Abstract: A front flying line kite depower system includes a line sheath that extends through a transverse opening in the control bar. A front flying line parting fitting is non-rotatably fixed to an upper end of the line sheath above the control bar. When a manual rotation force is imparted to the line sheath, the relative positioning of a first front flying line and a second front flying line is altered by the front flying line parting fitting to untangle any twisting above the line sheath. Within the line sheath, the second front flying line is off-set from a primary axis and orbits the first front flying line which is positioned on the primary axis to avoid any tangling during manual adjustment.

Abstract: Device for a structure designed to tilt from one side to the opposite side, with the device comprising: at least one intermediate chamber (17) between the first and second edges, first and second side tanks (15a, 15b) communicating with the intermediate chamber(s) to manage liquid inputs and outputs, the side tanks each including a wall (19) which delimits them externally and being located towards the two extremities of the intermediate chamber, characterised with each side tank comprising: an upper section positioned so that it receives the liquid in line with the elongation direction (17a) of the intermediate chamber which supplies it, and a lower section which will connect to the upper section, with each of the upper and lower sections connected to the intermediate chamber(s) for the liquid inlets and outlets.

Abstract: A floatation device for use by an individual in a body of water, comprising of an upper body covering and two fabric covered inflatable sleeve elements. The upper body covering contains multiple gussets that hide the male or female end of a clasp device. The fabric covered inflatable sleeves contain the opposite end of the clasp device which allow them to be securely fastened to the upper body covering in one or more locations.

Abstract: An apparatus for adjusting the partial pressure of gaseous mixtures comprises a housing and piston. The housing defines a chamber coupled to an oxygen metering orifice, diluent metering orifice, vent port and gas outlet. The oxygen metering orifice provides oxygen to the chamber and the diluent metering orifice provides diluent gas to the chamber. The piston is movably positioned in the chamber and includes first and second sealing devices. The chamber is sectioned into a mixing chamber, a diluent chamber and a reference chamber located between the mixing chamber and diluent chamber. The diluent chamber receives a diluent gas referenced at ambient pressure and the reference chamber is charged with a gas having a reference pressure. The piston changes positions within the chamber depending on a force balance created by a pressure differential between the reference pressure and ambient pressure.

Abstract: An apparatus. The apparatus includes a body and a plurality of control surfaces attached to the body. A first control surface is configured to control an ascent and descent of the apparatus, responsive to ascent/descent control information. A second control surface is configured to control a roll of the apparatus responsive to roll control information, and a third control surface is configured to control a yaw of the apparatus responsive to yaw control information. The apparatus further includes a releasable first docking fixture attached to the body, the first docking fixture configured to engage a second docking fixture on a payload.

Abstract: The present invention is directed towards a fixed positively buoyant manned submersible that includes a plurality of vertical thrusters and a sealed enclosure(s) that can support one or more human passengers. The vertical thrusters can include vertically aligned propellers that are coupled to motors that control the rotational velocity of the propellers. The vertical thrusters to generate a negative vertical thrust to allow the submersible to dive within a body of water. Horizontal movement can be achieved through horizontal thrusters or directing the thrust vectoring of the vertical thrusters.

Abstract: A trim control system automatically controls trim angle of a marine propulsion device with respect to a vessel. A memory stores trim base profiles, each defining a unique relationship between vessel speed and trim angle. An input device allows selection of a base profile to specify an aggressiveness of trim angle versus vessel speed, and then optionally to further refine the aggressiveness. A controller then determines a setpoint trim angle based on a measured vessel speed. If the user has not chosen to refine the aggressiveness, the controller determines the setpoint trim angle from the selected base profile. However, if the user has chosen to refine the aggressiveness, the controller determines the setpoint trim angle from a trim sub-profile, which defines a variant of the relationship between vessel speed and trim angle defined by the selected base profile. The control system positions the propulsion device at the setpoint trim angle.

Abstract: A personal watercraft body comprises a recess configured to receive similarly shaped cassettes. A first cassette may be motorized to propel the body relative to a body of water. A second cassette may be non-motorized and may include a storage space therein for storing personal items. An insert may be disposed between the cassettes and the recess to orient and fit the cassettes within the body.

Abstract: A marine vessel engine in which moving parts found in conventional marine engines are eliminated, wherein such engine is used for the propulsion of marine vessels. In the marine vessel engine, no lubrication or cooling is required, and a column of water replaces the conventional piston in a cylinder of the engine, wherein such water column partially fills such cylinder. The marine vessel engine comprises a cylinder, a bent tube with a plurality of openings and two ends, a flapping member, at least one solenoid valve, and an exhaust. In operation of the marine vessel engine, a column of water fills the cylinder through the bent tube openings, and is purged outside from the cylinder through the flapping member. The at least one solenoid valve controls the flow of a power source into the cylinder.

Abstract: A debris collection apparatus for a maritime vessel includes a shroud and a plurality of support structures. Each of the plurality support structures include a boot defining a cavity and configured to be secured to the vessel, a foot sized to fit within the cavity, a staff cap, a stabilizer base configured to be secured to the vessel, an elevational staff section connected to the foot and the staff cap terminal, and a horizontal staff section connected to the staff cap and the stabilizer base. The foot is inserted into the boot to secure the support structures in a rigid position, and the shroud is connected to both staff caps and the vessel. The stabilizer base can include a connection loop, and the shroud can be configured to be connected to the connection loop in order to connect the shroud to the vessel.

Abstract: In one example, a long endurance airship system includes a first combined airship with a payload airship and a first logistics airship. The first combined airship is configured for stationkeeping at a predetermined station during meteorological conditions with wind speeds below a predetermined threshold. The airship system also includes a second combined airship which is a reconfiguration of the first combined airship and includes the payload airship and a second logistics airship. The second combined airship is configured for stationkeeping at the predetermined station in all meteorological conditions, including meteorological conditions with wind speeds above the predetermined threshold.

Abstract: An article that includes a structured substrate having a macro-porous structure that defines a plurality of pores, and a metallic nano-crystalline coating on at least a portion of the structured substrate, where the metallic nano-crystalline coating defines an average grain size less than about 20 nanometers.

Abstract: Production methods for producing a fibre-reinforced metal component having a metal matrix which is penetrated by a plurality of reinforcing fibres are provided. One method includes depositing in layers reinforcing fibres in fibre layers, depositing in layers and liquefying a metal modelling material in matrix material layers, and consolidating in layers the metal modelling material in adjacently deposited matrix material layers to form the metal matrix of the fibre-reinforced metal component. Here, the metal component is formed integrally from alternately deposited matrix material layers and fibre layers. An alternative method includes introducing an open three-dimensional fibrewoven fabric consisting of reinforcing fibres into a casting mould, pouring a liquid metal modelling material into the casting mould and consolidating the metal modelling material to form the metal matrix of the fibre-reinforced metal component.

Abstract: A helicopter with a fuselage and a composite tail boom. The composite tail boom has at least a tubular tail boom cone and a composite attachment ring segment that defines a mating face which is connected to the fuselage at an associated connection interface by means of a plurality of tension members that are oriented longitudinally with respect to a longitudinal extension direction of the composite tail boom. The plurality of tension members are distributed over a perimeter of the composite attachment ring segment 7. The composite attachment ring segment has a clamp ring section with a plurality of tension member accommodations. The clamp ring section defines the mating face of the composite attachment ring segment 7. The plurality of tension members is at least partly accommodated in the plurality of tension member accommodations.

Abstract: A door frame for an aircraft includes first and second beams, each having a first end and a second end. The second beam is substantially parallel to the first beam. A third beam extends from the first end of the first beam to the first end of the second beam. The third beam is substantially perpendicular to the first beam and the second beam. A first flange extends from the second end of the first beam in a direction that is away from the second beam. The first flange is substantially perpendicular to the first beam.

Abstract: A propeller assembly with at least two propeller blades that are interconnected by associated connection means, the associated connection means defining a common pitch axis for the at least two propeller blades in operation, each one of the at least two propeller blades comprising associated leading and trailing edges that define a respective chord and quarter chord line thereof, wherein the common pitch axis is arranged with a predetermined offset relative to the quarter chord line of each one of the at least two propeller blades, and wherein the associated connection means is adapted to enable, at least in operation in a non-axial inflow field, a passive pitch adjustment of the at least two propeller blades around the common pitch axis.

Abstract: A rotor system of a tail-sitter aerial vehicle configured to rotate about an axis of rotation is provided including a rotor hub which rotates about the axis of rotation and at least one rotor blade operably coupled to the rotor hub. The at least one rotor blade is configured to rotate about a folding axis between an extended position where the at least one rotor blade is substantially within a plane perpendicular to the axis of rotation and a stowed position where the rotor blade is arranged out of the plane of at an angle less than ninety degrees to the axis of rotation.

Abstract: An interconnect drive system for an aircraft has a driveline and clutch control system. The driveline comprises a shaft for each propulsion assembly, each shaft for transferring torque to and from the associated propulsion assembly, and a clutch operably coupling the shafts and configured for selective engagement. The clutch is capable of transferring a first amount of torque between the shafts while engaged and a second amount of torque between the shafts while disengaged. The system also has a clutch control system, comprising a computer operably connected to the clutch for controlling operation of the clutch and sensors for sensing torque applied to the driveline, output from the sensors being communicated to the computer. The computer commands operation of the clutch in response to the output from the sensors, the clutch being commanded to disengage to relieve a transient torque imbalance in the driveline.

Abstract: A method and apparatus are presented. An active flow control system comprises a flow control valve, a manifold, and a temperature control system. The flow control valve is configured to control a flow of air into the manifold. The manifold is operatively connected to a number of actuators. The temperature control system is configured to heat at least a portion of the flow of air.

Abstract: A flying machine includes a flying machine body including a rotor blade; a frame including a frame body supporting the flying machine body, and a pressing section that is pressed against a target object at least at two locations separated along a direction orthogonal to a width direction of the frame body; and a detector fixed to the frame, and having a detection direction that is a direction orthogonal to a direction joining the two locations together and facing toward the target object.

Abstract: An aircraft emergency landing stability system includes an aircraft a fuselage and landing gear, and a landing stability apparatus coupled to the fuselage, wherein the landing stability structure mitigates a nose-down pitching moment of the aircraft created in response to contact with a landing surface during an emergency landing.

Abstract: A steering assembly includes a movable anchor. Movement of the anchor in a first direction is restricted. A first linkage is coupled to the anchor and a second linkage it rotatably coupled to the first linkage. The second linkage is configured to couple to a contactor. A drive mechanism moves the second linkage relative to the first linkage. At least one of moving the second linkage and moving the anchor maneuvers the contactor to a desired position.

Abstract: An active landing gear damping system and method for decelerating a vehicle during a terrain impact event, such as an aircraft landing or crash. The system monitors aircraft state data and terrain information to predict an impact of the vehicle with the terrain. The system can then determine a target damper force for each landing gear of the vehicle and a predicted damper velocity at the time of impact. Each landing gear can include an adjustable damper valve, wherein adjustment of the damper valves varies the damping coefficient of the respective dampers. The system can adjust valves of the respective dampers to provide the target force based on the predicted damper velocity. After an impact begins, the system can continuously monitor and adjust the valve to maintain the target force.

Abstract: A vibration attenuator for an aircraft has at least one weight mounted in a rotating system of a rotor hub of the aircraft, each weight being rotatable about an axis of rotation of the hub relative to the hub and to each other weight. Drive means are provided for rotating each weight about the axis of rotation at a selected speed for creating oscillatory shear forces that oppose and attenuate rotor-induced vibrations having a selected frequency. A vertically oriented vibration attenuator is configured to oppose and attenuate vertical rotor induced oscillatory forces that would otherwise travel vertical down the rotor mast and into the airframe. A vibration attenuator having weights rotating about separate axes offset from each other.

Abstract: An aircraft is provided and includes an airframe, an engine, a drive portion driven by the engine, a rotor apparatus, which includes a rotor rotatable relative to the airframe and a fairing, a gearbox disposed to transmit rotational energy from the drive portion to the rotor to drive the rotor to rotate relative to the airframe and which generates a rotor rotation vibration, support members by which the gearbox is disposed on the airframe and an actuation system including actuation elements disposed at the fairing, the actuation system being configured to generate an anti-vibration moment using the actuation elements disposed at the fairing to counter the rotor rotation vibration.

Abstract: A tandem rigid rotor system has a first rigid rotor system and a second rigid rotor system connected by a fuselage. The fuselage has at least one framing member connected between the first rigid rotor system and the second rigid rotor system, such that the framing member is torsionally flexible for controlling yaw of the tandem rigid rotor system. In certain embodiments, multiple framing members are connected between the first rigid rotor system and the second rigid rotor system in parallel. In certain embodiments, the torsional flexibility allows up to 20 degrees of movement away from the lateral axis. In certain embodiments, framing members are vertically and laterally rigid.

Abstract: A main rotor system for a rotary wing aircraft is provided including a lower rotor hub to which lower rotor blades are attachable. The lower rotor hub rotates about an axis in a first direction. A hollow rotor shaft extends through the lower rotor hub. The first end of the rotor shaft couples to a component of the rotary wing aircraft for rotation about an axis. An upper rotor hub arranged at the second end of the rotor shaft includes a plurality of similar upper rotor members equidistantly spaced about a circumference of the rotor shaft to form an open center aligned with a hollow interior of the rotor shaft. An opening configured to receive an upper rotor blade is formed between adjacent upper rotor members and the upper rotor hub is configured to rotate in a second direction, opposite the first direction.

Abstract: A rotary wing aircraft includes an airframe, a stationary mast fixedly engaged to the airframe and extending along a first axis, and an electric motor. The electric motor includes a stator assembly engaged to the mast and a rotor assembly disposed radially outward from the stator assembly and configured to rotate with respect to the stator assembly. A plurality of rotor blades project radially outward from the rotor assembly.

Abstract: An aircraft includes an airframe; an extending tail; a counter rotating, coaxial main rotor assembly including an upper rotor assembly and a lower rotor assembly; and a translational thrust system positioned at the extending tail, the translational thrust system providing translational thrust to the airframe; wherein a ratio of (i) the hub separation between the hub of the upper rotor assembly and the hub of the lower rotor assembly to (ii) a radius of the upper rotor assembly is between about 0.1 and about 0.135.

Abstract: A cylindrical elastomeric bearing including a plurality of elastomeric layers arranged about a central bore. The elastomeric layers are characterized by a middle portion having a first thickness and two outer portions having a second thickness, the second thickness being greater than the first thickness, the one or more elastomeric layers being tapered between the middle portion and the outer portions. One or more shim layers, each of the plurality of shim layers being arranged between two of the plurality of elastomeric layers. The shim layers are shaped to fit with the elastomer layers.

Abstract: A rotary wing aircraft includes an airframe, one or more engines supported by the airframe, and a plurality of rotor blades operatively connected to the one or more engines. Each of the plurality of rotor blades includes a rotor lift-to-drag (L/De) ratio greater than 9 at airspeeds between about 150 KTAS and about 210 KTAS, and the rotary wing aircraft includes an aircraft lift-to drag (L/D) ratio of greater than about 4 between about 99 KTAS and about 210 KTAS.

Abstract: A system and method for counteracting a rotor moment of one or more rotors of a coaxial rotor helicopter includes receiving signals with a processor indicative of a displacement command from a controller during a flight maneuver; receiving one or more signals with the processor from a sensor indicative of an airspeed and air density for the helicopter; determining a commanded rate of acceleration for the helicopter during the flight maneuver; and adjusting with one or more control servos a cyclic pitch for the one or more rotors to counteract the rotor moment during the flight maneuver.

Abstract: A flight control system for a rotorcraft includes a controller configured to receive input indicative of ambient conditions, determine a threshold rotor blade tip speed based on the input, and to output rotor control commands to prevent rotor blade tips from exceeding the threshold speed. An aircraft includes an airframe, a main rotor assembly operatively connected to the airframe, and a flight control system as described above. The flight control system is operatively connected to control the main rotor assembly. It is contemplated that the main rotor assembly can be a counter rotating coaxial main rotor assembly including an upper rotor assembly with a plurality of blades and a lower rotor assembly having a plurality of blades, wherein the flight control system is operatively connected to control both upper and lower rotor assemblies to prevent any blade tips of the upper and lower rotor assemblies from exceeding the threshold speed.

Abstract: A method of assisting in rotor speed control in a rotorcraft can include measuring a rotor speed with a sensor; detecting a droop in the rotor speed beyond a lower droop limit; and commanding a decrease in collective in response to the rotor speed drooping beyond the lower droop limit. A system of assisting in rotor speed control in a rotorcraft, the system can include: a computer having a control law, the control law operable to generate a decrease collective command to an actuator in response to a rotor speed decreasing below a lower droop limit; wherein the lower droop limit is below a normal lower rotor speed range.

Abstract: An aircraft includes an airframe having an extending tail and a counter rotating, coaxial main rotor assembly disposed at the airframe including an upper rotor assembly and a lower rotor assembly. A translational thrust system is positioned at the extending tail and provides translational thrust to the airframe. An airframe parasitic drag of the airframe is greater than a main rotor assembly drag of the main rotor assembly. An aircraft includes an airframe having an extending tail and a counter rotating, coaxial main rotor assembly disposed at the airframe including an upper rotor assembly and a lower rotor assembly. A translational thrust system is positioned at the extending tail and provides translational thrust to the airframe. A main rotor assembly drag is at or between about 25% and 40% of a total aircraft drag.

Abstract: A rotorcraft is provided and includes a fuselage. The fuselage includes drag generating portions, a main rotor assembly and an auxiliary propulsor having an expected propulsion efficiency. The auxiliary propulsor is disposed to ingest boundary layer flows and in wake regions associated with the drag generating portions and is provided with a corresponding increase in the expected propulsion efficiency thereof.

Abstract: An aircraft includes a fuselage defining an aircraft attitude axis. The fuselage houses an engine fixed relative to the aircraft attitude axis. A rotor assembly is operatively connected to rotate back and forth relative to the aircraft attitude axis from a first position predominately for lift to a second position predominately for thrust. The rotor assembly includes a rotor that is operatively connected to be driven by the engine.

Abstract: A tail-sitter aircraft is provided and includes a fuselage having first and second axisymmetric sides, first collectively controllable prop-rotors, which are formed to define a first pair of rotor disks and which are respectively supported at the first axisymmetric side of the fuselage, and second collectively controllable prop-rotors, which are formed to define a second pair of rotor disks and which are respectively supported at the second axisymmetric side of the fuselage.

Abstract: An aircraft includes a fuselage, a wing, a ducted fan and a controller. The wing and the ducted fan are coupled to the fuselage. The controller is operable to control the aircraft in a vertical flight mode, a horizontal flight mode, and transition the aircraft from the vertical flight mode to the horizontal flight mode.

Abstract: A kite comprises: a wing; upper and lower flaps located along at least a portion of an edge of the wing that forms the trailing edge of the wing when the wing is active; a controller configured to generate control signals; and an actuator arrangement configured to change orientations of the upper and lower flaps relative to the wing based on the control signals generated by the controller.

Abstract: The present invention provides a method for controlling the oscillation of flapping-wing air vehicle, which comprises the following steps: calculating the kinetic energy, potential energy and virtual work of the system using the flexible wing with the two-degree of freedom as the research object; establishing system dynamics model based on the Hamilton's principle; setting the boundary control rate according to said system dynamics model wherein said boundary control rate includes F(t) and M(t), said F(t) is the inputted boundary control force, and said M(t) is the inputted boundary torque; and controlling the flexible wings according to the system dynamics model in combination with the boundary control rate.

Abstract: According to various embodiments, an unmanned aerial vehicle (UAV) is provided. The UAV may include a motor controller. The UAV may further include a motor connected to the motor controller. The UAV may further include an arm connected between the motor controller and the motor. The UAV may further include a plurality of electronic speed control components integrated within the arm, the electronic speed control components configured to control the speed of the motor.

Abstract: A remote controlled aircraft includes an aircraft that may be flown. A plurality of light emitters is coupled to the aircraft. A plurality of fans is coupled to the aircraft. Each of the fans may move air thereby facilitating each of the fans to urge the aircraft to fly. A control unit is coupled to the aircraft and the control unit is electrically coupled to each of the fans. The control unit includes a global positioning system. Thus, the control unit may identify a position of the aircraft with respect to Earth. A remote control is provided and the remote control may be manipulated. The remote control is in electrical communication with the control unit such that the remote control controls directional flight of the aircraft.

Abstract: Flight control method and apparatus for multi-rotor aircraft that is programmed for varied control commands and conditions in the control of the aircraft in flight.

Abstract: The invention discloses a hand-launched unmanned aerial vehicle, and belongs to the technical field of unmanned aerial vehicles. The hand-launched unmanned aerial vehicle comprises a body, a tail, at least one power source and a lens bin, wherein the body comprises a middle section, a first side section and a second side section; two sides of the middle section are respectively detachably connected with the first side section and the second side section correspondingly; the tail is fixed to the middle section; the power source is fixed to the middle section; and the lens bin is fixed to the middle section and provided with a flexible cushion. The invention overcomes the technical defects in the prior art that the body maintenance cost of the hand-launched unmanned aerial vehicle is high and the lens bin is very likely to be damaged due to collision between the lens bin of the hand-launched unmanned aerial vehicle and the ground.

Abstract: A method of harvesting and managing energy from air currents, by small unmanned aircraft systems (UAS) having a plurality of powered and unpowered rotors, to increase the aircraft's flight time, especially where the mission requires extensive hovering and loitering, is provided. Conventional powered rotors create lift for the aircraft. Unpowered rotors can either be: 1) Free-wheeling rotors which increase the plan form area of aircraft as they rotate, increasing lift, and reducing the power draw on the battery, and/or 2) Rotors connected to micro-generators, which serve as a brake on the unpowered rotors, create electrical power to charge the aircraft batteries or directly power the aircraft's electronics. The invention's folding rotor arm design results in a compact package that is easily transported by a single user (man portable). The aircraft can be removed from its protective tube, unfolded and launched for flight in less than a minute.

Abstract: Aircraft configuration by applying the following method steps for improving the conventional box wing aircraft concept: dividing both the backward swept front and the forward swept rear wings into root and tip sections, wherein the tip sections (34) of the front wings are more backward swept than the root sections (37), and the tip sections (35) of the rear wings are more forward swept than the root sections (38). Preferred embodiments comprise moving the front wing to the nose and the rear wing towards the rear end of a long fuselage; adding a middle wing and thereby decreasing the wingspan by one third; dividing the middle wing into a backward swept root section (28) and two tip sections (29,30), one forward and another backward swept. The four wingtips on each side are interconnected by a wingtip fence (26), obtaining seven closed frame structures, as well as seven aerodynamic channels for the stream flow.

Abstract: A multi-modular aerial firefighting control method and apparatus for use by firefighters to control fire. The multi-modular aerial firefighting control method and apparatus generally includes multi-modular units that are held together to form an aerial firefighting system. The modular units may work together or independently. The multi-modular system comprises more than one modular unit, fluid, fluid conduit, reservoir, air flow generator, multi-modular unit support structure, aerial suspension system and aerial lift system.

Abstract: A diffuser for distributing spray or insects from an aircraft is mounted on an aircraft and comprises a distribution tube connected to an insect source at a first end and open to the outside at a second end for distribution of the insects. A nozzle surrounds the second end and a tube cover surrounds the second end within the nozzle. The tube cover has an aerofoil, or wing-shaped, cross section. The nozzle shape sets up an air transition volume between the aircraft and ambient air designed for a maximum wind shear over any cubic centimeter volume within the air transition volume to be less than 60 km/h, and therefore allowing distribution of insects such as mosquitoes from the aircraft without damage, or allowing aerosols to be spread as large droplets.

Abstract: A system of transporting micro-cargo incorporates an unmanned aerial vehicle (UAV) having a tether capture device. A tether is connected to and suspends a micro cargo container with a suspension system to vertically extend the tether. The system having a first pickup state and a second flight state with a transition between the first and second states. The first state provides the micro-container unsuspended via the tether from the suspension system. The transition state provides engagement of the tether by the UAV, the tether positioning the micro-cargo container with respect to the capture device which secures the tether. The second state is then entered with the micro-cargo towed by the UAV in cruising flight to its destination.