Abstract: An end rib assembly for a high-lift device of an aircraft to reduce the noise caused by the transition between the wing and a high-lift device as well as the noise caused by the lateral side edge of the end rib assembly. An end rib assembly includes a noise-reducing portion configured to reduce noise caused by an airflow around the end rib assembly, and a guiding portion configured for guiding the end rib assembly along a pre-determined path when the high-lift device is moved between a retracted position and an extended position, wherein the guiding portion is formed such that an airflow impinging on the guiding portion is partly guided towards the noise-reducing portion.

Abstract: A device for deicing a wall of an aircraft, comprising a closed circuit. The closed circuit comprises at least one condenser, positioned in the environment of the wall that is to be deiced, and in which a heat-transfer fluid condenses, generating energy in the form of latent heat which is transmitted to the wall that is to be deiced, at least one evaporator positioned in the environment of a heat source sited remotely with respect to the wall, and in which the heat-transfer fluid evaporates, absorbing energy in the form of latent heat coming from the heat source. At least part of the closed circuit is facing, in contact with, or positioned in, the wall that is to be deiced, being made of a material transparent to electromagnetic fields.

Abstract: A joint for a metallic skin structure includes a first end portion of the metallic skin structure and a second end portion of the metallic skin structure, wherein the first end portion and the second end portion of the metallic skin structure are secured together along a line of securement. The joint further includes at least one reinforcing fiber embedded within at least one of the first end portion of the metallic skin structure or the second end portion of the metallic skin structure extends orthogonal relative to the line of securement.

Abstract: A multi-rotor unmanned aerial vehicle (UAV) includes a central body, a plurality of branch members connected to the central body, each branch member configured to support a corresponding actuator assembly, a communication module disposed within the central body and configured to establish a communication channel between the UAV and a remote device, and an indicator light disposed on one of the plurality of branch members. The indicator light is configured to indicate whether the communication channel is established.

Abstract: A dispersement system for a UAV is provided. The dispersement system may include a plurality of dispersement nozzles operable to dispense an agricultural product at variable flowrates, a flow controller responsive to instructions and operable to regulate a volume of the agricultural product dispensed by the dispersement nozzles, and a control system. The control system may include a plurality of sensors operable to monitor a plurality of flight parameters and a processing unit configured to model an effect of the plurality of flight parameters on first flow control instructions corresponding to a prescription coverage of the agricultural product and calculate and output modulated flow control instructions to the flow controller. The control system may modulate the first control instructions to change a flowrate of one or more of the plurality of dispersement nozzles to achieve an actual coverage of the agricultural product that is closer to the prescription coverage.

Abstract: The invention relates to a method for controlling the torque of a drive device (1) for rotating wheels (2) of an aircraft comprising actuators for selectively driving rotating wheels of the aircraft to ensure its movement on the ground, comprising the step of regulating a torque generated by the drive device according to a torque setpoint (4) issued by the pilot. According to the invention, the method involves the step of generating, as long as the torque setpoint is not sufficient to guarantee a stable movement speed of the aircraft, a replacement torque setpoint (5) to allow the aircraft to move at a stable speed, and substituting the replacement torque setpoint for the torque setpoint generated by the pilot.

Abstract: The disclosure provides an HAPR apparatus comprising an inflatable frame configured to generate canopy extension based on surrounding atmospheric pressure. The inflatable frame has a first collapse load limit less than the weight of the canopy at a first pressurized state less than 75 kPa and a second collapse load limit greater than the weight of the canopy at a second pressurized state of greater than 95 kPa. The internal pressure of the inflatable frame is typically about 101 kPa. The HAPR apparatus allows ascension with the canopy hanging under its own weight to reduce ascension time, then generates canopy extension prior to release in essentially a zero velocity, zero dynamic pressure condition.

Abstract: There is provided an energy absorbing landing gear system for attachment to a vertical landing apparatus. The energy absorbing landing gear system includes a linear damper assembly, and a load limiter assembly coupled to the linear damper assembly, the load limiter assembly having at least one deformable element to enhance an energy absorption capability. When the energy absorbing landing gear system is attached to the vertical landing apparatus, during a landing phase, the linear damper assembly contacts a landing surface, and a piston assembly of the linear damper assembly moves a first compression distance toward the load limiter assembly, and when the linear damper assembly reaches a maximum compression, the linear damper assembly moves a second compression distance into the load limiter assembly, and the at least one deformable element deforms.

Abstract: Provided are vertical tail structures with symmetry action slat systems. Specifically, a vertical tail structure comprises a main element and a leading edge element. The leading edge element comprises a first slat body and a second slat body that are symmetrically positioned on either side of a longitudinal centerline of the vertical tail structure. Each slat body is configured to move between a retracted position and an extended position to increase a camber sag of an airfoil of the vertical tail structure and thereby increase a maximum aerodynamic yawing moment provided by the vertical tail structure. In a first operable mode, each of the slat bodes are in the respective retracted position. In a second operable mode, one of the slat bodies is in the respective extended position. The extended position of each of the slat bodies includes a pitch angle and an extension distance from the main element.

Abstract: A flap system driving a leading-edge flap between retracted and extended positions comprises a leading-edge flap, an actuator, first, second and third fixed links, first and second connecting links, and an auxiliary link. The first, second and third fixed links are rotatably supported on respective first, second and third structurally fixed points by respective first, second and third support joints. The first fixed link couples with an end of the first connecting link, which is coupled with a first flap joint at another end. The second fixed link rotatably couples with a central region of the first connecting link. The third fixed link rotatably couples with an end of the second connecting link, which is coupled with a second flap joint at another end. The second connecting link couples with the first fixed link through the auxiliary link, each at positions inside of the respective ends.

Abstract: Aircraft capable of vertical takeoff and landing, hovering, and efficient forward flight are described. An aircraft includes two side mounted tiltable proprotors and a central rotor disposed above the proprotors. The proprotors are tiltable between at least a horizontal position for forward flight and a vertical position for vertical or hovering flight. The central rotor may be powered for vertical and transitional flight modes and may turn by free autorotation during forward flight. The proprotors may be differentially tilted during vertical or hovering flight to counter torque effects of the central rotor. The central rotor may be foldable and/or easily detachable from the aircraft to facilitate storage and transportation. Left and right proprotors may provide both forward thrust and attitude control. Control inputs to left and right proprotors may be connected directly to an autopilot creating closed loop actuation using motor RPM feedback.

Abstract: A wide-body aircraft is disclosed with a fuselage section that includes a set of side-by-side fuselage lobes having a fuselage skin. A first woven composite preform positioned at a first intersection of the set of side-by-side fuselage lobes located at a first cusp of the side-by-side fuselage lobes. A second woven composite preform positioned at a second intersection of the set of side-by-side fuselage lobes located at a second cusp of the side-by-side fuselage lobes. Each of the first and second woven composite preforms are configured to receive a structural component, such that each of the first and second woven composite preforms accommodates vertical load imparted through the structural component.

Abstract: A disposable unmanned aerial glider (UAG) with pre-determined UAG flight capabilities. The UAG comprises a flight module comprising at least one aerodynamic arrangement; and a fuselage module comprising a container configured for storing therein a payload and having structural integrity. The container is pressurized so as to maintain structural integrity thereof at least during flight, so that the UAG flight capabilities are provided only when the container is pressurized.

Abstract: A heavy-lift UAV frame includes a central frame portion having a symmetrical shape and forming a pocket area for receiving an avionics package. Top and bottom plates are secured to the central frame portion and include four corner members that extend diagonally outward therefrom. A plurality of boom hinges are interposed between each of the corner members and an elongated boom arm. Each of the boom hinges pivot the boom arms between an extended position for flight and a retracted position for storage and transport. Each boom arm and hinge combination includes a complementary dimension to one side of the central frame portion to position a boom arm parallel thereto when in the retracted position.

Abstract: A suspended aerial vehicle system includes an aerial vehicle with a thruster assembly and a supporting line attached to the aerial vehicle that is capable of supporting at least some of the weight of the aerial vehicle. The supporting line may have an adjustable length which when varied, and in coordination with variations in a thrust characteristic of the aerial vehicle, may change the position of the aerial vehicle. Other aspects are also described and claimed.

Abstract: A torque link assembly may comprise an upper torque link, a lower torque link, and a torque link pin. The upper torque link may define an upper hydraulic fluid channel. The lower torque link may define a lower hydraulic fluid channel. The torque link pin may fluidly couple the upper hydraulic fluid channel to the lower hydraulic fluid channel.

Abstract: A fluid diverting air inlet includes an intake opening through an outer surface of an enclosure for receiving air flowing outside the outer surface. The intake opening ramps downwardly below the outer surface to define an intake passageway. An air diversion device is formed by lateral sidewalls of the intake opening that extend vertically above the outer surface. The lateral sidewalls converge together at an upstream end of the air inlet, and the lateral sidewalls diverge apart towards a downstream end of the air inlet. Flanges extend outwardly from the tops of the lateral sidewalls such that divided air passageways for boundary layer fluids are formed on each side of the air diversion device. The sidewalls and flanges are integrated with the air inlet such that fluid moving immediately adjacent the outer surface of the enclosure is diverted around the air inlet to avoid ingestion into the intake opening.

Abstract: A powertrain including an engine; a main drive shaft assembly; a primary clutch mechanism coupled to the engine and the a main drive shaft assembly, the primary clutch mechanism being operable to connect or disconnect the main drive shaft assembly and the engine; an axle shaft coupled transversely to the main drive shaft assembly; a secondary clutch mechanism having a driving member coupled to an end of the axle shaft; a drive wheel coupled to a first driven member of the secondary clutch mechanism; and an air propulsion unit coupled to a second driven member of the secondary clutch mechanism. The secondary clutch mechanism being operable to engage or disengage the first driven member and/or the second driven member to the driving member so as to connect or disconnect the drive wheel and/or the air propulsion unit to the axle shaft. A vehicle including the powertrain.

Abstract: A mobile machine includes a fuselage having at least one door, inside which is located a unit for processing measurements taken by at least one measurement device installed outside said fuselage. The system for communication between the processing unit and the measurement device includes a flex circuit that is affixed at least partially flat in the door corner between the door and the rim of the opening formed in the fuselage with which the door is associated and one of the ends, the internal end, of which is located inside the fuselage and the other, external, end of which is located outside. Since the flex circuit makes it possible to pass through the wall of the fuselage via the opening for doors, the need to make substantial modifications to the aircraft is avoided.

Abstract: An aircraft fuselage includes a structure, considered in respect of all or part of the fuselage, with fuselage upper sub-structure constituting an upper part of the fuselage and a fuselage bottom sub-structure constituting a lower part of the fuselage. Openings in the structure of the fuselage are intended for the installation of windows or doors for exiting the fuselage. Furthermore, the fuselage upper sub-structure and the fuselage bottom sub-structure form fuselage sub-structures that are assembled with one another via at least one lintel in which all or some of the openings intended for installing the exit doors or windows are formed.