1050results about "Rigid airships" patented technology

The MULTIBODY AIRCRANE performs relative positioning, predictive control, and ballast control to achieve very heavy-lifting tasks on land or sea. Such tasks allow station keeping and precise transfer of very heavy payloads between ships underway. This scalable multibody system features three subcomponents: AIRSHIP, SKYCRANE and LOADFRAME. This semi-autonomous system combines aerodynamic (kinetic) and aerostatic (buoyancy force) lift with efficient power and propulsion. During low-speed flight, the Airship and Skycrane are decoupled but linked via a reelable Tether Control Line. Beneath the Skycrane, centered on its hull, a patented NIST (National Institute of Standards and Technology) RoboCrane (featuring a computer controlled six degrees of freedom (DoF) cabling system,) is attached, to precisely suspend and control a Loadframe, with or without payload. During subsonic forward flight, these Airship and Skycrane are coupled as a single airframe (fuselage and delta wing.)

Systems and methods are provided for swapping the battery on an unmanned aerial vehicle (UAV). The UAV may be able to identify and land on an energy provision station autonomously. The UAV may take off and/or land on the energy provision station. The UAV may communicate with the energy provision station. The energy provision station may store and charge batteries for use on a UAV.

A hybrid power plant (5) for an aircraft (1) comprises at least: a hybrid drive system (37) having a main on-board electricity network (16) and an auxiliary electricity network (34); and a selective adaptation interface (38) arranged to enable electrical energy to be exchanged selectively between the main and auxiliary electricity networks (16; 34). At least one engine and a hybrid drive auxiliary electrical machine (7, 31) are mechanically connected to a transmission (8); said machine (7) being electrically connected to at least one auxiliary electrical bus (36) in parallel with at least one auxiliary device for delivering electric charge.

In an air intake structure (14) of an aircraft engine pod, the link or connection between the air intake lip (15), the front reinforcing frame (16) and the acoustic panel (17) is implemented in such a way that the lip (15) can be dismantled without breaking the link between the frame (16) and the panel (17). Moreover, the internal, rear part (15a) of the lip (15) normally covers the front part (17a) of the panel (17), as well as the members (22, 24) ensuring the link between the latter and the frame (16).

A vertical takeoff and landing (VTOL) rotary-wing air-craft is sized and configured to match a payload container such as a standardized Joint Modular Intermodal Container (JMIC). The aircraft may be an Unmanned Air Vehicle (UAV) that is capable of autonomously engaging and disengaging the container so that the aircraft can pick up and drop off the JMIC with minimum human intervention.

Various embodiments of the invention relate generally to systems for providing active vertical control of an airship. More particularly, at least one embodiment of the invention relates to a system for actively controlling the aerostatic lift of an airship by manipulating the ratio of air to lifting gas contained within the airship, and thus the overall mass of the airship. This manipulation is accomplished by actively compressing and/or decompressing the lifting gas or internal air, with the resulting pressure differential borne primarily by the hull and/or an internal pressure tank depending upon the configuration.

An apparatus includes an aerial platform which is remotely controlled by an operator using a controller. The apparatus is used to service a detector of a fire safety system. The apparatus includes a frame having a gas canister and a gas delivery cup attached thereto, and a drone attached to the frame which is capable of flying the frame under remote control by the operator. A gripping mechanism for gripping a portion of a detector is provided for servicing the detector.

Electric aircraft, including in-flight rechargeable electric aircraft, and methods of operating electric aircraft, including methods for recharging electric aircraft in-flight, through the use of unmanned aerial vehicle (UAV) packs flying independent of and in proximity to the electric aircraft.

A nacelle (55) for a gas turbine engine (10), the engine (10) comprising accessories (34) mounted to a fan casing (28) and a core engine (9), the nacelle (55) substantially surrounds the engine (10) and comprises an intake (12) and a thrust reverser unit (31). The thrust reverser unit (31) is formed by two generally C-shaped portions (31a, 31b). The thrust reverser unit (31) is openable to provide access to the accessories (34) and the core engine (9). The nacelle (55) further comprises a fan containment casing (33) that is integral with the intake (12).

An aircraft has a flying wing and two wingtip hulls installed on the wingtips of the flying wing. Both of the wingtip hulls contain lighter-than-air gas to generate static lift. These wingtip hulls not only contribute to lift-generating but also help the aircraft achieve roll stability and control. Forward propulsion systems are installed at the upper-front positions of the flying wing. When vertical and/or short take-off and landing (V/STOL) capability is required, one or more lift-fan propulsion systems can be installed on the flying wing. The lift-fan propulsion systems can either be driven by their own engines or by the power transmitted from the forward propulsion systems. Payload can be carried inside the flying wing or be hung under or held above the flying wing.

A rocket-powered vehicle used for entertainment, namely races, exhibitions, competitions, and revenue-generating events.

The bay (12) of a turbofan engine (10) comprises a front structural element (30), whose external surface is continuous and extends over at least 50% of the geometrical chord of the bay. Said element (30) is installed on maintaining and guiding members (44), such as slides, which prevent a significant deformation in flight and allow a sliding to the front of the element (30) for maintenance purposes. A laminar air flow around the front half of the bay (12) is consequently ensured.

All-internal compression inlets for supersonic aircraft, with variable geometry systems and shock stability bleed systems provide high performance, large operability margins, i.e. terminal shock stability that reduces the probability of inlet unstart, and contribute little or nothing to the overall sonic boom signature of the aircraft. These inlets have very high internal area contraction or compression and very low external surface angles. All shocks from the internal inlet surfaces are captured and reflected inside the inlet duct, and all of the external nacelle surfaces are substantially aligned with the external airflow. The inlet shock stability system consists of bleed regions that duct bleed airflows to variable area exits with passive or active exit area controls. This reduces the risk of inlet unstarts by removing airflow through a large open throat bleed region to compensate for reductions in diffuser (engine) corrected airflow demand. Because the stability bleed is not removed until the inlet terminal shock moves upstream over the bleed region, the necessary normal shock operability margin is provided without compromising inlet performance (total pressure recovery, and distortion).

In one aspect, a hybrid airship including an outer shell, a plurality of helium filled gas envelopes, and an all-electric propulsion system may have the shape of a delta-wing. In some embodiments, the hybrid airship may be launched using buoyancy lift alone and aerodynamic lift may be provided by the all-electric propulsion system. In one aspect, a photovoltaic array and a high energy density power storage system may be combined to power the propulsion system making the propulsion system regenerative. The delta-wing shape can provide a surface area large enough to accommodate very large circular or elliptical transmission devices. By continuously recharging the power storage system, the hybrid airship in accordance with some embodiments can stay aloft at an operational altitude of at least about 85,000 ft for months or even years. The hybrid airship may function as an airborne military communications relay platform.

The disclosure relates to a low cost and highly accurate precision guided system suitable for use in conventional aircraft launched bombs. The system includes a kit mounted upon the nose of the conventional bomb which replaces the conventional fuse disposed in a fuse well, the kit including guidance electronics controlling a self-contained jet reaction device and GPS P-code receiver electronics. The bombs are readied for discharge by signals broadcast from the aircraft into the bomb bay which transfer initial GPS data and commence operation of a gas generator which powers the jet reaction device.

The invention relates to a system and a method for supplying power to an aircraft comprising several generators supplying alternating current to several different primary electrical master boxes (10, 11, 12 and 13), the various aircraft loads being connected to each of these master boxes. This system comprises conventional master boxes (10, 11, 12 and 13) which supply power loads and at least one master box (40, 41) devoted to actuator loads, this at least one devoted master box being connected to conventional master boxes.

The invention relates to an outer covering of an apparatus made of an energy generating skin. The energy generating skin encloses a fuel that is capable of reacting with oxygen in an electrochemical reaction to form electricity and gaseous products. In preferred embodiments, the energy generating skin is a hydrogen oxygen fuel cell which serves as the outer covering of an aircraft such as a lighter than air ship or an airplane.