There is described herein the automation of propeller feather testing functions, whereby the test is automatically performed and a pass/fail signal is issued upon completion.

A propeller includes a blade free to rotate. A first stop is positioned to mechanically engage one or both of a first portion of the blade and a first structure coupled to the blade when the blade is in a first position at a first end of the rotational range of motion. A second stop is positioned to mechanically engage one or both of a second portion of the blade and a second structure coupled to the blade when the blade is in a second position at a second end of the defined rotational range. The blade rotates to the first position against the first stop when the propeller is rotated in a first direction and to the second position against the second stop when the propeller is rotated in a second direction.

A fan assembly for a gas turbine engine includes a fan disk, a trunnion, a fan blade, and a counterweight assembly. The fan disk is configured to rotate about an axial centerline of the gas turbine engine when installed in the gas turbine engine. The trunnion is mounted to the fan disk and defines a slot extending through a portion of the trunnion. The fan blade defines a pitch axis and is rotatably attached to the fan disk about its pitch axis through the trunnion. The counterweight assembly includes a link arm extending to the trunnion and an engagement device mounted to the link arm that is disposed to move through the slot of the trunnion.

A Pulsed Locomotor (120), for propelling media, fluids and crafts, in fluids and on land, comprising a blade (124) securely connected to a drive shaft (122). Upon reciprocation, the ambient medium is forced towards the trailing edge of the blade (124) thereby causing a reactive locomotion of the apparatus, substantially along the plane of the blade. Apparatus is secured to motor M by fastening through aperture (130). The apparatus can be operated directly by motor M, and indirectly by the reaction momentum imparted to a supporting platform P. Thrust is directed by steering handle (128) about a bearing (126), rotatably coupling to platform P and base C. Lubricant L is supplied to outlets (134) via conduit (136) and inlet (132), to coat the apparatus with a lubricant cavity, for drag reduction. The blade (124) planes along a figure 8 reciprocation path s1e1s2e2s1. Crafts are embodied.

An aircraft including at least one wing system with two wings rigidly connected to a rotor provided with a swash plate control device. The wing system being able to change from a fixed wing configuration where the rotor is immobilised relative to the aircraft fuselage and the wings are oriented with their leading edge facing the direction of forward travel of the aircraft, to a rotating wing configuration where the rotor is rotated relative to the fuselage, and conversely, at least one of the wings is itself subjected, during the change-over from the fixed wing configuration to the rotating wing configuration, to a rotation on itself relative to the rotor in such a manner that the two wings of the wing system form blades having their leading edge oriented in the direction of rotation of the rotor.

In response to a torque that is applied to a clutch module not exceeding a torque threshold, the clutch module is locked where a blade is configured to be at a first pitch angle in response to the clutch module being locked. In response to the torque that is applied to the clutch module exceeding the torque threshold, the clutch module is released where the blade has a range of motion which extends from the first pitch angle to a second pitch angle in response to the clutch module being released.

A propeller includes a blade free to rotate. A first stop is positioned to mechanically engage one or both of a first portion of the blade and a first structure coupled to the blade when the blade is in a first position at a first end of the rotational range of motion. A second stop is positioned to mechanically engage one or both of a second portion of the blade and a second structure coupled to the blade when the blade is in a second position at a second end of the defined rotational range. The blade rotates to the first position against the first stop when the propeller is rotated in a first direction and to the second position against the second stop when the propeller is rotated in a second direction.

Apparatus, systems, and methods are contemplated for electric powered vertical takeoff and landing (eVTOL) aircraft. Such are craft are engineered to carry safely carry at least 500 pounds (approx. 227 kg) using a few (e.g., 2-4) rotors, generally variable speed rigid (non-articulated) rotors. It is contemplated that one or more rotors generate a significant amount of lift (e.g., 70%) during rotorborne flight (e.g., vertical takeoff, hover, etc), and tilt to provide forward propulsion during wingborne flight. The rotors preferably employ individual blade control, and are battery powered. The vehicle preferably flies in an autopilot or pilotless mode and has a relatively small (e.g., less than 45′ diameter) footprint.

Methods and systems for slowing down an aircraft having a propeller. The method comprises operating the propeller at a reference speed with the propeller blades in a first position, applying a load to the propeller to slow down a rotational speed of the propeller when the propeller is in a windmilling state or just before the propeller enters the windmilling state, adjusting the propeller blades to a second position in response to the load being applied, to increase the rotational speed of the propeller back towards the reference speed, and operating the propeller at the reference speed with the propeller blades in the second position.

An electronic control system for a turbopropeller engine having a gas turbine and a propeller assembly coupled to the gas turbine is provided. The control system implements a propeller control unit to control propeller operation using an actuation assembly designed to adjust a pitch angle of propeller blades. The control unit engages a mechanical lock determining a minimum flight value for the pitch angle during a flight operating mode, and disengages the mechanical lock and controls the pitch angle below the minimum flight value, up to a minimum ground value lower than the minimum flight value, during a ground operating mode. The propeller control unit, during a transition from the ground operating mode to the flight operating mode, engages the mechanical lock. The control unit anticipates the increase of the pitch angle before the mechanical lock engagement when transitioning from the ground operating mode to the flight operating mode.