Flight safety of electric vertical take-off and landing (eVTOL) aircrafts is a matter of life and death, crucial to their future regulatory and market acceptance as the next generation of aerial vehicles. Only those aircraft equipped with a safe emergency landing system will be selected for human use, but the current eVTOL models lack reliable emergency landing systems. The first inventor, who already holds patents for an eVTOL helicopter with an electric propeller torque arm (EPTA) driving the main rotorfeaturing high efficiency, structural simplification, zero emissions, and low noisesuccessfully completed test flights and then invented the safest, most innovative autorotation landing system. This system significantly enhances and optimizes the traditional helicopter's inherent autorotation landing capability, ensuring a critical safety measure for eVTOLs during power system failures. Thus, this invention of the safety landing system will help make the safest vertical take-off and landing aircraft eligible for market acceptance.

In a first aspect, described herein is a direct drive electric aircraft propulsion wherein the propulsion rotor torque is decoupled from the primary proprotor mast moment forces. A hub shaft locates the propulsion proprotor assembly in space relative to the aircraft nacelle, while a motor torque coupler transfers torque from the electric motor to the propulsion rotor while resolving a negligible amount of mast moment through the electric motor.

In a first aspect, described herein is a direct drive electric aircraft propulsion wherein the propulsion rotor torque is decoupled from the primary proprotor mast moment forces. A hub shaft locates the propulsion proprotor assembly in space relative to the aircraft nacelle, while a motor torque coupler transfers torque from the electric motor to the propulsion rotor while resolving a negligible amount of mast moment through the electric motor.

An assembly for a propulsion system of an aircraft includes an electric motor, a first gearbox module, a second gearbox module, and a propeller. The electric motor includes a rotor. The rotor includes a first axial end and a second axial end. The first gearbox module includes a first gear assembly. The first gear assembly is coupled to the first axial end. The second gearbox module includes a second gear assembly. The second gear assembly is coupled to the second axial end. The propeller is coupled to the first gear assembly. The first gear assembly is configured to drive rotation of the propeller in response to rotation of the rotor.

An assembly for a propulsion system of an aircraft includes an electric motor, a first gearbox module, a second gearbox module, and a propeller. The electric motor includes a rotor. The rotor includes a first axial end and a second axial end. The first gearbox module includes a first gear assembly. The first gear assembly is coupled to the first axial end. The second gearbox module includes a second gear assembly. The second gear assembly is coupled to the second axial end. The propeller is coupled to the first gear assembly. The first gear assembly is configured to drive rotation of the propeller in response to rotation of the rotor.

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.

A cable that includes a conductor defining a hollow interior, a casing surrounding the conductor, an electrical insulator positioned between the conductor and the casing, and a fluid positioned within the hollow interior of the conductor.

A cable that includes a conductor defining a hollow interior, a casing surrounding the conductor, an electrical insulator positioned between the conductor and the casing, and a fluid positioned within the hollow interior of the conductor.

A method for manufacturing a rotor assembly of an electric engine, comprising: loading a first and second plurality of magnets in a magnet insertion tool, loading a sleeve in the magnet insertion tool: performing an insertion movement of the first plurality of magnets with respect to the second plurality of magnets using the magnet insertion tool, wherein the insertion movement comprises: moving the first plurality of magnets in a radial direction of the sleeve; moving the second plurality of magnets in an axial direction of the sleeve; and expanding a radius of the sleeve in the radial direction using the magnet insertion tool during the insertion movement.