An aeronautical car includes a ground-travel system including a drivetrain; an air-travel system including a detachable portion configured to house a propulsion device configured to provide thrust and to be driven by the drivetrain when the detachable portion is connected to the aeronautical car, and at least one flight mechanism configured to provide lift once the aeronautical car is in motion; and a weather manipulation device. The weather manipulation device may be configured to manipulate at least one aspect of a weather condition while the aeronautical car is in the air.

To reduce the overall mass of an engine assembly for aircraft, this assembly comprises a part of the fuselage of an aircraft, a turbomachine comprising an unfaired propeller, together with an annular row of unfaired after-guide vanes located aft of the propeller and rotationally fixed in relation to a longitudinal axis of the turbomachine, and a mounting pylon. At least part of the leading edge of the pylon is incorporated within the annular row between two after-guide vanes.

To reduce the overall mass of an engine assembly for aircraft, this assembly comprises a part of the fuselage of an aircraft, a turbomachine comprising an unfaired propeller, together with an annular row of unfaired after-guide vanes located aft of the propeller and rotationally fixed in relation to a longitudinal axis of the turbomachine, and a mounting pylon. At least part of the leading edge of the pylon is incorporated within the annular row between two after-guide vanes.

The invention provides an aircraft propulsion assembly comprising a gas generator coupled by a coupling mechanism to a thrust generator having a structural torque transmission gearbox, and a rigid cradle rigidly supporting firstly the thrust generator in a first suspension plane and secondly the gas generator in distinct second and third suspension planes, the cradle being for securing to a structural element of the aircraft via a vibration-filtering flexible connection.

Propulsion engines and methods of accessing components within propulsor cavities of propulsion engines are disclosed. A propulsion engine includes an outer engine housing that includes a propulsor cavity located therein. The propulsor cavity is axially located between a low-pressure compressor and a fan of the propulsion engine. An electric converter is disposed within the propulsor cavity.

Propulsion engines and methods of accessing components within propulsor cavities of propulsion engines are disclosed. A propulsion engine includes an outer engine housing that includes a propulsor cavity located therein. The propulsor cavity is axially located between a low-pressure compressor and a fan of the propulsion engine. An electric converter is disposed within the propulsor cavity.

An aircraft has an internal combustion engine and a wing including a hollow structural member. The aircraft has an electrical network including: at least one alternating current electrical generator configured to be driven by the internal combustion engine; an electrical motor configured to drive an aircraft propulsor; at least one conductor configured to electrically couple the electrical motor and the electrical generator; wherein the electrical conductor is formed of the hollow structural member of the aircraft wing.

A propulsion system for a tiltrotor aircraft includes an engine supported by the airframe and a fixed gearbox operably coupled to the engine. Inboard and outboard tip ribs extend above the wing and define slots. Inboard and outboard bearing cartridges are received in respective slots. The inboard and outboard bearing cartridges respectively include inboard and outboard bearing assemblies. A pylon assembly is rotatably coupled between the inboard and outboard bearing assemblies. The pylon assembly includes a spindle gearbox having an input gear, a mast operably coupled to the input gear and a proprotor assembly operable to rotate with the mast. The spindle gearbox is rotatable about a conversion axis to selectively operate the tiltrotor aircraft between helicopter and airplane modes. A common shaft, rotatable about the conversion axis, is configured to transfer torque from an output gear of the fixed gearbox to the input gear of the spindle gearbox.

A propulsion system for an aircraft is provided having a propulsion engine configured to be mounted to the aircraft. The propulsion engine includes an electric machine defining an electric machine tip speed during operation. The propulsion system additionally includes a fan rotatable about a central axis of the electric propulsion engine with the electric machine. The fan defines a fan pressure ratio, R.sub.FP, and includes a plurality of fan blades, each fan blade defining a fan blade tip speed. The electric propulsion engine defines a ratio of the fan blade tip speed to electric machine tip speed that is within twenty percent of the equation, 1.01×R.sub.FP−0.311, such that the propulsion engine may operate at a desired efficiency.

A propulsion system for an aircraft is provided having a propulsion engine configured to be mounted to the aircraft. The propulsion engine includes an electric machine defining an electric machine tip speed during operation. The propulsion system additionally includes a fan rotatable about a central axis of the electric propulsion engine with the electric machine. The fan defines a fan pressure ratio, R.sub.FP, and includes a plurality of fan blades, each fan blade defining a fan blade tip speed. The electric propulsion engine defines a ratio of the fan blade tip speed to electric machine tip speed that is within twenty percent of the equation, 1.01×R.sub.FP−0.311, such that the propulsion engine may operate at a desired efficiency.