Airbus Helicopters Deutschland

The invention is related to a rotorcraft comprising a fuselage with a load-carrying subfloor structure (220), a cockpit floor (230) that is mounted to the load-carrying subfloor structure; and a landing gear (115) that is at least partly connected to the load-carrying subfloor structure; wherein the landing gear is a skid-type landing gear (200) or a wheel-type landing gear; and wherein the cockpit floor comprises at least one insertion plate accommodation (236) that accommodates, if the landing gear is the skid-type landing gear, a first insertion plate (250) that is adapted for withstanding skid-type landing gear loads which are introduced from the skid-type landing gear into the load-carrying subfloor structure; or, if the landing gear is the wheel-type landing gear, a second insertion plate that is adapted for withstanding wheel-type landing gear loads which are introduced from the wheel-type landing gear into the cockpit floor and the load-carrying subfloor structure.

The invention relates to a compound helicopter (100) comprising a fuselage (150), a main rotor (120) arranged at an upper fuselage section (213) of the fuselage (150) for generating lift in operation, two cantilever wings (140) arranged within a main rotor disc (130) defined by the main rotor (120), two lateral booms (181, 182) respectively connected to the two cantilever wings (140), and a pusher propeller (110) arranged within the main rotor disc (130). The two cantilever wings (140) are attached to a rear fuselage section (158) of the fuselage (150) and laterally extending on each side of the fuselage (150). The lateral booms (181, 182) are extending rearwardly beyond a rear fuselage end (159) of the fuselage (150) in a longitudinal direction (111). The pusher propeller (110) for generating forward thrust in operation is attached to the rear fuselage end (159) between the two lateral booms (181, 183).

The invention is related to rope assembly (7), comprising an inner load-carrying rope (10) that is adapted for providing a load-bearing connection between a first attachment point and a second attachment point; and an outer protective sleeve (20) that is loosely arranged on the inner load-carrying rope (10) and encloses the inner load-carrying rope (10); wherein the outer protective sleeve (20) is longer than the inner load-carrying rope (10) in loaded condition.

The present technology relates to a measurement apparatus 200 for determining a velocity of a fluid relative to a vehicle 100. The measurement apparatus 200 includes a processing system 610 and a sensor arrangement 224 that is mounted to the vehicle 100. The sensor arrangement includes a bendable rod 210 and sensors 224a, 224b, 224c, 224d. The bendable rod 210 is attached to the vehicle 100 and has a predetermined shape and stiffness. The sensors are associated with the bendable rod 210 and generate a signal that is indicative of a force or moment 230 that the fluid exerts on the bendable rod 210. The processing system 610 receives the signal 620 from the sensors and determines the velocity of the fluid relative to the vehicle 100 based on the signal 620 from the sensors 224a, 224b, 224c, 224d and the predetermined shape and stiffness of the bendable rod 210.

The invention is related to an actuatable door (2) for an aircraft that is pivotally mounted to a support structure, comprising an actuating system (1) with a latching device (3) that comprises a latching bracket (3a) for blocking the actuatable door in a closed position, the latching bracket being pivotally mounted to a pivot bearing (3b) and connected to a pivotable mechanical transmission element (1a) via a coupling link (1b), the coupling link being pivotally mounted to the latching bracket and to the pivotable mechanical transmission element, the pivotable mechanical transmission element being coupled to a rotatable latching shaft (1c), wherein rotation of the rotatable latching shaft in an unlatching rotation direction (1g) results in pivoting of the pivotable mechanical transmission element in the unlatching rotation direction and pivoting of the latching bracket in a bracket unlatching swivel direction (3i) that is identical to a door opening swivel direction.

The invention relates to a compound helicopter (1) comprising a fuselage (4), a main rotor (2), a fixed wing arrangement (5) with an upper wing (6) and a lower wing (7) joining at an interconnection region (11), a propeller (8a) mounted to the interconnection region (11), and a lateral boom (14a) connected to the lower wing (7). The main rotor (2) comprises rotor blades (2a, 2b) that form a main rotor disc (3) which defines a compound helicopter perimeter (3a). The fixed wing arrangement (5) is completely arranged within the compound helicopter perimeter (3a) with the upper wing (6) connected to an upper fuselage section (4d) and the lower wing (7) connected to a lower fuselage section (4c). The lateral boom (14a) extends behind the lower wing (7) in a longitudinal direction (1a), spaced apart from the fuselage (4), and is connected to a vertical fin (17a).

The invention relates to a rotorcraft (100) having a main rotor (110) with at least one main rotor actuator (114); a series actuator arranged upstream of the main rotor actuator; engines (180) for powering the main rotor; and a flight control system (160) for controlling flight operation in an AEO mode or in an AFR mode, comprising: a control logic (165) for pre-conditioning the series actuator upon entering the AFR mode for enabling rotorcraft control upon occurrence of an IFSD, wherein pre-conditioning of the series actuator comprises shifting a reduced nominal stroke range authorized for the series actuator stroke of the series actuator in the AEO mode into a reduced shifted stroke range authorized for the series actuator stroke of the series actuator in the AFR mode to enable authorization of an increased stroke range upon occurrence of an IFSD to provide sufficient control authority for a recovery maneuver.

The invention relates to a rotary wing aircraft comprising an upper primary skin (2c) that separates an aircraft interior region from an aircraft upper deck (6). The aircraft upper deck (6) comprises engine compartments (20a, 20b), a tail rotor drive shaft (12c) arranged therebetween, a firewall arrangement (10b, 10c, 10d), and a central bracket (33) that is rigidly attached to the upper primary skin (2c) below the tail rotor drive shaft 12c. The central bracket (33) provides central bracket lugs (34a, 34b) in the engine compartments (20a, 20b) above the firewall (10d). The engine compartments (20a, 20b) comprise inboard fixations (19a, 19b) with inner main mounting brackets (16a, 16b) adapted for being rigidly attached to engines (11a, 11b) and to inboard lateral mounts (72a, 72b) that attach the inner main mounting bracket (16a, 16b) with the central bracket lugs (34a, 34b).

The invention relates to a rotary wing aircraft with a fuselage that includes an upper primary skin (2c) which comprises a polymeric composite, and with an aircraft upper deck (6) arranged above the fuselage; wherein the aircraft upper deck (6) comprises an engine accommodating region (7) that accommodates at least one aircraft engine (11b) within a firewall arrangement that comprises at least one lower firewall (30b) arranged above the upper primary skin (2c) of the fuselage and spaced apart from the upper primary skin (2c); wherein the at least one lower firewall (30b) includes at least a lower firewall panel (40) and a high emissivity panel covering layer (43a) that covers the lower firewall panel (40) and comprises a high emissivity of at least 0.7; and wherein the high emissivity panel covering layer (43a) is facing the at least one aircraft engine (11b).

The invention relates to a swivel device (10) that is configured for connecting human and/or non-human cargo to a rotorcraft, comprising: a first mechanical coupling device (20) that is configured for being connected to the rotorcraft; a second mechanical coupling device (40) that is configured for being connected to the human and/or non-human cargo; and a swivel arrangement (30) that couples the first mechanical coupling device (20) with the second mechanical coupling device (40), wherein the swivel arrangement (30) provides for a primary load path (58) that is configured for load transfer between the second mechanical coupling device (40) and the first mechanical coupling device (20) in a normal operation mode, and a secondary redundant load path (59) that is configured for load transfer between the second mechanical coupling device (40) and the first mechanical coupling device (20) in an emergency operation mode.