Abstract: A control device for an aircraft is disclosed including a push-button switch that is configured to be held in a depressed position by a pilot during taxiing of the aircraft. The push-button switch is configured to return automatically to a released position if it is not held in the depressed position by the pilot. The control device is configured to output a command for braking to a braking system of the aircraft, if the push-button switch moves to the released position during taxiing of the aircraft and does not return to the depressed position within a set time. The button may be provided on a tiller. A method of detecting on-board pilot incapacitation during an aircraft taxi phase is also disclosed.

Abstract: Multi-functional trailing edge apparatus and methods for aircraft are disclosed herein. An example wing of an aircraft disclosed herein includes an aft edge supporting a trailing edge device. The trailing edge device has a control surface and a side surface. A linkage is rotatably coupled to the side surface and the aft edge, and a rotary actuator is operatively coupled to the linkage to move the control surface.

Abstract: A seat bottom assembly including a first frame subassembly and a second frame subassembly supported by and rotatably coupled to the first frame subassembly about a rotation axis, the second frame subassembly configured to rotate about the rotation axis between a first position and a second position. A fabric diaphragm has a fore end connected to the second frame subassembly and an aft end connected to the first frame subassembly. The rotation axis is positioned forward of the connection of the aft end of the fabric diaphragm to the first frame subassembly, such that when the second frame subassembly is in the first position the fabric diaphragm is stretched, and when the second frame subassembly is in the second position the fabric diaphragm is relaxed. In use, the first position may correspond to sitting and the second position may correspond to under seat access.

Abstract: A two-dimensionally gimballed propeller produces vectored thrust. A directional propeller generates a two-dimensional propulsive thrust vector without adverse moments or translational forces. Forces necessary to control the propulsive vector are minimized by directing the vector through the propeller's aerodynamic center apart from the power source delivered to the propeller via a driveshaft having a fixed orientation.

Abstract: A multi-segment oblique flying wing aircraft which has three distinct segments including two outer wing segments and a central wing segment. The central segment may be thicker in the vertical direction and adapted to hold pilots and passengers. The outer wing segments may be substantially thinner and may taper as they progress outboard from the wing center. The multi-segment oblique flying wing aircraft be adapted for rotating into a high speed flight configuration, or may be adapted for take-off and cruise at a constant angle. In an extreme flight case, the central wing segment may rotate to a local sweep of ninety degrees.

Abstract: In an example, the present invention provides an airplane or aerospace vehicle system configured with a high intensity pulse laser generation system.

Abstract: A convertible aircraft is configured to fly in a hover mode and a forward flight mode, the aircraft including a body defining a longitudinal axis and a thruster system coupled to the body and configured to apply forces to the body to fly the aircraft. The thruster system includes a first thruster configured to create a first thrust profile having a fixed direction and a variable amount. The thruster system includes a second thruster configured to create a second thrust profile having a variable direction and a variable amount. The thruster system is configured to operate in a first mode and a second mode. In the first mode, the first thrust profile and the second thrust profile are positive, and in the second mode, the first thrust profile is minimized and the second thrust profile is positive.

Abstract: A combined hover and forward thrust control assembly for a dual-mode aircraft includes a support structure attached to an aircraft frame of an aircraft having at least a vertical thrust propulsor and at least a forward thrust propulsor a throttle lever rotatably mounted to the support structure, wherein rotating the throttle lever in a first direction increases power to at least a vertical thrust propulsor and rotating the throttle lever in a second direction decreases power to at least a vertical thrust propulsor and a linear thrust control mounted on the throttle lever, wherein movement of the linear thrust control in a first direction increases forward thrust of at least a forward thrust propulsor, and movement of the linear thrust control in a second direction decreases forward thrust of the forward thrust propulsor.

Abstract: A VTOL-type air vehicle is transitioned from forward speed mode to hover mode via a transient path in transition mode. The air vehicle includes first and second propulsion systems, and high lift, mild stall fixed wings. The first propulsion system can provide a first thrust (sufficient for enabling powered aerodynamic flight) at a first thrust vector. The second propulsion system can provide a second thrust (sufficient for enabling vectored thrust flight) at a second thrust vector, which is spatially fixed with respect to the air vehicle at least during transitioning. The transient path includes, during transitioning, manipulating a first magnitude of angle of attack and a second magnitude of forward speed to provide a corresponding aerodynamic lift component, and concurrently manipulating a third magnitude of the second thrust to provide a vertical vectored thrust component corresponding to the first magnitude of angle of attack.

Abstract: The present invention relates to a body (2) provided on an air vehicle; at least a first mount (3) which is located on the body (2) so as to move on the body (2) in a direction it lies, and which carries the air vehicle by contacting the ground when the air vehicle lands; an open position (I) in which the first mount (3) extends out of the body (2) and carries the air vehicle; a closed position (II), wherein the first mount (3) is moved in the body (2) to be brought from the open position (I) to the closed position (II); at least one motor (4) that moves the first mount (3) between the open position (I) and the closed position (II).

Abstract: A cargo restraining device is disclosed herein. The cargo restraining device includes a base, a first restraint coupled to the base, the first restraint including a first member coupled orthogonally to a second member and configured to move from a first position to a second position, the first restraint configured to restrain a pallet in a first direction when in the first position, and a second restraint coupled to the base and configured to move from a third position to a fourth position, the second restraint configured to restrain the pallet in a second direction that is orthogonal to the first direction when in the third position.

Abstract: A control surface system is disclosed having at least one body provided on an air vehicle; at least one wing flap for controlling air flow by moving relative to the body located thereon and thus allowing the air vehicle to maneuver; at least one actuator made of an electro-active polymer material located between the body and the wing flap, wherein the actuator changes shape depending on electrical energy and thus triggering the wing flap; at least one holder located on the actuator and attached to the actuator from at least a part; at least one housing on which the holder is removably attached and which can moves together with the holder by way of the action of the actuator.

Abstract: An apparatus, system and method for covering an aircraft engine. The apparatus comprises front and rear spaced apart plates with an edge engaging portion therebetween and a connector for securing the apparatus to a body to be applied to the aircraft engine shroud. The system comprises a front cover sized to surround a front portion of the aircraft engine, at least one apparatus for covering an aircraft engine at least one hook comprising the apparatus adapted to engage a trailing edge of the shroud of the aircraft engine and a strap operably connected to each at least one hook and extending to the front cover. The method comprises locating the front cover over the front portion of the engine, securing at least one hook to trailing edge of the engine shroud and tightening a strap operably connected to the at least one hook and the front cover.

Abstract: An articulating motor mount assembly including a first frame segment attachable to an airframe of an aircraft. A second frame segment is rotatably coupled to the first frame segment in a plane oblique to a longitudinal axis of the first frame segment. A third frame segment is rotatably coupled to the second frame segment in a plane oblique to a longitudinal axis of the second frame segment and configured to carry a thrust device. A first actuator is positioned to rotate the second frame segment relative to the first frame segment and a second actuator is positioned to rotate the third frame segment relative to the second frame segment.

Abstract: Provided is a flight device that includes multiple drive sources and that can continuously fly even when one of the drive sources stops in flight, by using the other drive source. The flight device 10 includes a first drive system 11 and a second drive system 12. The first drive system 11 includes a battery 27, rotor 151 and the like configured to be rotated by energy supplied from the battery 27, and a first control unit 20 configured to control the numbers of revolutions of the rotor 151 and the like depending on a flight condition. The second drive system includes the battery 27, rotor 181 and the like configured to be rotated by energy supplied from the battery 27, and a second control unit 21 configured to control the numbers of revolutions of the rotor 181 and the like depending on the flight condition.

Abstract: A wing assembly (5) including: a fixed wing portion (7), a first high-lift device (9), a first connecting assembly (19) which allows the first high-lift device (9) to move between a retracted position and an extended position, a second high-lift device (11), a second connecting assembly (21) which allows the second high-lift device (11) to move between a retracted position and an extended position, a drive unit (23) attached to the fixed wing portion (7), and a drive assembly (25) having a first portion (27) is attached to the drive unit (23) and a second portion (29) attached to the second high-lift device (11), wherein the drive unit (23) moves the second high-lift device (11) via the drive assembly (25) between the retracted position and the extended position.

Abstract: A propulsion system comprising a chassis, a fan cowl, an articulation system fixed between the chassis and the fan cowl and comprising a shaft with two offset cylinders in which a central cylinder is movably mounted in rotation on the chassis and wherein a lateral cylinder is movably mounted in rotation on the fan cowl, a blocking device limits the rotation of the central cylinder relative to the chassis between a closed position and an intermediate position, and a stopping device allows rotation of the fan cowl between the intermediate position and the open position and preventing rotation of the fan cowl beyond the intermediate position.

Abstract: An aircraft wing, including a main wing and a trailing edge high lift assembly movably arranged at a main wing trailing edge, the high lift assembly including a flap and a connection assembly movably mounting the flap to the main wing, such that the flap is movable between retracted and extended positions. In the extended position, a gap is present between a main wing lower rear panel and a flap leading-edge section. In the retracted position, the gap is closed or minimized. The flap is movable between an extended position, a first retracted position, and a second retracted position where the flap is moved beyond the first retracted position in a forward direction, and the wing comprises a gap closing device configured to close or minimize the gap in both the first and second retracted positions of the flap, and to open the gap in the flap extended position.

Abstract: An aircraft wing section assembly is disclosed having a structural spine, a movement mechanism including a support rod 1 extending through the structural spine, a first lever, for connection to and for moving a first moveable control surface, pivotally mounted to the support rod, a second similar lever for connection to and for moving a second moveable control surface, and a connection mechanism for connecting the first and second levers such that pivotal movement of the first lever causes pivotal movement of the second lever, and an actuation mechanism for actuating pivotal movement of the first lever, such that, in use, when the actuation mechanism actuates pivotal movement of the first lever, the second lever also pivotally moves, thus causing movement of both the first and second moveable control surfaces. Also disclosed is an aircraft wing assembly, an aircraft and a method of operating an aircraft.

Abstract: An aircraft tow vehicle comprises a turntable lifting unit configured to automatically rotate and lift for attachment to a nose landing gear of an aircraft. A gate coupled to the turntable lifting unit automatically unlocks, opens to receive the nose landing gear, closes to secure the nose landing gear, and locks. A sensor system detects the nose landing gear. A controller receives data from the sensor system, processes the data to determine a position of the nose landing gear, and controls the turntable lifting unit while automatically adjusting a position of the tow vehicle relative to the nose landing gear. A moving floor adjusts to accommodate different nose wheel sizes. A nose wheel adapter automatically positions itself to hold down the nose landing gear when weight is detected on the moving floor.