-off and landing aircraft comprising at least one combustion engine driving an electricity generator, at least one electrical energy storage assembly associated with each electricity generator and defining, with each electricity generator, an energy branch, a plurality of electric motors actuating a same plurality of rotors providing together the propulsion and/or the lift of the aircraft, and an electrical power and distribution unit supplying power to the plurality of electric motors from the electricity generator and/or from the electrical energy storage assembly according to a pre-established flight phase, the system including at least two energy branches having an asymmetric configuration and each supplying power selectively, by means of the electrical power and distribution unit, all or part of the plurality of electric motors, and in that the electricity generators of the combustion engines have between them a power ratio comprised between.

An aircraft and a method for controlling such an aircraft comprising two turboshaft engines, an electric machine, an electrical power source and a rotor rotated by one of the two turboshaft engines and/or by the electric machine. The aircraft comprises at least one controller configured to implement, at all times, a current operating mode of the electric machine and the electrical power source, selected from seven operating modes, allowing standard start-up or fast start-up respectively of a turboshaft engine in a switched-off state or in a standby state. The electric machine can also provide first or second levels of power assistance to a turboshaft engine in order to transmit engine torque to the gas generator of that turboshaft engine, apply mechanical resistance to a turboshaft engine or help ventilate a turboshaft engine in a switched-off state.

An example hybrid propulsion system is described that includes a plurality of propulsors, a first drive shaft, a second drive shaft, a gas turbine engine, a motor-generator, and a clutch. The gas turbine engine includes a first turbine stage operatively coupled to the first drive shaft and a second turbine stage operatively coupled to the second drive shaft. The motor-generator is operatively coupled to the second drive shaft and is configured to generate electrical power to drive at least one propulsor of the plurality of propulsors and selectively drive the second shaft. The clutch is configured to operatively couple the second drive shaft to the first drive shaft.

The present invention includes a distributed propulsion system for a craft that comprises a frame, a plurality of hydraulic or electric motors disposed within or attached to the frame in a distributed configuration; a propeller operably connected to each of the hydraulic or electric motors, a source of hydraulic or electric power disposed within or attached to the frame and coupled to each of the disposed within or attached to the frame, wherein the source of hydraulic or electric power provides sufficient energy density for the craft to attain and maintain operations of the craft, a controller coupled to each of the hydraulic or electric motors, and one or more processors communicably coupled to each controller that control an operation and speed of the plurality of hydraulic or electric motors.

An aircraft comprises a fuselage, first and second wing segments each having a leading edge and a trailing edge, a plurality of spokes coupling the fuselage to the first and second wing segments, one or more motors disposed within or attached to the plurality of spokes, and three or more propellers proximate to a leading edge of the plurality of spokes, distributed along the plurality of spokes, and operably connected to the motors to provide lift whenever the aircraft is in vertical takeoff and landing and stationary flight and provide thrust whenever the aircraft is in forward flight. When the aircraft is in vertical takeoff and landing and stationary flight, the fuselage is approximately vertical. When the aircraft is in forward flight, the fuselage is approximately in the direction of the forward flight and extends forward beyond the leading edges of the first wing segment and the second wing segment.

An aircraft defines a vertical direction and includes a fuselage and a propulsion system comprising a power source and a plurality of vertical thrust electric fans driven by the power source. A wing extends from the fuselage. The plurality of vertical thrust electric fans are arranged along a length of the wing along a lengthwise direction of the wing. The wing comprises a diffusion assembly along the lengthwise direction of the wing and includes a first diffusion member positioned downstream of at least one of the plurality of vertical thrust electric fans. The first diffusion member defines a curved shape relative to a longitudinal direction of the aircraft. The longitudinal direction is generally perpendicular to the lengthwise direction of the wing.

A vertical take-off and landing aircraft using a hybrid electric propulsion system, according to an embodiment of the present invention, includes: a first control step (S1) of changing a destination when an engine (10), a power generator (20), an engine control unit (30), a power management device (40), a control unit (50), a battery management system (60), a main battery (62) and the like malfunction, thereby causing a normal flight to be difficult; a second control step (S2) of performing control so that an aerial vehicle (1) glides to a point (T), at which same has entered a first space (CEP-1) required for landing or a wider second space (CEP-2) considered safe, and maintains lift and has minimized flight air resistance after passing through the point (T); a third control step (S3) of performing control so that lift is increased and performing control so that a nose cone is switched into an upward direction; and a fourth control step (S4) of performing control so that lift is gradually reduced, and controlling a second variable-pitch control device (122) so that thrust does not act on the aerial vehicle at the moment the aerial vehicle lands, and thus the present invention can vertically land while minimizing impact to be applied to the aerial vehicle.