An air-moving device may include an aerodynamic stator. The aerodynamic stator may be positioned forward of a motor of the air-moving device and aftward of an aerodynamic rotor of the air-moving device. A control unit may be integrated in and in thermal communication with the aerodynamic stator. The aerodynamic stator may transfer heat from the control unit to thermally conductive stator vanes of the aerodynamic stator. An airflow generated by the aerodynamic rotor may facilitate heat dissipation from the thermally conductive stator vanes. The aerodynamic stator may include electrically conductive stator vanes. The electrically conductive stator vanes may provide at least one of power or control signaling to the control unit.

A thrust unit for an aircraft with a hydrogen fuel system. The aircraft may utilize compressors to compress air to a sufficiently high pressure for the fuel cell. Liquid hydrogen is compressed and then utilized in heat exchangers to cool the compressed air, maintaining the air at a temperature low enough for the fuel cell. The thrust unit may be an electrically powered fan unit with a fan within a fan tube. The fan tube may include air inlets for the fuel cell system, as well as outlets for exhaust from the fuel cell system. The fan tube may contain heat exchangers which are part of the fuel cell thermodynamic system.

A thrust unit for an aircraft with a hydrogen fuel system. The aircraft may utilize compressors to compress air to a sufficiently high pressure for the fuel cell. Liquid hydrogen is compressed and then utilized in heat exchangers to cool the compressed air, maintaining the air at a temperature low enough for the fuel cell. The thrust unit may be an electrically powered fan unit with a fan within a fan tube. The fan tube may include air inlets for the fuel cell system, as well as outlets for exhaust from the fuel cell system. The fan tube may contain heat exchangers which are part of the fuel cell thermodynamic system.

An aircraft assist system described herein includes an aircraft coupling counterpart attached to a strut of a landing gear of an aircraft, and an assist vehicle. The assist vehicle includes a frame, ground-engaging wheels mounted to the frame, a power source for driving one or more of the ground-engaging wheels, and a vehicle coupling counterpart for engagement with the aircraft coupling counterpart. The aircraft coupling counterpart and the vehicle coupling counterpart define a swivel connection for transferring a propulsive force from the takeoff assist vehicle to the aircraft. The aircraft coupling counterpart is disengageable from the vehicle coupling counterpart by upward movement of the aircraft coupling counterpart relative to the vehicle coupling counterpart.

The present disclosure relates to a drive device for driving a propeller of an aircraft. The drive device includes a first electric drive motor, a second electric drive motor, and a supporting frame which includes a first mounting section to which the first electric drive motor is mounted, a second mounting section to which the second electric drive motor is mounted, and at least one strut which interconnects the first mounting section and the second mounting section such that the supporting frame provides a cage-like structure. The first electric drive motor and the second electric drive motor are operatively couplable to the propeller. The present disclosure further relates to a supporting frame, an aircraft, and a method for installing a drive device into an aircraft.

The present disclosure relates to a drive device for driving a propeller of an aircraft. The drive device includes a first electric drive motor, a second electric drive motor, and a supporting frame which includes a first mounting section to which the first electric drive motor is mounted, a second mounting section to which the second electric drive motor is mounted, and at least one strut which interconnects the first mounting section and the second mounting section such that the supporting frame provides a cage-like structure. The first electric drive motor and the second electric drive motor are operatively couplable to the propeller. The present disclosure further relates to a supporting frame, an aircraft, and a method for installing a drive device into an aircraft.

Provided are a rotor, and a propeller driving device and an aircraft using same. The propeller driving device includes: a housing in which an upper cover and a lower cover having a plurality of through holes are respectively coupled to an upper portion and a lower portion of a cylindrical case; a stator arranged inside the case; a rotor arranged at a distance from the stator; and a rotary shaft connected to the rotor through a plurality of bridges and having both ends rotatably supported by an upper bearing and a lower bearing positioned at respective centers of the upper cover and the lower cover, wherein inner cooling of a motor is formed by an air flow passage that passes through a plurality of through holes of the upper cover and the lower cover and a plurality of spaces formed between the plurality of bridges.

Provided are a rotor, and a propeller driving device and an aircraft using same. The propeller driving device includes: a housing in which an upper cover and a lower cover having a plurality of through holes are respectively coupled to an upper portion and a lower portion of a cylindrical case; a stator arranged inside the case; a rotor arranged at a distance from the stator; and a rotary shaft connected to the rotor through a plurality of bridges and having both ends rotatably supported by an upper bearing and a lower bearing positioned at respective centers of the upper cover and the lower cover, wherein inner cooling of a motor is formed by an air flow passage that passes through a plurality of through holes of the upper cover and the lower cover and a plurality of spaces formed between the plurality of bridges.

A hydrogen fuel cell powered electric vertical take-off and landing (eVTOL) aircraft with a high efficiency hydrogen fuel system. The eVTOL aircraft may utilized tilt-up rotors for hover flight, which then transition to a forward facing forward flight configuration. The fuel cell system may use one or more compressors to compress air to a sufficiently high pressure for the fuel cell. Liquid hydrogen may be compressed and then utilized in heat exchangers to cool the compressed air, maintaining the air at a temperature low enough for the fuel cell. The hydrogen may also be used to cool the fuel cell as it is also depressurized prior to its entry in the fuel cell cycle.

A hydrogen fuel cell powered electric vertical take-off and landing (eVTOL) aircraft with a high efficiency hydrogen fuel system. The eVTOL aircraft may utilized tilt-up rotors for hover flight, which then transition to a forward facing forward flight configuration. The fuel cell system may use one or more compressors to compress air to a sufficiently high pressure for the fuel cell. Liquid hydrogen may be compressed and then utilized in heat exchangers to cool the compressed air, maintaining the air at a temperature low enough for the fuel cell. The hydrogen may also be used to cool the fuel cell as it is also depressurized prior to its entry in the fuel cell cycle.