This present patent application discloses an unmanned aerial vehicle (UAV) that features a stable and easy way of steering and controlling the unmanned aerial vehicle. The unmanned aerial vehicle comprises of four vanes attached to extension arms, a single engine coupled to a special gearbox and sliding weights. The unmanned aerial vehicle features sliding weights below the extension arms and are used for steering the UAV in a desired direction in air. The sliding weights and the engine are used to control the UAV. The single engine leads to less power consumption, longer battery life, longer flight time and higher flight attitude.

According to one implementation, a centrifugal oil mist separator includes a duct, a fan and a power transmission mechanism. The duct forms a flow path of a first exhaust gas discharged from an engine. The first exhaust gas includes oil mist. The fan is disposed inside the duct. The power transmission mechanism rotates the fan using energy of a second exhaust gas discharged from the engine. The second exhaust gas includes no oil mist.

According to one implementation, a centrifugal oil mist separator includes a duct, a fan and a power transmission mechanism. The duct forms a flow path of a first exhaust gas discharged from an engine. The first exhaust gas includes oil mist. The fan is disposed inside the duct. The power transmission mechanism rotates the fan using energy of a second exhaust gas discharged from the engine. The second exhaust gas includes no oil mist.

A rotorcraft including a first power plant, at least one main rotor participating at least in providing lift for the rotorcraft in the air, and at least one tail rotor carried by a tail boom, the first power plant including at least one engine. In accordance with the invention, the rotorcraft includes: at least one pusher or puller propeller independent from the at least one main rotor, the at least one pusher or puller propeller participating at least in providing propulsion or traction for the rotorcraft; a second power plant including at least one electric motor; and at least one control member configured to generate a control setpoint or instruction for controlling the at least one electric motor.

A propulsion system for an aircraft is disclosed, and includes a first propeller, a second propeller, a first hybrid propulsion system, a second hybrid propulsion system, and across-connecting clutch. The first hybrid propulsion system includes a first motor coupled to a first engine by a first overrunning clutch, where the first hybrid propulsion system is operably coupled to drive the first propeller. The second hybrid propulsion system includes a second motor coupled to a second engine by a second overrunning clutch, where the second hybrid propulsion system is operably coupled to drive the second propeller. The cross-connecting clutch is operably coupled to both the first hybrid propulsion system and the second hybrid propulsion system and configured to actuate into an engaged position.

A propulsion system for an aircraft is disclosed, and includes a first propeller, a second propeller, a first hybrid propulsion system, a second hybrid propulsion system, and across-connecting clutch. The first hybrid propulsion system includes a first motor coupled to a first engine by a first overrunning clutch, where the first hybrid propulsion system is operably coupled to drive the first propeller. The second hybrid propulsion system includes a second motor coupled to a second engine by a second overrunning clutch, where the second hybrid propulsion system is operably coupled to drive the second propeller. The cross-connecting clutch is operably coupled to both the first hybrid propulsion system and the second hybrid propulsion system and configured to actuate into an engaged position.

An aircraft engine system configured with a high pressure stage turbocharger assembly and a supplemental stage turbocharger assembly disposed in series with respect to said high pressure stage turbocharger, wherein the supplemental stage turbocharger assembly provides a compressor unit of the high pressure stage turbocharger with substantially constant critical altitude pressure input.

An aircraft engine system configured with a high pressure stage turbocharger assembly and a supplemental stage turbocharger assembly disposed in series with respect to said high pressure stage turbocharger, wherein the supplemental stage turbocharger assembly provides a compressor unit of the high pressure stage turbocharger with substantially constant critical altitude pressure input.

The invention relates to the field of aviation, particularly to designs for vertical take-off and landing aircraft. A convertiplane comprises a fuselage, a pair of wings (a fore wing and an aft wing), propulsion systems comprising engines and propellers, a vertical stabilizer, a landing gear, and rotatable pylons. Two lifting propulsion systems are disposed on pylons having two degrees of freedom relative to the yaw and pitch angle on each side of the fuselage so as to be capable of being fixed in position and of retracting forward or backward into fuselage niches during horizontal flight. A marching propulsion system is installed on a pylon having one degree of freedom relative to the pitch angle so as to be capable of being fixed in position, or is completely fixed, and is capable of being disposed in either the nose part or the tail part of the fuselage, and likewise on the leading edge or the trailing edge of the vertical stabilizer. The invention allows for increasing reliability and service life, increasing flight distance, and decreasing production costs for the convertiplane.

The invention relates to the field of aviation, particularly to designs for vertical take-off and landing aircraft. A convertiplane comprises a fuselage, a pair of wings (a fore wing and an aft wing), propulsion systems comprising engines and propellers, a vertical stabilizer, a landing gear, and rotatable pylons. Two lifting propulsion systems are disposed on pylons having two degrees of freedom relative to the yaw and pitch angle on each side of the fuselage so as to be capable of being fixed in position and of retracting forward or backward into fuselage niches during horizontal flight. A marching propulsion system is installed on a pylon having one degree of freedom relative to the pitch angle so as to be capable of being fixed in position, or is completely fixed, and is capable of being disposed in either the nose part or the tail part of the fuselage, and likewise on the leading edge or the trailing edge of the vertical stabilizer. The invention allows for increasing reliability and service life, increasing flight distance, and decreasing production costs for the convertiplane.