Abstract: The present disclosure relates to systems and methods for operating aerial vehicles in water-based locations. Specifically, an exemplary system may include a floating tether station and an aerial vehicle coupled to the floating tether station by a tether. The system may also include a floating landing station. In such a scenario, the aerial vehicle may be configured to land on the landing station. In an example embodiment, the system may include a plurality of floating landing stations, where each floating landing station is coupled to the floating tether station. In such a scenario, at least three landing stations may be arranged about the tether station with a 120 degree azimuth spacing between adjacent landing stations.

Abstract: A hydrofoil and hydrofoil system for a surfboard is disclosed. The surfboard has a planar hull defined by a top surface, a bottom surface, a nose, a tail, and opposing side rails extending from the nose to the tail and that define a transition from the top surface to the bottom surface. The hydrofoil system includes one or more attachment mechanisms mounted with the planar hull at or proximate to at least one of the opposing side rails of the planar hull, each of the one or more attachment mechanisms comprising an attachment site oriented substantially laterally from the planar hull. The hydrofoil system further includes a hydrofoil configured to attach to the attachment site of one of the one or more attachment mechanisms, the hydrofoil further being configured to extend substantially laterally from the planar hull at or proximate to the at least one of the opposing side rails of the planar hull.

Abstract: An aquatic vessel basically includes a floating body, a submersible propulsion unit and a communication device. The floating body has an above water level surface and a below water level surface. The submersible propulsion unit is disposed on the floating body beneath the below water level surface of the floating body. The communication device is disposed on the floating body above the above water level surface of the floating body. The communication device is wired to the submersible propulsion unit, and is configured to wirelessly communicate with a control module.

Abstract: An underwater environmental monitoring system using an amphibious drone is disclosed. In one aspect, the amphibious drone is configured to generate a measurement data by detecting an underwater environment while moving back and forth between air and water. The underwater environmental monitoring system includes a base station located on the ground and configured to receive the measurement data through radio communication with the amphibious drone.

Abstract: A method for underwater exploration and/or recovery of objects and/or things using a submersible vehicle assembly and underwater powered observation system using a camera and source of light of a green laser to be directed to the underside of the surface of the water so as to locate the vehicle assembly by the green laser. In this manner the vehicle assembly may be utilized for the underwater tasks of locating objects and/or things on a surface of the underwater environment.

Abstract: A nanofuel engine including receiving nanofuel (including moderator, nanoscale molecular dimensions & molecular mixture) internally in an internal combustion engine that releases nuclear energy, is set forth. A nanofuel chemical composition of fissile fuel, passive agent, and moderator. A method of obtaining transuranic elements for nanofuel including: receiving spent nuclear fuel (SNF); separating elements from SNF, including a stream of elements with Z>92, fissile fuel, passive agent, fertile fuel, or fission products; and providing elements. A method of using transuranic elements to create nanofuel, including: receiving, converting, and mixing the transuranic elements with a moderator to obtain nanofuel. A method of operating a nanofuel engine loaded with nanofuel in spark or compression ignition mode.

Abstract: Disclosed is a method of decreasing pressure fluctuation induced on a surface of a hull due to propeller cavitation by adjusting a relative rotation angle of propellers of a twin-propeller ship.

Abstract: Disclosed is a method of decreasing pressure fluctuation induced on a surface of a hull due to propeller cavitation by using real-time vibration information and adjusting rotation angles of two propellers of a twin-propeller ship.

Abstract: An aquatic jet propulsion device basically includes a portable main control module, a plurality of submersible propulsion units and a sub-two-way communication device. The portable main control module includes a main controller and a main two-way communication device. Each of the submersible propulsion units includes a motor, a battery electrically connected to the motor and a motor controller operatively connected to the motor to control a speed of the motor. The sub-two-way communication device is configured to communicate with the main two-way communication device. The main controller is programmed to individually control the speed of the motors of the submersible propulsion units via the motor controllers.

Abstract: The invention relates to a waterjet propulsion system (1) for a watercraft, comprising an intake region (2), an impeller region (3) which adjoins the intake region and in which a one-stage impeller (4) is mounted, and an outlet nozzle (5) which adjoins the impeller region, the waterjet propulsion system having a drive motor (6) which is at least indirectly connected to an impeller driveshaft (7) of the impeller (4). According to the invention, the impeller has only one single blade (8).

Abstract: A tiller arm for outboard motors includes a first portion adapted to be coupled to the outboard motor and a second portion adapted to be coupled to a command terminal. The first and the second portions of the tiller arm are telescopically engageable to one another, and a blocking system between the first and second portions is configured to block a mutual sliding at predetermined positions.

Abstract: An aquatic jet propulsion device basically includes a portable main control module, a first submersible propulsion unit and a first sub-two-way communication device. The portable main control module includes a main controller and a main two-way communication device. The first submersible propulsion unit includes a first motor, a first battery electrically connected to the first motor and a first motor controller operatively connected to the first motor to control a speed of the first motor. The first sub-two-way communication device is configured to communicate with the main two-way communication device. The main controller is programmed to output a first control signal to control the speed of the first motor of the first submersible propulsion unit via the first motor controller based on a first feedback signal containing first propulsion unit data that is received from the first sub-two-way communication device.

Abstract: A ship including a storage tank for storing a liquefied gas includes: a boil-off gas (BOG) heat exchanger installed on a downstream of a storage tank and heat-exchanges a compressed BOG (“a first fluid”) by a BOG discharged from the storage tank as a refrigerant, to cool the BOG; a compressor installed on a downstream of the BOG heat exchanger and compresses a part of the BOG discharged from the storage tank; an extra compressor installed on a downstream of the BOG heat exchanger and in parallel with the compressor and compresses the other part of the BOG discharged from the storage tank; a refrigerant heat exchanger which additionally cools the first fluid cooled by the BOG heat exchanger; and a refrigerant decompressing device which expands a second fluid sent to the refrigerant heat exchanger, and then sends the second fluid back to the refrigerant heat exchanger.

Abstract: A ship includes: a boil-off gas heat exchanger installed on a downstream of a storage tank and heat-exchanges a compressed boil-off gas (“a first fluid”) by a boil-off gas discharged from the storage tank as a refrigerant, to cool the boil-off gas; a compressor installed on a downstream of the boil-off gas heat exchanger and compresses a part of the boil-off gas discharged from the storage tank; an extra compressor installed on a downstream of the boil-off gas heat exchanger and in parallel with the compressor and compresses the other part of the boil-off gas discharged from the storage tank; a refrigerant heat exchanger which additionally cools the first fluid which is cooled by the boil-off gas heat exchanger; and a refrigerant decompressing device which expands a second fluid, which is sent to the refrigerant heat exchanger, and then sends the second fluid back to the refrigerant heat exchanger.

Abstract: A ship including a liquefied gas storage tank includes: first and second compressors which compresse a boil-off gas discharged from a storage tank; a boost compressor which compresses one part of the boil-off gas that is compressed by at least any one of the first compressor and/or the second compressor; a first heat exchanger which heat exchanges the boil-off gas compressed by the boost compressor and the boil-off gas discharged from the storage tank; a refrigerant decompressing device which expands the other part of the boil-off gas that is compressed by at least any one of the first compressor and/or the second compressor; a second heat exchanger which cools, by a fluid expanded by the refrigerant decompressing device as a refrigerant; and an additional compressor which is compresses the refrigerant that passes through the refrigerant decompressing device and second heat exchanger.

Abstract: A ship includes: a boil-off gas heat exchanger which is installed on a downstream of a storage tank and heat-exchanges a compressed boil-off gas (“a first fluid”) by a boil-off gas discharged from the storage tank as a refrigerant to cool the boil-off gas; a compressor installed on a downstream of the boil-off gas heat exchanger and compresses a part of the boil-off gas from the storage tank; an extra compressor which is installed on a downstream of the boil-off gas heat exchanger and in parallel with the compressor and compresses the other part of the boil-off gas from the storage tank; a refrigerant heat exchanger which additionally cools the first fluid; and a refrigerant decompressing device which expands a second fluid, which is sent to the refrigerant heat exchanger, and then sends the second fluid back to the refrigerant heat exchanger.

Abstract: A ship includes: a boil-off gas heat exchanger which heat-exchanges a compressed boil-off gas (“a first fluid”) by means of a boil-off gas discharged from the storage tank as a refrigerant; a compressor installed on the downstream of the boil-off gas heat exchanger and compressing a part of the boil-off gas discharged from the storage tank; first and second extra compressors provided in parallel with the compressor on the downstream of the boil-off gas heat exchanger and compressing the other part of the boil-off gas discharged from the storage tank; a refrigerant heat exchanger which additionally cools the first fluid cooled by means of the boil-off gas heat exchanger; a refrigerant decompressing device which expands a second fluid, which has been sent to the refrigerant heat exchanger and cooled by means of the refrigerant heat exchanger, and then sending the expanded second fluid back to the refrigerant heat exchanger.

Abstract: The present lift generating fuselage (1) for aircraft mainly comprises of: a novel aerofoil shaped fuselage (1A); or a novel aerofoil shaped fuselage body (2); and integral webs (3); or a novel aerofoil shaped fuselage body (2); integral webs (3) and overhead central wing (4).

Abstract: An aircraft with an airframe and at least one thrust producing unit the at least one thrust producing unit being electrically powered by an associated electrical engine that is electrically connected to an electrical energy source via an electrical energy distribution system, wherein the airframe comprises at least one load carrying section and at least one propulsion system carrying section, wherein the at least one load carrying section and the at least one propulsion system carrying section are segregated from each other, wherein the at least one load carrying section is provided for transportation of passengers and/or cargo, and wherein the at least one propulsion system carrying section is provided for carrying at least essentially the electrical energy source and the electrical energy distribution system.

Abstract: A launching system may include a multirotor platform that includes a plurality of motors and propellers. The multirotor platform may be launched from a launch tube and actuated to transition from a storage state to a flight state where the propellers are operable via the motors. The multirotor platform may include pivotable pivoting motor arms that are connected between the main flight body and the propellers. After the multirotor platform is deployed from the launch tube, the pivoting motor arms may be actuated to extend from a retracted position against the main flight body and enable operation of the motors and the propellers for powered flight of the multirotor platform. The multirotor platform may include motor pylon wings connected to the motors and retractable nose gears for deploying the motor pylon wings and enabling unpowered flight or gliding movement of the multirotor platform.

Abstract: An aircraft with a modular airframe. The modular airframe has a load carrying framework and at least one exchangeable covering item that exhibits a first predetermined shaping. The at least one exchangeable covering item is detachably mounted to the load carrying framework. The modular airframe is customizable by exchanging the at least one exchangeable covering item with a substitute exchangeable covering item that exhibits a second predetermined shaping.

Abstract: An aircraft door arrangement includes a door, a door seal, and a door opening. The door opening has an opening edge adjoining the door opening and extending into the aircraft fuselage, at which a seal seat is arranged, which can be brought into flush contact with the door seal. A hollow space, partially covered by the edge region of the door, is formed by the door seal, the seal seat, and the opening edge. A gap (located between the door and the door opening when the aircraft door is closed) is connected with the hollow space. A sound reducing profile is arranged at the opening edge in the hollow space, and it includes a sound reflecting surface oriented oblique with respect to a surface of the door, which is adjacent to the gap. The sound reflecting surface at least partially follows the course of the gap.

Abstract: An aircraft rear section (20) including a fuselage rear section (21) extending from the rear pressure bulkhead (23) to the end of the fuselage and an empennage (12) including at least a vertical tail plane (13). An aircraft rear section (20) with a continuous skin (31) is formed by two lateral sides placed symmetrically with respect to the middle vertical plane of the aircraft, each side including an upper portion (26) for the torsion box (14) of the vertical tail plane (13), a lower portion (28) for the fuselage rear section (21) and a transition portion (27) between the upper and lower portions (26, 28). The upper and lower portions (26, 28) of the continuous skin (31) are joined to inner structural components of the vertical tail plane (13) and the fuselage rear section (21).

Abstract: Disclosed is a networked array of radar enclosures that can be arranged to cover a desired geographical location. The array can detect moving objects in the coverage area. When warranted, elements of the array can also control the movement of associated objects, for example, friendly drones. The present invention also combines attributes that facilitate the less conspicuous detection and monitoring of moving objects, with the capability of distinguishing types of moving objects.

Abstract: A high-lift device surface and associated method of designing the high-lift device surface is described. The flap can be attached to a wing on aircraft. The method can involve determining a manufactured shape of the flap. The manufactured flap shape can be deflected in some manner, such as bent or twisted, so that under selected flight conditions, such as cruise, the manufactured flap shape morphs into a second desired shape that satisfies specified constraints, such as geometric and sealing constraints. An advantage of the approach is that the flap doesn't have to be mechanically forced, using mechanical elements, into the second desired shape. The elimination of the mechanical elements results in weight and cost savings to aircraft on which the flap is deployed.

Abstract: Methods, apparatus, and articles of manufacture to control and monitor a folding wingtip actuation system are disclosed. An example apparatus includes a collection module to obtain flight stage information of an aircraft. The example apparatus further includes a sequence and control module to calculate a first position of a folding wingtip assembly operatively coupled to a wing of the aircraft, determine actions during a first stage and a second stage to complete in sequence to move the folding wingtip assembly, determine a status of a component of the folding wingtip assembly based on a measurement of a sensor, and control a movement of the folding wingtip assembly in accordance with the actions and based on the status.

Abstract: A hybrid wing autonomous aircraft having, an airframe, at least one hybrid wing member having an airframe end and an extended end, and having leading and trailing edges and a plurality of control structures, the airframe end coupled to the airframe, and the extended end further configured with a wing extension device, the wing extension device configured to extend a supplemental lifting surface from the extended end, an airframe actuator configured to cause the extension end of the hybrid wing member to move from a first position relative to the airframe to a second position relative to the airframe, wherein the second position is greater in distance from the airframe than the first position.

Abstract: Methods, apparatus, and articles of manufacture to validate an aircraft control system command are disclosed. An example apparatus disclosed herein includes a detection module to determine a status of a component of a folding wingtip assembly operatively coupled to a wing of an aircraft and determine a flight stage of the aircraft. The example apparatus further includes a sequence and control module to generate a command to control a movement of the folding wingtip assembly, and a gatekeeper module to validate the command based on the status and the flight stage.

Abstract: An aircraft wing comprises a fixed wing, and a wing tip device at the tip thereof The wing tip device is configurable between (i) a flight configuration for use during flight, and (ii) a ground configuration for use during ground based operations. In the ground configuration with span of the wing is reduced. The wing further comprises a locking mechanism including a locking pin with a longitudinal axis, the locking pin associated with one of the fixed wing and the wing tip device, and a bush associated with the other of the fixed wing and wing tip device, the bush configured to receive the locking pin. The bush is located within a bush housing arranged to allow relative movement of the bush in the direction of the longitudinal axis of the locking pin when the locking pin is received within the bush.

Abstract: An impact resistant dorsal fin structure of an aircraft comprises an upper support and ballistic material layer, wherein the ballistic material is configured to be joined to an aircraft fuselage and the ballistic material layer is arranged in a sliding manner around a sliding surface of the upper support.

Abstract: The present invention is directed to reducing noise resulting from a wing tip vortex of a wing such as a flap. A flap of an aircraft includes a flap main body provided to a parent wing in a deployable manner, and a vortex generation portion including a protruding member, the protruding member being provided to protrude from an upper surface at least at an end of the flap main body on an outboard side in a span direction and forming a predetermined angle to an axial direction of the aircraft. A rear end of the protruding member is located on the side adjacent to a side-end edge at the end of the flap main body in the span direction relative to a virtual line passing through a front end of the protruding member and being parallel to the axial direction.

Abstract: A pitch actuation system for a turbine engine propeller includes an actuator with movable part configured to rotate the blades of the propeller relative to the blade pitch axes. The actuator includes a transmission screw that is rotatable and movable in translation along a longitudinal axis, and a nut that engages the screw to move in translation along the longitudinal axis to adjust the pitch of the propeller blades. The actuator further includes non-rotatable means for decoupling the rotation between the propeller and the nut. A blade feathering means has at least one electric drive motor and is configured to translate a member along the longitudinal axis. A blade pitch control means includes at least one electric motor configured to drive a rotor about the longitudinal axis, wherein that rotation rotates the screw and transmits translation of the member.

Abstract: Pitch actuation system for a turbine engine propeller, comprising an actuator, a movable part of which is configured to be connected to blades of the propeller so as to rotate them relative to the blade pitch axes (B), comprising: a transmission screw that can rotationally and translationally move along a longitudinal axis (A), a nut, through which said transmission screw passes and which cooperates with this screw so as to translationally displace along the axis (A) with a view to modifying the pitch of the propeller blades, and means for decoupling between the rotation of the propeller and said nut, which is rotationally fixed; first blade pitch control means, which comprise at least one electric motor setting a component into rotation through a planet reduction gear with a view to modifying the position of the transmission screw; second blade feathering means configured to act on the transmission screw with a view to modifying the pitch of the blades if the first means are inactive, and in that said fir

Abstract: A method of controlling a path of a rotorcraft. The method comprises a step of generating a first path setpoint and a step of automatically generating a first autopilot command from the first path setpoint. The method comprises a step of generating a first pilot setpoint during which a movement of a control member is transformed into a first pilot setpoint, the first pilot setpoint and the first flight parameter being homogenous in that they are expressed in the same measurement unit. The method includes a step of generating a first human pilot command from the first pilot setpoint followed by a step of generating a path command by combining the first autopilot command and the human pilot command.

Abstract: A system for modifying a shock wave formed in a fluid by a body to modify effects of the shock wave on information transferred to or from the body. The system includes an element for heating fluid along a path to form a volume of heated fluid expanding outwardly from the path, the path extending from the body and through the shock wave; an element for transferring the information to or from the body; and an element for timing the transferring of the information relative to the heating of the fluid along the path to modify certain effects of the shock wave on the information.

Abstract: Methods, apparatus, and articles of manufacture to extend a leading-edge vortex of a highly-swept wing aircraft wing are disclosed. An example apparatus includes a shoulder wing coupled to a fuselage of an aircraft above a highly-swept wing of the aircraft, the shoulder wing operative in a first position to extend a leading-edge vortex spanwise along the highly-swept wing of the aircraft.

Abstract: The invention relates to an aircraft landing gear (2) comprising: a leg (6) that can be pivotably connected to a load-bearing structure of the aircraft (1) in order for the landing gear (2) to be deployed and retracted; a wheel (13, 14) that is rotatable in relation to the leg (6), and an electric motor (15, 16) that can rotate the wheel (13, 14) in relation to the leg (6); a transmission mechanism (17) designed to selectively transmit torque generated by the electric motor (15, 16) to the wheel (13, 14) in order to rotate the wheel in relation to the leg (6) or to the leg (6) in order to rotate the leg (6) in relation to the load-bearing structure of the aircraft (1) in order to deploy or retract the landing gear (2).

Abstract: The invention relates to an aircraft landing gear (2) comprising:—a leg (6) having a first leg portion (8) that can be pivotably connected to a load-bearing structure of the aircraft (1) in order for the landing gear (2) to be deployed and retracted, and a second leg portion (9) that is rotatable in relation to the first leg portion (8);—a wheel (13, 14) that is rotatable in relation to the second leg portion (9), and an electric motor (15, 16) that can rotate the wheel (13, 14) in relation to the second leg portion (9);—a transmission mechanism (17) designed to selectively transmit torque generated by the electric motor (15, 16) to the wheel (13, 14) in order to rotate the wheel in relation to the second leg portion (9) or to the second leg portion (9) in order to rotate the second leg portion (9) in relation to the first leg portion (8).

Abstract: An aircraft assembly having landing gear with a known deployment value, apparatus for permitting landing gear deployment, down-lock sensing apparatus, a navigation system, a landing gear control system, a flight control system, and a deployment controller. The deployment controller is configured to: calculate a touch down value using the aircraft position and speed information provided by the aircraft navigation system; command the landing gear control system to provide the deploy signal when the touch down value reaches a deployment threshold value which is greater than the landing gear deployment value; and command the flight control system to execute a landing abort sequence if the controller does not receive the down-lock signal from the landing gear sensing apparatus within a deployment value window which is greater than or equal to the known deployment value for the landing gear but less than the touch down value.

Abstract: A drive system for rotating one or more wheels of an aircraft landing gear for ground taxiing and/or spin-up prior to landing has a motor operable to rotate a first drive pinion via a first drive path, and a driven gear adapted to be fixed to the wheel. The drive system has a first configuration in which the first drive pinion meshes with the driven gear to permit the motor to drive the driven gear via the first drive path. One of the first drive pinion and the driven gear comprises a first sprocket and the other comprises a series of rollers arranged in two or more rows, each row of rollers being arranged to form a ring. The rollers are rotatable about pins fixed to an annular support member, and adjacent rows may be out of phase by a fraction of roller pitch.

Abstract: An aircraft assembly having a first region, a second region spaced from the first region by a flexible region, and a deflection sensor. The first region has greater positional stability than the second region such that the second region deflects further from its default position than the first region during in-use loads. The deflection sensor includes a first gyroscope at the first region to generate a first signal representing rotation of the first region about one or more orthogonal axes, and a second gyroscope at the second region to generate a second signal representing rotation of the second region about the one or more axes. The second gyroscope is synchronised in time with the first. A controller subtracts one of the first and second signals from the other to obtain a differential signal representing deflection of the second region relative to the first due to flexing of the flexible region.

Abstract: Structural health monitoring and protection systems and methods are provided. System and methods utilize structural information and/or enhanced built in testing capabilities for detecting failure modes that may cause damage to a structure. Systems and methods herein may protect a structure by mitigating one or more incorrect forces. The structure may be an aircraft, a rotary wing aircraft, or any other physical structure subject to vibrations and receptive to canceling of those vibrations.

Abstract: An unmanned aerial vehicle (UAV) is provided. The UAV includes a first guard grill, a second guard grill configured to be removably combined with the first guard grill and form an external structure and an inner space of the UAV with the first guard grill, a housing configured to include a central portion located in the center of the inner space and embed a processor and a navigation system, one or more propelling elements configured to be located the inner space and be disposed around the central portion, and a plurality of motor assemblies configured to be located in the inner space and drive the propelling elements while being electrically connected with the processor. When viewed from the outside of the external structure, the propelling elements are partially covered by at least one of the first guard grill or the second guard grill.

Abstract: The bearing system is configured for treating and reacting dynamic loading within a rotor hub of rotorcraft. The bearing system includes an outer member having a plurality of alternating outer elastomeric layers and shim layers. The outer member has an inboard surface configured for bonding to an inboard bearing support, and the outer member has an outboard surface configured for bonding to an outboard bearing support. The bearing system has an inner member bonded to an interior surface of the outer member. The inner member can include a rigid inner core, as well as a plurality of elastomeric layers and shim layers configured to react torsional movements of the rotor blade.

Abstract: The present invention aims at solving the problem of providing a control device for an unmanned flying object that can elucidate the cause of a fault in the unmanned flying object after the fact and that has a function of desirably preventing a crash before it even happens, and at solving the problem of providing an unmanned flying object that incorporates such a control device. The control device of the present invention is a device for controlling a single rotor blade motor, and includes a calculation device, a storage device, a data output device, and a voltage detection device: the calculation device acquires and outputs information of various types; the storage device accumulates information of various types received from the calculation device; the data output device outputs information from the calculation device to an external control device; and the voltage detection device acquires voltage information from a battery or the like and supplies it to the calculation device.

Abstract: A method of operating an aircraft having a rotor/wing assembly and a nozzle comprises vectoring the nozzle into a position for creating vertical thrust, and using the rotor/wing assembly and the nozzle together to create vertical thrust during a rotary mode of operation.

Abstract: The present disclosure relates to systems and methods for operating aerial vehicles in water-based locations. As an example, a system may include a plurality of landing stations. Each landing station of the plurality of landing stations is coupled to at least one of: another landing station or an underwater mooring point. The system also includes an aerial vehicle coupled to a tether mooring point by a tether. The aerial vehicle is configured to land on at least one landing station of the plurality of landing stations.

Abstract: A system comprising a tether having two conductors, wherein one end is electrically coupled to a ground system and the other end is electrically coupled to an aerial system; the ground system comprising a power signal and a data signal, wherein the power signal and data signal are interfaced through a bias-tee circuit, the ground system further comprising a transient attenuation circuit; the aerial system comprising a bias-tee circuit and a transient attenuation circuit; the ground system configured to send and the aerial system configured to receive the power signal via the tether, and the ground system and the aerial system configured to send and receive the data signal via the tether.

Abstract: This disclosure is generally directed to an Unmanned Aerial Device (UAV) that uses a removable computing device for command and control. The UAV may include an airframe with rotors and an adjustable cradle to attach a computing device. The computing device, such as a smart phone, tablet, MP3 player, or the like, may provide the necessary avionics and computing equipment to control the UAV autonomously. For example, the adjustable cradle may be extended to fit a tablet or other large computing device, or retracted to fit a smart phone or other small computing device. Thus, the adjustable cradle may provide for the attachment and use of a plurality of different computing devices in conjunction with a single airframe. Additionally the UAV may comprise adjustable arms to assist in balancing the load of the different computing devices and/or additional equipment attached to the airframe.

Abstract: The invention relates to a system for automatically inspecting a surface of an object such as an aircraft (54), a transport vehicle, a building or an engineering structure, said surface being liable to contain a defect. The system is characterised in that it comprises a fleet comprising at least one flying robot (14a, 14b, 14c), each flying robot comprising a module for acquiring images of at least one portion of the surface to be inspected, and a module for processing the acquired images, which module is suitable for providing information representative of the state of each inspected surface portion, which information is called the processing result.