USOO6247667B1

(12) United States Patent (10) Patent No.: US 6,247,667 B1

Fenny et al. (45) Date of Patent: Jun. 19, 2001

(54) TILTROTOR AIRCRAFT PYLON 5,214,972 6/1993 Larson et al. ...................... 244/75 R
CONVERSION SYSTEM OTHER PUBLICATIONS
(75) Inventors: Carlos Alexander Fenny, Arlington, “V-22 Nacelle Conversion Actuator,” G. White, Lucal
TX (US); Arthur G. Short, deceased, Western Inc., California, USA-Proc Instin Mech Engrs. Vol.
late of Arlington, TX (US), by Linda 207-ImechE 1993.
Louise Short, executrix
* cited by examiner
(73) Assignee: Bell Helicopter Textron Inc., Fort
Worth, TX (US) Primary Examiner-Galen L. Barefoot
74Y A ttorney,
y, Agent, or Firm-Gard
Firm-Gardere Wy C Sewell
SCWC
(*) Notice: Subject to any disclaimer, the term of this LLP, Sandford E. Warren, Jr.; Kenneth T. Emanuelson
patent is extended or adjusted under 35 (57) ABSTRACT
U.S.C. 154(b) by 0 days.
A pylon conversion system (100) for operating a pylon (12)
(21) Appl. No.: 09/369,946 on a tiltrotor aircraft (10) between an aircraft mode and a
helicopter mode is disclosed. The system (100) comprises
(22) Filed: Aug. 6, 1999 first and second pylon conversion actuators (102,104) each
(51) Int. Cl." ................................................. B64C 27/28 having a retracted position and an extended position which
corresponding to the aircraft mode and the helicopter mode.
(52) U.S. C. - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 244/7 R; 244/56 A first gearing System (156) is operably coupled tO the first

(58) Field of Search ..................................... 244/7 R, 7 A, pylon conversion actuator (102) and to a first primary power
244/7 C, 56, 66, 12.4, 75 R; 74/665 unit (110), a first backup power unit (112) and a first clutch
(138). A second gearing system (158) is operably coupled to
(56) References Cited the Second pylon conversion actuator (104) and to a second
U.S. PATENT DOCUMENTS primary power unit (114), a Second backup power unit (116)
and a second clutch (142). An interconnect drive train (126)
1846,992 : 2/1932 Decker - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 244/7 C is operably coupled to the first and Second clutches (138,
1867,963 7/1932 Blahnik ..... ... 24.4/7 C 142) Such that the first and Second pylon conversion actua
3,360,217 12/1967 Trotter .................................... 244/12 t (102 104) ble bet th tended iti
3,766,790 * 10/1973 Weir ....................................... 74/665 OS s are operable DeWeen Line eXtended poSILOn
4,088,284 * 5/1978 Caswell ..... 27R and the retracted position.
5,054,716 10/1991 Wilson ................................... 244/56
5,092,539 3/1992 Caero ................................. 244/75 R 21 Claims, 5 Drawing Sheets
U.S. Patent Jun. 19, 2001 Sheet 1 of 5
U.S. Patent Jun. 19, 2001 Sheet 2 of 5 US 6,247,667 B1
U.S. Patent Jun. 19, 2001 Sheet 3 of 5 US 6,247,667 B1
U.S. Patent

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U.S. Patent Jun. 19, 2001 Sheet 5 of 5 US 6,247,667 B1

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 US 6,247,667 B1
1 2
TILTROTOR AIRCRAFT PYLON landing to aircraft mode for conventional flight. The pylon
CONVERSION SYSTEM conversion System includes redundant mechanical and
hydraulic Systems that operate in the event of partial System
TECHNICAL FIELD OF THE INVENTION failures.
This invention relates in general to tiltrotor aircraft and, in The pylon conversion System comprises first and Second
particular, to an actuator for moving a pylon on a tiltrotor pylon conversion actuators each having a retracted position
aircraft between a generally vertical position for take off and and an extended position that corresponds to the aircraft
landing and a generally horizontal position for level flight. mode and the helicopter mode of the tiltrotor aircraft. A first
gearing System is operably coupled to the first pylon con
BACKGROUND OF THE INVENTION version actuator and to a first primary power unit, a first
backup power unit and a first clutch. A Second gearing
Without limiting the scope of the invention, the back System is operably coupled to the Second pylon conversion
ground will describe tiltrotor aircraft, as an example. actuator and to a Second primary power unit, a Second
In aircraft design, many actuators are required to move backup power unit and a Second clutch operably coupled to
certain movable elements of the craft relative to other 15 the Second gearing System. An interconnect drive train is
reaction elements. One example of Such a use is in the operably coupled between the first and Second clutches Such
actuation of flaps on a conventional fixed wing aircraft. AS that the first and Second pylon conversion actuators are
in any aircraft environment, the actuator would ideally be operable between the extended position and the retracted
extremely reliable, lightweight, compact and require a mini position.
mum energy input for actuation, among other requirements. The first and Second pylon conversion actuators of the
One commonly used actuator is the ball Screw actuator. pylon conversion System may be ball Screws and are pref
Generally, a ball Screw actuator includes a nut with internal erably two stage ball Screws. The first and Second gearing
threads and a Screw with external threads. A plurality of Systems may each include a planetary differential and an
Spherical balls are captured within the threads of the nut and anti-jam gear. The planetary differentials may be a floating
25
engage the threads on the Screw. Rotation of the nut about differentials that allow for operation by either the corre
its center axis while resisting Similar rotation of the Screw sponding primary power unit, the corresponding backup
will cause the screw to move axially through the nut. When power unit or both. A pair of bevel gears may be used to
the nut is mounted on a reaction element and the Screw on couple the first and Second clutches to the interconnect drive
a moving element in an aircraft, the ball Screw operates as train.
an actuatOr. The pylon conversion System of the present invention has
One type of aircraft that utilizes a ball Screw actuator is a plurality of redundant mechanical operation modes. For
the tiltrotor aircraft. Such aircraft include one or more example, the first and Second pylon conversion actuators
engines that may be operated in a position that is normal for may be operated between the retracted position and the
propeller driven aircraft and in a position that is normal for 35
extended position using the first and Second primary power
the rotor of a helicopter. AS Such, the tiltrotor aircraft can units. Alternatively, the first and Second pylon conversion
take off and land vertically, hover when desired, fly more actuators may be operated using the first and Second backup
like an airplane in level flight, and obtain Speeds greater than power units. AS another alternative, the first and Second
normally possible with helicopters. The term “proprotor” is pylon conversion actuators may be operated using the first
utilized herein to describe the tiltrotor airscrew since the
40
primary power unit and the Second backup power unit. In
airScrew provides the attributes of a propeller when in the addition, the first and Second pylon conversion actuators
level flight position and the attributes of a helicopter rotor may be operated using the first primary power unit, the first
when in the vertical position. backup power unit and the interconnect drive train. In
To achieve dual functionality, the proprotor and its asso another alternative, the first and Second pylon conversion
ciated power plant, is mounted on a pylon which can pivot 45
actuators may be operated using only the first primary power
on the aircraft between a conventional flight mode and a unit and the interconnect drive train. Likewise, the first and
helicopter mode. In the conventional flight mode, the pro Second pylon conversion actuators may be operated using
protor rotates in a vertical plane to drive the aircraft forward only the first backup power unit and the interconnect drive
as in a conventional prop driven aircraft. The pylon and train.
proprotor can then be converted or pivoted to position the 50 BRIEF DESCRIPTION OF THE DRAWINGS
proprotor in essentially a horizontal plane, where it can act
as a helicopter rotor and the aircraft operated as a helicopter For a more complete understanding of the present
for vertical takeoff and landing. In Such an environment, a invention, including its features and advantages, reference is
highly reliable and efficient actuator is necessary for the now made to the detailed description of the invention, taken
proper operation of the pylon in converting between the 55
in conjunction with the accompanying drawings of which:
aircraft mode and the helicopter mode. FIG. 1 is a schematic illustration of a tiltrotor aircraft
Therefore, a need has arisen for a highly reliable System operating a pylon conversion System of the present inven
for operating the pylon between helicopter mode for take off tion;
to aircraft mode for conventional flight and back to helicop FIG. 2 is isometric view of a pylon conversion pylon
ter mode for landing. A need has also arisen for Such a 60 conversion System of the present invention in the retracted
System that includes redundant mechanical and hydraulic position;
Systems that operate in the event of partial System failures. FIG. 3 is isometric view of a pylon conversion pylon
SUMMARY OF THE INVENTION
conversion System of the present invention in the extended
position;
The present invention disclosed herein comprises highly 65 FIG. 4 is a mechanical System Schematic of a pylon
reliable pylon conversion System for operating the pylon of conversion pylon conversion System of the present inven
a tiltrotor aircraft between helicopter mode for take off and tion; and
 US 6,247,667 B1
3 4
FIG. 5 is a hydraulic system schematic of a pylon con operates the pylon conversion actuator 52, but also operates
version pylon conversion System of the present invention. a hydraulic clutch mechanism 63. The hydraulic clutch
DETAILED DESCRIPTION OF THE
mechanism 63 is coupled to an interconnect drive train 64
INVENTION
that ties the pylon conversion system 50 on the port side to
the pylon conversion System on the Starboard Side.
While the making and using of various embodiments of Referring now to FIG. 4, therein is depicted a mechanical
the present invention is discussed in detail below, it should Schematic of the pylon conversion System of the present
be appreciated that the present invention provides many invention that is generally designated 100. The pylon con
applicable inventive concepts which can be embodied in a version system 100 includes a pair of pylon conversion
wide variety of Specific contexts. The Specific embodiments actuators 102, 104 that comprise telescoping balls screws.
discussed herein are merely illustrative of Specific ways to The pylon conversion actuators 102,104 have fixed lugends
make and use the invention, and do not delimit the Scope of 106, 108 that are coupled to the pylons on each side of the
the invention. tiltrotor aircraft.
Referring to the drawing and to FIG. 1 in particular, 15
The pylon conversion system 100 has four hydraulic
shown therein and generally designated by the reference motors, a primary hydraulic power drive unit 110 and a
character 10 is a tiltrotor aircraft that includes a pylon backup hydraulic power unit 112 for pylon conversion
conversion System of the present invention. A pylon con actuator 102 and a primary hydraulic power drive unit 114
version System is positioned within each of the pylons 12, and a backup hydraulic power drive unit 116 for pylon
14. In addition to the pylon conversion System, the aircraft conversion actuator 104. Each of the hydraulic power drive
10 includes a fuselage 16 which carries at its rear end an units includes a brake. Specifically, the primary hydraulic
empennage assembly 18 and at its forward end a crew power drive unit 110 has a primary brake 118, the backup
cockpit 20. hydraulic power drive unit 112 has a backup brake 120, the
A wing assembly 22 is connected to and extends trans primary hydraulic power drive unit 114 has a primary brake
versely across the fuselage 16. Fairings 24 and 26 blend the 25
122 and the backup hydraulic power drive unit 116 has a
wing assembly 22 into the fuselage contour. Pivotally backup brake 124.
mounted on the port wing tip 28 is port pylon 12 that houses Operably coupling the pylon conversion actuator 102 to
an engine having an output shaft that is connected to a the pylon conversion actuator 104 is an interconnect drive
reducing gearbox. The gearbox includes a propeller Shaft on train 126. At each end of the interconnect drive train 126 are
which is mounted a port proprotor 30. beveled gears 128, 130. The beveled gear 128 engages a
Similarly, the starboard pylon 14 is located adjacent the beveled gear 132. The beveled gear 130 engages a beveled
starboard wing tip 32. The starboard pylon 14 includes an gear 134. The beveled gear 132 is coupled to a reducing gear
engine having an engine output shaft that extends into a 136 which engages a hydraulic clutch 138. Likewise, the
reducing gearbox. The reducing gearbox includes a propel beveled gear 134 couples to a reducing gear 140 that
ler shaft which carries a starboard proprotor 34. 35 engages a hydraulic clutch 142. The reduction gear 136 is
FIGS. 2 and 3 depict a pylon conversion system of the coupled to an anti-jam gear 144. The anti-jam gear 144 also
present invention respectively in its retracted position and its couples to a planetary differential 146 that may be driven by
extended position and is generally designated 50. The illus either the primary hydraulic power drive unit 110 or the
trated pylon conversion system 50 is mounted between the backup hydraulic power unit 112. In a similar manner, the
port wing tip 28 and the port pylon (not pictured). The pylon 40 reduction gear 140 is coupled to an anti-jam gear 148. The
conversion System 50 includes a pylon conversion actuator anti-jam gear 148 is also coupled to a planetary differential
52 that moves between a retracted position depicted in FIG. 150 that may be driven by the primary hydraulic power drive
2 and an extended position depicted in FIG. 3, thereby unit 114 or the backup hydraulic power drive unit 116.
pivoting the attached pylon between the aircraft mode and The pylon conversion system 100 includes a variety of
the helicopter mode, respectively. The pylon conversion 45 sensors. Specifically, chip sensors 152 and 154 respectively
actuator 52 is jam resistant and is provided with dual or detect loose particles within gear boxes 156 and 158. A pair
redundant load pads for enhanced Safety. The pylon conver of angular displacement transducers 160, 162 are used to
Sion actuator 52 is a dual ball Screw actuator which includes detect proper position of the various gears within gear boxes
an inner ball screw drive unit 54 and an outer ball screw unit 156 and 158 respectively. The pylon conversion actuator 102
56, both of which are actuated to move the pylon conversion 50 includes three angular displacement transducers 164, 166,
actuator 52 between the fully retracted and fully extended 168 used to determine the position of the pylon associated
positions. The use of dual drive units provides a fail Safe with the pylon conversion actuator 102. Likewise, the pylon
mode. Specifically, should one of the Screw drive units jam, conversion actuator 104 has three angular displacement
the other drive unit can remain operable for a reduced range transducers 170, 172,174 used to determine the position of
of motion of the pylon conversion actuator 52. A more 55 the pylon associated with the pylon conversion actuator 104.
detailed description of the operation of pylon conversion The angular displacement within the interconnect drive train
actuator 52 is presented in U.S. Pat. No. 5,092,539 which is 126 is detected using angular displacement transducers 176
assigned to Bell Helicopter Textron Inc. and is hereby and 178.
incorporated by reference. In normal operation, when the tiltrotor aircraft operating
Pylon conversion system 50 includes a primary hydraulic 60 the pylon conversion system 100 is to be converted from
power drive unit 58 that is used to drive a planetary aircraft mode to helicopter mode, the pylon conversion
differential 60. The pylon conversion system 50 also actuators 102, 104 must be extended. To extend pylon
includes a backup hydraulic power drive unit 62 that may conversion actuators 102,104, the primary hydraulic power
drive the planetary differential 60, in the event of a failure of drive units 110 and 114 are operated to rotate the differen
primary hydraulic power drive unit 58 or a failure of 65 tials 146 and 150 which, in turn, rotate the anti-jam gears
planetary differential 60 as will be explained in further detail 144, 148 to operate the telescoping ball screws of the pylon
below. The backup hydraulic power drive unit 60 not only conversion actuators 102,104 and extend the lug ends 106,
 US 6,247,667 B1
S 6
108 of the pylon conversion actuators 102,104. Converting Referring now to FIG. 5, therein is depicted the hydraulic
the tiltrotor from aircraft mode to helicopter mode is critical system used in the pylon conversion system 100 of the
prior to the landing of the tiltrotor aircraft in that the present invention. In addition to the mechanical operation
proprotors of the tiltrotor aircraft extend below the landing redundancy, the pylon conversion system 100 of the present
gear of the tiltrotor aircraft and would contact the ground invention has hydraulic operation redundancy. Specifically,
potentially causing the tiltrotor aircraft to crash. AS Such, it the pylon conversion system 100 has three independent
is important to have built in safety features within the pylon hydraulic Systems which power the various hydraulic com
conversion system 100. For example, the pylon conversion ponents of the pylon conversion system 100. The first
actuators 102, 104 each comprise a two stage telescoping hydraulic System powers the primary hydraulic power drive
ball Screw wherein each Stage operates independently of the unit 110 associated with the pylon conversion actuator 102
other. Thus, even if one stage of the two stage telescoping and is designated in FIG. 5 as PC1 pressure and PC1 return.
ball Screw has a failure, the other Stage is unaffected and will In addition, the first hydraulic System is used to operate the
allow the pylon to rotate a Sufficient distance Such as the primary hydraulic brake 122 associated with the primary
proprotor will not contact the ground when the tiltrotor hydraulic power drive unit 114 of the pylon conversion
aircraft is landed. actuator 104.
15
The pylon conversion system 100 of the present invention The second hydraulic system which is designated as PC2
also provides mechanical operation redundancy for a failure pressure and PC2 return is used to drive the primary hydrau
of the interconnect drive train 126 including failures of lic power drive unit 114 of the pylon conversion actuator 104
asSociated bearings or failures in the various beveled gears and the primary hydraulic brake 118 associated with the
128, 130, 132,134 by operating the hydraulic clutches 138, primary hydraulic power drive unit 110 of the pylon con
142. More specifically, if such a failure occurs, one or both version actuator 102. A third hydraulic system which is
of the hydraulic clutches 138,142 may be disengaged such designated as PC3 pressure and PC3 return is used to power
that the operation of the pylon conversion actuators 102,104 both of the backup hydraulic power drive units 112, 116 and
become independent. both of the hydraulic clutches 138, 142.
The pylon conversion system 100 also has mechanical 25
Given the mechanical operation redundancy described
operation redundancy associated with the primary hydraulic above with reference to FIG. 4, any two of the three
power drive units 110, 114. The pylon conversion system hydraulic systems could fail without a failure in the entire
100 allows the use of the backup hydraulic power drive units pylon conversion System 100. In normal operating mode,
112, 116 in the event of a failure of the corresponding both the first hydraulic system and the second hydraulic
primary hydraulic power drive units 110, 114 or the corre System would operate in order to provide power to the
sponding primary hydraulic brakes 118, 122 through differ primary hydraulic power drive units 110, 114. If, for
entials 146, 150. In addition, in the event of a failure of a example, the first hydraulic System failed, this would cause
differential 146, 150, the corresponding primary hydraulic the primary hydraulic power drive unit 110 to cease opera
power drive units 110, 114 and the corresponding backup tion and would engage the primary hydraulic brake 122.
hydraulic power drive units 112,116 may be used in tandem 35 Thereafter, the third hydraulic system would commence
to overcome the seized differential 146, 150. operation and drive the backup hydraulic power drive units
The pylon conversion system 100 may also be operated if 112, 116 thereby providing full power to the pylon conver
both the primary and the backup hydraulic power drive unit sion actuators 102, 104. If the third hydraulic system were
that are associated with a single pylon conversion actuator then to fail causing the backup hydraulic power drive units
fail. For example, if the primary hydraulic power drive unit 40
112 and 116 to cease operation, then the Second hydraulic
110 and the backup hydraulic power drive 112 fail, pylon System would independently operate both pylon conversion
conversion actuator 102 may, nonetheless, be operated. actuators 102, 104 using the primary hydraulic drive unit
When this condition is sensed, both the primary and the 114 and the mechanical linkage between the pylon conver
backup hydraulic power drive units 114, 116 will operate to sion actuators 102, 104 including interconnect drive train
126.
drive the differential 150 which, in turn, drives the anti-jam 45
While this invention has been described with a reference
gear 148 which drives the anti-jam gear 144 via the inter
connection drive train 126 and the associated beveled gears to illustrative embodiments, this description is not intended
128, 130, 132,134 such that the anti-jam gear 144 drives the to be construed in a limiting Sense. Various modifications
pylon conversion actuator 102. Even if a failure were then and combinations of the illustrative embodiments as well as
to occur in either the primary hydraulic power drive unit 114 50 other embodiments of the invention, will be apparent to
or the backup hydraulic power drive unit 116, a Single perSons skilled in the art upon reference to the description.
hydraulic power drive unit could, nonetheless, operate both It is, therefore, intended that the appended claims encompass
of the pylon conversion actuators 102,104 at a reduced rate. any Such modifications or embodiments.
What is claimed is:
The pylon conversion system 100 utilizes additional 1. A pylon conversion System for operating a pylon on a
mechanical operation redundancy by operating the anti-jam 55
gears 144, 148. In normal operation, the anti-jam gear 144 tiltrotor aircraft between an aircraft mode and a helicopter
provides the gearing between the differential 146 and the mode comprising:
gear that drives the telescoping ball Screw of the pylon first and Second pylon conversion actuators each having a
conversion actuator 104. Likewise, the anti-jam gear 148 retracted position and an extended position correspond
provides the gearing between the differential 150 and the 60 ing to the aircraft mode and the helicopter mode,
gear that drives the telescoping ball Screw of the pylon a first gearing System operably coupled to the first pylon
conversion actuator 104. Anti-jam gears 144, 148 are conversion actuator;
designed Such that they comprise enough flexibility to bend a first primary power unit, a first backup power unit and
out of the way and not seize when debris or a gear tooth a first clutch operably coupled to the first gearing
become lodged in the gear mesh. AS Such, anti-jam gears 65 System;
144, 148 have enough power to form the gear and roll over a Second gearing System operably coupled to the Second
the debris. pylon conversion actuator;
 US 6,247,667 B1
7 8
a Second primary power unit, a Second backup power unit first and Second pylon conversion actuators each having a
and a Second clutch operably coupled to the Second retracted position and an extended position correspond
gearing System; and ing to the aircraft mode and the helicopter mode,
an interconnect drive train operably coupled to the first a first gearing System including a first planetary differen
and Second clutches whereby the first and Second pylon tial gear and a first anti-jam gear operably coupled to
conversion actuators are operable between the the first pylon conversion actuator;
extended position and the retracted position.
2. The pylon conversion System as recited in claim 1 a first primary power unit and a first backup power unit
wherein the first and Second pylon conversion actuators operably coupled to the first planetary differential gear;
further comprise ball Screws. 1O a first clutch operably coupled to the first anti-jam gear;
3. The pylon conversion System as recited in claim 1 a Second gearing System including a Second planetary
wherein the first and Second pylon conversion actuators differential gear and a Second anti-jam gear operably
further comprise two Stage ball Screws. coupled to the Second pylon conversion actuator;
4. The pylon conversion System as recited in claim 1 a Second primary power unit and a Second backup power
wherein the extended position of the first and Second pylon 15
conversion actuators corresponds to the helicopter mode and unit operably coupled to the Second planetary differ
the retracted position of the first and Second pylon conver ential gear;
Sion actuators corresponds to the aircraft mode. a Second clutch operably coupled to the Second anti-jam
5. The pylon conversion System as recited in claim 1 gear; and
wherein the first and Second gearing Systems each further an interconnect drive train operably coupled to the first
comprise a planetary differential. and Second clutches whereby the first and Second pylon
6. The pylon conversion System as recited in claim 1 conversion actuators are operable between the
wherein the first and Second gearing Systems each further extended position and the retracted position.
comprise an anti-jam gear. 15. The pylon conversion system as recited in claim 14
7. The pylon conversion System as recited in claim 1 25
further comprising a pair of bevel gears operably coupling wherein the first and Second pylon conversion actuators
the first and Second clutches to the interconnect drive train. further comprise two Stage ball Screws.
8. The pylon conversion System as recited in claim 1 16. The pylon conversion system as recited in claim 14
wherein the first and Second pylon conversion actuators are wherein the first and Second pylon conversion actuators are
operated between the retracted position and the extended operated between the retracted position and the extended
position using the first and Second primary power units. position using the first and Second primary power units.
9. The pylon conversion system as recited in claim 1 17. The pylon conversion system as recited in claim 14
wherein the first and second pylon conversion actuators are wherein the first and Second pylon conversion actuators are
operated between the retracted position and the extended operated between the retracted position and the extended
position using the first and Second backup power units. 35 position using the first and Second backup power units.
10. The pylon conversion system as recited in claim 1 18. The pylon conversion system as recited in claim 14
wherein the first and Second pylon conversion actuators are wherein the first and Second pylon conversion actuators are
operated between the retracted position and the extended operated between the retracted position and the extended
position using the first primary power unit and the Second position using the first primary power unit and the Second
backup power unit. 40
backup power unit.
11. The pylon conversion System as recited in claim 1 19. The pylon conversion system as recited in claim 14
wherein the first and Second pylon conversion actuators are wherein the first and Second pylon conversion actuators are
operated between the retracted position and the extended operated between the retracted position and the extended
position using the first primary power unit, the first backup position using the first primary power unit, the first backup
power unit and the interconnect drive train. 45
12. The pylon conversion System as recited in claim 1 power unit and the interconnect drive train.
wherein the first and Second pylon conversion actuators are 20. The pylon conversion system as recited in claim 14
operated between the retracted position and the extended wherein the first and Second pylon conversion actuators are
position using the first primary power unit and the intercon operated between the retracted position and the extended
nect drive train. 50 position using the first primary power unit and the intercon
13. The pylon conversion System as recited in claim 1 nect drive train.
wherein the first and Second pylon conversion actuators are 21. The pylon conversion System as recited in claim 14
operated between the retracted position and the extended wherein the first and Second pylon conversion actuators are
position using the first backup power unit and the intercon operated between the retracted position and the extended
nect drive train. 55 position using the first backup power unit and the intercon
14. A pylon conversion System for operating tiltrotor nect drive train.
pylons between an aircraft and a helicopter mode
comprising: