Abstract: The present invention relates to a multi-modal vehicle operable in a first mode as a fixed wing aircraft and reconfigurable to be operable in a second mode as a ground vehicle. The vehicle comprises first and second ends configured to operate in a first direction, with the first end leading the second end, in the first mode and in a second direction, with the second end leading the first end, in normal operation in the second mode.

Abstract: The present disclosure relates to unmanned aerial vehicles (“UAVs”), systems, and methods for efficiently and safely landing while improving flight performance. In particular, the disclosure incudes a light-weight, gravity-fed, self-deploying landing gear assembly that aligns to the direction of the runway upon landing. For example, the landing gear assembly can include a pin switch and a tear-through barrier that releases and deploys the landing gear assembly. Additionally, the landing gear assembly can include castering wheels that rotate (i.e., swivel) while the UAV is in flight. Furthermore, the landing gear assembly can include friction-disks to reduce the rotation of the castering wheels when the landing gear assembly contacts the ground and receives the weight of the UAV. Moreover, the landing gear assembly can detect that the UAV has landed and can signal the UAV to initiate a roll stop mechanism.

Abstract: An aircraft undercarriage having a leg for mounting to move on an aircraft structure between a deployed position and a retracted position is provided. The undercarriage generally includes a brace member arranged between the structure of the aircraft and the leg in order to stabilize the leg in the deployed position, and a drive actuator for moving the leg from the deployed position to the retracted position. The brace member includes a strut arm having a proximal end that is designed to be hinged on the structure of the aircraft. The arm presents a longitudinal slot extending until the slot reaches a distal end in order to terminate in a bend and having slidably engaged therein a finger that is secured to the leg, the drive actuator being coupled to the strut arm.

Abstract: A thin-skin support member is provided. The thin-skin support member may include a semi-circular edge and a flat edge that define a hollow cavity. A cylindrical cavity may be adjacent the hollow cavity and at least partially defined by the semi-circular edge. The cylindrical cavity may be configured to retain a strut assembly. A mounting interface may be coupled to the semi-circular edge and the flat edge. A torsion interface may be disposed adjacent the cylindrical cavity and configured to receive a torsion link. The thin-skin support member may be made using additive manufacturing and thus may have a grain structure grown in the direction of material being added.

Abstract: A tail skid shock absorber including an outer shock absorber canister, a crushable indicator cartridge disposed within the outer shock absorber canister, and an indicator rod coupled to the crushable indicator cartridge so as to move with a portion of the crushable indicator cartridge as a unit.

Abstract: A mounting assembly for connecting a first surface to a second surface and for holding a first servo which moves an adjacent first component is provided including a leg. A first end of the leg is attachable to the first surface and a second end of the leg is attachable to the second surface. The leg is generally bent such that the first end of each leg is arranged at an angle to the second end of each leg so as to transmit forces between the first and second surface. A bracket connected to the leg includes a notch configured to receive the first servo. When the first servo is positioned within the first notch, a free end of the first servo is operably coupled to the adjacent first component and the leg reacts forces generated by the first servo into the first and second surfaces.

Abstract: A system includes an aircraft having a fuselage with a tail portion. A tail skid is disposed in an opening of the tail portion. The tail skid includes a ground contact shoe and a mechanism configured to selectably move the ground contact shoe between respective ones of a stow position disposed within the opening, a landing position disposed below the opening, and a takeoff position different than the stow and landing positions. Before a takeoff or a landing, the ground contact shoe is moved to a corresponding one of the takeoff or landing positions. In the event of an over-rotation or an over-flaring of the aircraft during a takeoff or a landing, respectively, the ground contact shoe makes contact with the ground and a shock absorber of the system absorbs a shock of the contact and thereby prevents tail strike damage to the aircraft.

Abstract: A caster wheel assembly of a pickup for an agricultural machine, comprising a wheel on a carrier shaft mounted rotatably within a bushing of a pickup arm. The wheel being biased by a spring to be oriented in a predetermined direction relative to the pickup arm. The spring is mounted over the pickup arm between a first arm fixed to the carrier shaft and a second arm fixed to the pickup arm.

Abstract: An agricultural machine having a frame carrying a crop pickup mechanism and supported on the ground by means of two support wheels. Each support wheel is rotatably mounted on a carrier that is connected to the frame of the pickup for rotation about a caster axis. Each wheel carrier is connected by a respective spring to a point fixed relative to the frame of the pickup. The spring biases the carrier to cause the support wheel to park in a predetermined direction relative to the frame of the pickup.

Abstract: A system, an apparatus, and a method for an aerospace vehicle braking system for decelerating an aerospace vehicle on a landing surface. An arm is provided having a first portion connected to the aerospace vehicle and a second portion generally distal to the first portion. The second portion of the arm includes an engagement portion configured to engage the landing surface. The arm is movable between a first position, wherein the engagement portion is substantially disengaged from the landing surface, and a second position, wherein the engagement portion engages the landing surface with a force sufficient to significantly decelerate the aerospace vehicle. The engagement portion is configured to pivot with respect to the arm in response to the direction of travel of the aerospace vehicle upon the landing surface. An actuator is connected to the arm to selectively move the arm between the first position and the second position.

Abstract: A method and apparatus for positioning a tail skid assembly for a maximum rotation angle for an aircraft may be provided. A determination may be made as to whether the tail skid assembly is to be deployed for takeoff or landing. A set of parameters may be identified based on a determination of whether the tail skid assembly is to be deployed for takeoff or landing. A desired maximum rotation angle for the aircraft may be identified using the set of parameters. The tail skid assembly may be deployed to allow the desired maximum rotation angle for the aircraft.

Abstract: A method and apparatus for positioning a tail skid assembly for a maximum rotation angle for an aircraft may be provided. A determination may be made as to whether the tail skid assembly is to be deployed for takeoff or landing. A set of parameters may be identified based on a determination of whether the tail skid assembly is to be deployed for takeoff or landing. A desired maximum rotation angle for the aircraft may be identified using the set of parameters. The tail skid assembly may be deployed to allow the desired maximum rotation angle for the aircraft.

Abstract: A tailwheel assembly for an aircraft includes a ventral fin including a fixed airframe portion of the ventral fin and a moveable tailwheel portion of the ventral fin. A tailwheel strut extends through the ventral fin and includes a fixed first strut portion and an extendable second strut portion having the moveable tailwheel portion of the ventral fin secured thereto. A tailwheel is secured to the extendable second strut portion. A method of operating a tailwheel assembly for an aircraft includes extending an extendable portion of a tailwheel strut from an airframe of the aircraft. The tailwheel strut has a tailwheel secured thereto and is located at least partially in a ventral fin of the aircraft. A tailwheel portion of the ventral fin is moved away from a fixed airframe portion of the ventral fin via extension of the extendable portion of the tailwheel strut.

Abstract: A method and apparatus for positioning a tail skid assembly for a maximum rotation angle for an aircraft may be provided. A determination may be made as to whether the tail skid assembly is to be deployed for takeoff or landing. A set of parameters may be identified based on a determination of whether the tail skid assembly is to be deployed for takeoff or landing. A desired maximum rotation angle for the aircraft may be identified using the set of parameters. The tail skid assembly may be deployed to allow the desired maximum rotation angle for the aircraft.

Abstract: The present invention relates to a tail skid (10) for a rotorcraft (1), the tail skid comprising a contact blade (11) extending from a contact first end (11?) towards a second end (11?), said contact first end (11?) being provided with a top face (12) suitable for facing a structure (7) of the rotorcraft (1) and a bottom face (13) suitable for facing towards the ground (2) when said tail skid (10) is fastened to a rotorcraft (1) standing on the ground (2), said bottom face (13) having a first area.

Abstract: The invention relates to an aircraft with a protection shield for the rear composite material, fuselage 25) for conducting tail impact tests, in addition to a tail absorber, the shield (11) being formed by a plurality of pieces (21) joined to supports (23) fixed to the rear fuselage (25) behind the tail absorber (1), said pieces (21) having a laminar structure with an outer steel sheet (13), an inner composite sheet (17) and an intermediate high resistance silicon sheet (15).

Abstract: The present invention relates to a tail skid (10) for a rotorcraft (1), the tail skid comprising a contact blade (11) extending from a contact first end (11?) towards a second end (11?), said contact first end (11?) being provided with a top face (12) suitable for facing a structure (7) of the rotorcraft (1) and a bottom face (13) suitable for facing towards the ground (2) when said tail skid (10) is fastened to a rotorcraft (1) standing on the ground (2), said bottom face (13) having a first area.

Abstract: An airplane gear leg that is strong, stiff, and capable of storing large amounts of energy and formed of a composite material that has first and second fiber materials. The first fiber material is very strong and flexible, allowing it to store a great deal of energy in a hard landing, and its fibers are oriented essentially parallel to the axis of the gear leg. The second fiber material is very stiff, providing the torsional rigidity necessary to avoid flutter, and its stiff fibers are laid at a large angle relative to the axis of the gear leg so their elastic limit is not exceeded during a hard landing.

Abstract: An electrical interlock and indication system for use with an aircraft having a hinged tail section is provided. The interlock and indication system prevents operation of a latch/lock actuation system of the hinged tail section unless a tail support is engaged to the tail section, inhibits over rotation of the hinged tail section, and detects retraction failures of latch pins located in the hinged tail section.

Abstract: Multi-positional tail skid assemblies and methods for their use. In one embodiment, a multi-positional tail skid assembly includes a skid member and a skid deployment system operably connected to the skid member. The skid member can include a first portion attachable to an aft portion of a fuselage and a second portion movable relative to the aft portion of the fuselage. The second portion can support a skid surface configured to contact a surface of a runway. The skid deployment system can be configured to move the skid surface between first and second positions. When the skid surface is in the first position, the skid surface is closer to the aft portion of the fuselage than when the skid surface is in the second position.

Abstract: Multi-positional tail skid assemblies and methods for their use. In one embodiment, a multi-positional tail skid assembly includes a skid member and a skid deployment system operably connected to the skid member. The skid member can include a first portion attachable to an aft portion of a fuselage and a second portion movable relative to the aft portion of the fuselage. The second portion can support a skid surface configured to contact a surface of a runway. The skid deployment system can be configured to move the skid surface between first and second positions. When the skid surface is in the first position, the skid surface is closer to the aft portion of the fuselage than when the skid surface is in the second position.

Abstract: A release agent for use in formation of a lignocellulosic composite product is provided. The release agent comprising at least one fatty acid. The release agent is capable of substantially preventing a mat comprising a lignocellulosic material and an adhesive bonding agent, formed within the confines of a formation area, from adhering to said formation area, when said release agent is introduced into said formation area. The release agent is also capable of substantially reducing deposits of either adhesive bonding agent or release agent which can accumulate in the formation area.

Abstract: A vibration-preventing tail wheel conversion system prevents an aircraft tail wheel from shimmying during the takeoffs and landings. The system retrofits to the original equipment tail wheel fork. A rigid insert in the form of an inverted T comprises a cylindrical base that is pressed down into the upper end of the factory fork assembly and welded therewtihin. A rigid, reduced diameter and coaxially-centered stein projects integrally upwardly from the insert base, with an annular shoulder defined therebetween. An elongated, threaded bolt rigidly penetrates the insert and extends upwardly outwardly for threadable connection to a suitable nut. A hollow, sleeve-like hub is coaxially coupled to the end of the fork assembly, externally surrounding the insert. The hub's lower, internal shoulder contacts and rests against the fork tube and the insert's annular shoulder. An upper shoulder concentrically defined by the hub receives a bearing assembly.

Abstract: A vibration-preventing tail wheel assembly prevents an aircraft tail wheel from shimmying during the takeoffs and landings. The unit retrofits and mounts between the aircraft tail spring and the original equipment tail wheel fork. A rigid hub assembly comprising a sleeve-like, central hub is rotatably coupled to the spindle assembly. The spindle assembly has a mounting flange connected to the aircraft tail wheel fork. A rigid arm projecting from the hub is bolted to the tail spring. The spindle assembly comprises a rigid sleeve coaxially extending from a mounting flange through and within the hub assembly. A pair of bearing assemblies fitted within suitable recesses on opposite ends of the central hub contact a special bushing.

Abstract: A system for enabling an aircraft to accomplish extremely short takeoffs and landings, which includes an integrated flight control system; a takeoff system; a landing system and a high thrust-to-weight propulsion system. The integrated flight propulsion control system includes a multi-axis thrust vectoring system. The takeoff system is operably engageable with the multi-axis thrust vectoring system. The takeoff system includes means for rotating the aircraft nose upwardly below stall speed without substantial use of thrust vectoring from the multi-axis thrust vectoring system. The landing system is operably engageable with the multi-axis thrust vectoring system. It includes means for de-rotating the aircraft from a high angle of attack to a main gear touchdown angle of attack sufficiently low to avoid scraping the tail of the aircraft.

Abstract: A landing gear/tail skid having at least two pivot axes (22, 24) which are subject to relative motion in response to impact loads acting on the landing gear/tail skid (10) and a contact arm (18) disposed in combination with pivot axes (22, 24). The cartridge assembly (20) includes a housing member (30) having and internal chamber (38) and a telescoping piston assembly (40) mounting within the internal chamber (38) wherein the end portions of each are disposed in combination with one of the pivot axes (22, 24). The housing member (30) and piston assembly (40), in combination, define opposed bearing surfaces (36s, 46s) which act on an energy absorbing means (50) disposed within the internal chamber (38) and intermediate the opposed bearing surfaces (36s, 46s). The energy absorbing means (50) is operative, in response to impact loads coupled thereto by the opposed bearing surfaces (36s, 46s), to react impact loads below a threshold is value without change in its critical dimension (L.sub.

Abstract: A vertical take-off and landing aircraft is configured so as to provide, when landing tail-first with its fuselage (1) in a generally vertical attitude, a touchdown area (21) at the tail of the aircraft at a position offset from a line extending along the length of the fuselage through the centre of gravity (23) of the aircraft such that after the touchdown area contacts a landing surface the aircraft topples under the action of gravity to bring an undercarriage (11, 13) of the aircraft into contact with the landing surface, thereby to attain a stable landed position.

Abstract: A high energy absorbing aircraft tail skid assembly for protecting an aircraft fuselage lower skin portion from damage in the event of a tail strike due to over rotation on take-off of the aircraft. The high energy absorbing tail skid assembly is pivotally mounted to the aircraft bulkhead, and comprises a telescoping rod assembly including a crushable aluminum cartridge, positioned coaxially with respect to the central axis of the telescoping rods. The telescoping rod is coupled through linkage, including a fuse pin providing a predetermined failure mode for the high energy aircraft tail skid assembly, to prevent overloading critical aircraft structure.

Abstract: The flexible girder made of composite materials and with high energy absorption is in the form of an elongate box of laminated structure comprising two rigid flanges (6,7) connected by two webs (9) which have aligned apertures (13). A deformable energy-absorbing block (14') is arranged between the two flanges (6,7) at the apertures and comprises a block of an elastomeric material (15). The block (14') absorbs the buckling deformation energy of the flange (6) which is subjected to compressive stress during flexion of the girder, by resting on the other flange (7) which is subjected to tensile stress. The block (14') controls the buckling of the flange (6) and only gives back part of the energy absorbed. Application to the equipment in particular of skid landing gear for helicopters and tail skids for aircraft.

Abstract: A tail skid mounted to the airframe of a glider of a light air plane comprises a body of elastic material, a support plate imbedded in the elastic body and a skid wheel yieldingly supported in a metal frame mounted to the skid body and elastically connected to the support frame.