Abstract: A scooter includes a lower body with a first end and a second end, a rear wheel rotatably supported by the first end, an elongated front body with a lower end and an upper end, a guide fixed within the front body extending from the lower end to the upper end, an attachment member pivotably fixed to the second end of the lower body and engaged by the guide, and a front wheel rotatably supported by the lower end.

Abstract: A cart includes a hub, a frame, and at least one handlebar. The frame includes a first segment and a second segment, and the first segment, the second segment, and the handlebar are each supported by the hub. The hub defines a rotational axis and at least two of the first segment, the second segment, and the handlebar are rotatable about the rotational axis relative to each other and the hub. At least one wheel is on the first segment and at least one wheel is on the second segment.

Abstract: The purpose of the present invention is to provide a straddle-type vehicle that enables reducing the number of components. Between front forks at the bottom edge of a top bridge configuring a motorcycle, a stay is provided which supports turn signals on each of the front forks. In this case, the stay is configured from a single member. Further, a stay fixing unit for fixing the stay and a first front fork fixing unit for fixing the front forks are provided on the top bridge. By this means, it is possible for the stay to be a single common member that supports turn signals on each of the front forks.

Abstract: A bottom bracket for a frame of a bicycle and the frame thereof are disclosed. The frame includes a head tube, a connection member, and two chain stays; one end of the connection member is connected to the head tube; the bottom bracket is adapted to be connected to another end of the connection member and the two chain stays; in a forward direction of the bicycle, the head tube is located at a front side of the bottom bracket, while the two chain stays are located in a rear side of the bottom bracket; the bottom bracket is characterized in that: the bottom bracket comprises at least one joint hole, adapted to receive a bottleneck of at least one compressed air bottle to secure the compressed air bottle to the frame; the secured at least one compressed air bottle is located at the rear side of the bottom bracket.

Abstract: A stem for a two-wheeled vehicle, including a first end and a second end, wherein the first end is provided with a mounting section which is suitable and configured to be fastened to at least one fork column. Furthermore, a holding device for a handlebar device is disposed between the first end and the second end. A stem length is provided between the mounting section and the holding device for the handlebar device. Moreover, an adjustment section with an adjustment member is provided between the first end and the second end wherein the holding device for the handlebar device is provided in portions by the adjustment member. Depending on the arrangement of the adjustment member in the adjustment section, two different stem lengths can thus be set.

Abstract: A mechanism and method for externally adjusting the mid-valve stiffness is described and enables adjustment of a mid-valve functionality without disassembly of a suspension system incorporating the invention. The effect of this adjustment on the damping curve is far greater than either low-speed compression adjusters or conventional high-speed compression adjusters. The apparatus combines the valve-stiffening system of a high speed compression adjuster with the sensitivity of the mid-valve. Externally accessible adjustment members are operatively coupled to the mid-valve components located internally in a fork so that manipulation of the adjustment members causes adjustment of the mid-valve and the damping force created by the mid-valve. The apparatus may be utilized in closed cartridge suspension forks (CCSF) and open cartridge suspension forks (OCSF) and other shocks or suspension dampers.

Abstract: A shock absorber includes a suspension spring configured to bias the shock absorber main body in an extension direction; a jack; and a spring bearing driven by the jack. The jack includes a housing and a piston. The housing includes a cylindrical portion disposed on an outer periphery of an outer shell. The piston is inserted between the outer shell and the cylindrical portion. The spring bearing has a fitting length is longer than a fitting length of the piston with the housing in a state where the piston maximally exits from the cylindrical portion.

Abstract: A reciprocating action drive for converting reciprocating linear motion to uni-directional rotational motion is disclosed. The reciprocating action drive has a lever arm connected to a drive shaft via a first overrunning clutch such that when the lever arm is rotated in a first direction of rotation by a reciprocating linear motion, the drive shaft is rotates in the same direction. A further overrunning clutch connects the drive shaft such that the drive shaft may rotate in the first direction with respect to the frame, but not in the second, opposite direction. Such an arrangement prevents the drive shaft being driven in the second opposite, direction with respect to the frame. This prevents the lever arms being driven to interfere with any connection they may have to a source of linear reciprocating motion, thereby avoiding damage to such a connection.

Abstract: A cycle crankset, comprising independent cranks articulated around a crank axis and each having a pedal axis, a cam pivotably mounted about the crank axis, and a chainring assembly pivotably mounted about the cam about an axis parallel to the crank axis, the cranks being connected to the chainring assembly via connecting rods, the articulation point between each of the cranks and one of the connecting rods being located on the portion of the crank opposite the pedal axis relative to the crank axis.

Abstract: A reconfigurable foot clip having a foot receiver having (i) a base with a foot abutment surface and a bicycle abutment surface on opposite sides of the base, and (ii) a center axis extending from a proximal end to a distal end of the foot receiver. The reconfigurable foot clip also includes a pair of sidewalls extending upward from the foot abutment surface, each of the pair of sidewalls have an uppermost perimeter portion extending toward another one of the pair of sidewalls. The reconfigurable foot clip also includes a fastening member (i) having a bicycle abutment wall extending downward from the bicycle abutment surface, and (ii) operable to secure the reconfigurable foot clip to a portion of a bicycle in one of a plurality of modes, each of the plurality of modes defined by an orientation of the foot clip and the bicycle.

Abstract: A bicycle drive unit includes a housing, crankshaft and a propulsion assist motor. The housing is configured to be mounted on a frame of a bicycle. The housing includes a first portion and a second portion. The crankshaft is provided to the first portion of the housing. The propulsion assist motor is provided to the second portion of the housing and configured to assist propulsion of the bicycle. The propulsion assist motor includes a rotational axis extending in a direction intersecting a direction in which the crankshaft extends. The second portion has a maximum dimension of smaller than or equal to 75 mm in a direction orthogonal to the rotational axis of the propulsion assist motor.

Abstract: A bicycle drive unit includes a housing, a crankshaft and a propulsion assist motor. The housing is configured to be mounted on a frame of a bicycle. The crankshaft is provided to the housing. The assist propulsion motor is provided to the housing to assist propulsion of a bicycle. The propulsion assist motor includes a rotational axis extending in a direction intersecting a direction in which crankshaft extends. The bicycle drive unit is configured such that a distance from a rotational axis of the crankshaft to a part of the bicycle drive unit that is the farthest from the rotational axis of the crankshaft in a direction parallel to the rotational axis of the propulsion assist motor is smaller than or equal to 210 mm.

Abstract: A method for mounting a bicycle drive unit to a frame of a bicycle, in which the bicycle drive unit includes a housing, a crankshaft and a propulsion assist motor. The housing has a first portion and a second portion. The crankshaft is provided to the first portion. The propulsion assist motor is provided to the second portion and includes a rotational axis extending in a direction intersecting a direction in which the crankshaft extends. The method includes a first step of arranging the first portion at a position for mounting the first portion on the frame, and a second step of rotating the housing about an axis parallel to a rotational axis of the crankshaft and inserting the second portion into an opening of the frame after the first step.

Abstract: A bicycle drive unit includes a housing, a crankshaft and a propulsion assist motor. The housing is configured to be coupled to a frame of a bicycle. The housing includes first and second portions. The crankshaft is provided to the first portion of the housing. The propulsion assist motor is provided to the second portion of the housing. The propulsion assist has a rotational axis extending in a direction intersecting with a direction in which the crankshaft extends. A maximum dimension of the first portion in the direction in which the crankshaft extends is less than or equal to 100 mm. A maximum output torque of the propulsion assist motor is greater than or equal to 10 Nm and less than or equal to 80 Nm.

Abstract: The present invention relates to a battery-integrated driver for an electric bicycle, and more specifically, related to a driver capable of changing an ordinary bicycle to an electric bicycle. The driver is installed in a hub on the back of a general bicycle and can be housed inside the hub without an external power connection. Thus, a user can easily assemble an electric bicycle and use it conveniently. The battery-integrated driver includes: a wheel hub (H); a rear side chain support (C) and a saddle support (S) of a bicycle which are coupled to each other at the wheel hub (H); a hub (30) provided in the wheel hub (H) and coupled to a wheel rim through spokes, wherein a tire is installed on the wheel rim; a driver (A) provided in the hub (30) and including an electric motor (660), wherein the electric motor (660) supplies electric power to rotate a wheel; and a battery provided in the driver (A) in a detachable manner and driving the electric motor (660).

Abstract: A bicycle component includes a drive unit and a battery. The drive unit includes a housing mounted on a bicycle frame, a crankshaft provided to a first portion of the housing, and a propulsion assist motor provided to a second portion of the housing. The battery is electrical connected to the propulsion assist motor to supply electrical power to the propulsion assist motor. The propulsion assist motor includes a rotational axis extending in a direction intersecting a direction in which the crankshaft extends. At least part of the second portion and at least part of the battery are accommodated in the frame in a state in which the second portion and the battery are arranged next to each other in a direction parallel to the rotational axis of the propulsion assist motor and the battery is coupled to the second portion in an attachable and detachable manner.

Abstract: A cassette adapted for mounting on a bicycle rear wheel hub and a by a mounting body for positioning the assembly on a bicycle rear wheel hub. The cassette has a plurality of adjacent sprockets fixedly connected to one another along an axis of the cassette. The cassette has an axial centering opening for centering on the mounting body without transmission of torque, and a plurality of attachment areas positioned a greater radial distance from the axis of the cassette than the radius of the centering opening for attachment to the mounting body.

Abstract: A hydraulic clutch system for a motorcycle includes a foot pedal for engaging and disengaging a hydraulic clutch via hydraulic fluid in a first hydraulic fluid conduit and a hand clutch lever for engaging and disengaging the hydraulic clutch via hydraulic fluid in a second hydraulic fluid conduit. A solenoid or similar article switches the system between foot pedal and hand clutch lever control based on pressure in hydraulic lines extending from the foot pedal and hand clutch lever to the hydraulic clutch. A pressure switch, micro-switch or similar article communicates with, and activates the solenoid or other article to switch between lines.

Abstract: A watercraft comprising: a first section; a second section; and a connecting element joining the first section to the second section, wherein the connecting element has a first unextended state and a second extended state, and wherein the connecting element can be moved between the first and second states to alter the relative positions of the first and second sections.

Abstract: A buoy device includes a first part having a first support structure and a second part having a buoyant body and a second support structure. The first and second support structures are connectable to form a rotatable connection between the first part and the second part. The buoyant body further includes one or more buoyancy elements releasably arranged on the second part. The buoy device may be a turret buoy, a CALM turret buoy, or a CALM turntable buoy.

Abstract: Disclosed is a re-liquefying device using a boil-off gas as a cooling fluid so as to re-liquefy the boil-off gas generated from a liquefied gas storage tank provided in a ship. A boil-off gas re-liquefying device for a ship comprises: a multi-stage compression unit for compressing boil-off gas generated from a liquefied gas storage tank; a heat exchanger in which the boil-off gas generated from the storage tank and the boil-off gas compressed exchange heat; a vaporizer for heat exchanging the boil-off gas cooled by the heat exchanger and a separate liquefied gas supplied to a fuel demand source of a ship, and thus cooling the boil-off gas; an intermediate cooler for cooling the boil-off gas that has been cooled by the heat exchanger; and an expansion means for branching a part of the boil-off gas, which is supplied to the intermediate cooler, and expanding the same.

Abstract: A ship comprises: a liquefied gas storage tank; a multi-stage compressor for compressing a boil-off gas discharged from a storage tank and comprising a plurality of compression cylinders; a second heat exchanger for heat exchanging a fluid, which has been compressed by the multi-stage compressor, and thus cooling same; a first decompressing device for expanding a flow (“flow a1”) partially branched from the flow (“flow a”) that has been cooled by the second heat exchanger; a third heat exchanger for heat exchanging, by “flow a1” which has been expanded by the first decompressing device as a refrigerant, the remaining flow (“flow a2”) of “flow a” after excluding “flow a1” that has been branched and thus cooling same; and a second decompressing device for expanding “flow a2” which has been cooled by the third heat exchanger.

Abstract: A lashing eye assembly includes amounting unit and an eye plate unit which includes two wing members and a bridge member. The wing members are angularly displaced from each other about an axle axis. Each of the wing members has a rim portion and a body portion which is formed with a lashing eye configured to couple a lower end of a lashing rod assembly. The bridge member has an outer interconnecting surface interconnecting outward regions of the rim portions of the wing members, and an inner interconnecting surface which extends in a circumferential direction about the axle axis to interconnect inward regions of the rim portions of the wing members.

Abstract: The present embodiments relate to launch and recovery systems for a remotely operated vehicle. The embodiments eliminate or minimize the need for load lines, and provide virtually unlimited excursion distances for remotely operated vehicles, limited only by the amount of tether available at the launch point. Further, the embodiments allow for extended deployments of ROVs by allowing recharging of a tether climbing component while submerged. The system can include a launch and recovery assembly, a tether climbing component, and a remotely operated vehicle attached to a remotely operated vehicle tether. The launch and recovery assembly deploys the remotely operated vehicle and the tether climbing component overboard, and the remotely operated vehicle is configured for tethered operation while maintaining the tether climbing component at a desired depth.

Abstract: A permeable floating concrete vessel for creating floating aquatic habitats is disclosed. The vessel includes an interior space to hold growth material and a plant. The vessels includes one or more channels so a root of the plant can extend through the channel and into a body of water in which the vessel is secured. The vessel is made from a buoyant material, such as water-permeable concrete material. In an exemplary embodiment the water-permeable concrete material includes a mixture of cement, glass microspheres, expanded glass aggregate, and microfibers. Two or more vessels may be connected together via a connecting member to form an array of the vessels.

Abstract: Provided is a paddleboard comprising a nose wheel; an L-shaped steering control pedal; an outboard steering platen; a shrouded motor wire; a tail handle; and a double-wide hull.

Abstract: According to the present invention, there is provided a ship having an anti-sinking and anti-capsize device for emergency, which, in an emergency situation that may be caused by load or loss of buoyancy attributable to flooding, can continuously maintain the state of floating on the water by generating buoyancy inside and below a lower hull, and can prevent the ship from being tilted to one side or being completely capsized by maintaining the balance of the ship, thereby preventing a deadly accident that may occur in an emergency, such as a ship sinking accident, and also facilitating rescue operations.

Abstract: An enhanced system and various methods for remotely deploying boat fenders from a safe and convenient location. The boat fenders, which are placed along the entire periphery of the boat, may be deployed and retracted with lines attached to winches and motors. A smart phone app may be employed to remind users to deploy boat fenders upon entering known ports, and may also deploy the boat fenders automatically.

Abstract: A system for cutting marine grasses, weeds and other plant life to protect a propeller drive watercraft is disclosed. An adjustable, protective cutting edge to protect a propeller, drive shaft of a boat or other watercraft motor is further disclosed. An adjustable cutting device to mount upon base having openings or windows is further disclosed for optimizing the navigation of watercraft and reducing in-piloting maintenance of clearing plant matter from propeller driven motor assembly.

Abstract: The present invention relates to a rig (2) for a nautical means comprising: —a reference plane intended to coincide with a symmetry plane extending in longitudinal and vertical direction of the hull of the nautical means; —at least one wing; —at least one rigid support capable of supporting said wing and transmitting a propulsive thrust to the hull of the nautical means given by the aerodynamic lift generated by the wing when it takes wind; —the wing comprising a first and a second main face opposite to each other, —the rigid support being capable of supporting the wing at least in a first operating configuration in which at least a main portion of the first or second face is facing a first side of the reference plane and in a second operating configuration in which said main portion is facing the opposite side of the reference plane; —the rigid support comprising a wing sliding path for switching from the first to the second operating position and vice versa.

Abstract: An outboard motor includes an engine, a cooling water passage, a pump that is driven in conjunction with the engine, an inlet water passage that branches from the cooling water passage, an oil cooler, an outlet water passage, a first thermostat located in the cooling water passage, and a second thermostat. The pump takes outside water into the cooling water passage. The oil cooler includes a water-storing space into which water in the inlet water passage is taken. The outlet water passage is connected to an outlet of the oil cooler. The first thermostat increases and decreases the flow rate of water flowing through the engine. The second thermostat is located at the outlet or at the outlet water passage, and increases and decreases the flow rate of water flowing through the outlet water passage.

Abstract: A propeller propulsion system for a watercraft includes at least one electric motor and a propeller which can be driven by the electric motor. The propeller is a surface piercing propeller. The propulsion system includes a box-like body having a side wall on which the electric motor is fixed and a cover part on which an outdrive of the surface piercing propeller is applied. The side wall and the cover part include holes through which a shaft of the motor and a shaft of the outdrive respectively pass. The box-like body includes means for transmission of motion from the drive shaft to the outdrive shaft, and the propulsion system includes means for fixing the box-like body to a transom of the watercraft.

Abstract: A ship (100) including: an out-drive unit (20) that exerts a propulsion force on a ship hull (1) by power from an engine (10); a detection device (5) for detecting a current position, a bow direction, and a moving speed of the ship hull (1); a brake pedal (42) that limits a moving speed of the ship hull; a brake sensor (54) that detects a foot-pushing amount on the brake pedal; and a ship steering control device (30) connected to the out-drive unit (20), the detection means (5), and the brake sensor (54), The ship steering control device (30) acquires an operating status of the out-drive unit and detection results obtained by the detection device and the brake sensor, and controls the out-drive unit based on the detection results. The ship steering control device changes the output of the out-drive unit in accordance with a foot-pushing amount on the brake pedal.

Abstract: A ship handling device enabling easy turning calibration. With a ship handling device (7), during turning calibration with the ship handling device (7), the joystick lever (10) is turned to rotate the forward-backward propellers (4) on the port and starboard sides of the ship, and the joystick lever (10) is tilted to change a forward-thrust/backward-thrust ratio of the forward-backward propeller (4) on the port or starboard side or to change the rotation speeds. When a calibration execution switch (10a) is operated, thrusts generated with the changed forward-thrust backward-thrust ratio are set as correction coefficients, or, among thrusts generated at the changed rotation speeds (Npn, Nsn) of the forward-backward propellers (4) on the port and starboard sides, thrusts generated by the forward-backward propellers (4) on the port and starboard sides according to the tilting of the joystick lever (10) are set as correction coefficients (Cp, Cs).

Abstract: A ship comprises: a tank; a multistage compressor for compressing a boil-off gas discharged from a storage tank and comprising a plurality of compression cylinders; a first heat exchanger for heat exchanging a fluid, which has been compressed by the multistage compressor, with the boil-off gas discharged from the storage tank and thus cooling the same; a first decompressing device for expanding a flow (“flow a1”) partially branched from the flow (“flow a”) that has been cooled by the first heat exchanger; a third heat exchanger for heat exchanging, by “flow a1” which has been expanded by the first decompressing device as a refrigerant, the remaining flow (“flow a2”) of “flow a” after excluding “flow a1” that has been branched and thus cooling the same; and a second decompressing device for expanding “flow a2” which has been cooled by the third heat exchanger.

Abstract: Systems, apparatuses, and methods for constructing an airship quickly and cost-effectively are described. In one embodiments, an airship structure may have a plurality of mainframes, each comprising interconnected pyramid structures. One of the pyramid structures may include an apex joint, four base joints, first connectors, and second connectors. The apex joint and base joints may each have slots configured for receiving connectors. The apex joint may have four apex-to-base slots and each base joint may have a base-to-apex slot and two base-to-base slots. Each of the first connectors may connect the apex joint to one of the four base joints using one of the apex-to-base slots of the apex joint and the base-to-apex slot of that base joint. Each of the second connectors may connect two of the four base joints using one of the base-to-base slots of each of the two base joints connected by that second connector.

Abstract: A twisted strap transfers loads generated by an aircraft passenger floor from the floor to an aircraft fuselage. The twisted strap may be formed of carbon fiber reinforced plastic, fiberglass reinforced plastic, or metal, such as aluminum, stainless steel, or titanium alloy. The twisted strap has first and second ends configured to be twisted between 40 to 120 degrees relative to the other whenever connected to a seat track and a forward-aft extending fuselage stiffener, respectively. In at least one form, the twisted strap has a length ranging from 15 to 30 inches, a width of 1 to 2 inches, and thickness of 0.1 to 0.5 inch. Each end incorporates apertures for accommodating separate connectors spaced at least four-to six diameters apart along the length of the twisted strap, and the twisted strap is configured to accommodate minimums of 9 G's of force in tension and 1.5 G's in compression.

Abstract: To provide an unmanned aerial vehicle that is optimized for freight purposes and that efficiently performs loading and unloading of freight and efficiently performs airframe management. This object is solved by an unmanned aerial vehicle that includes a plurality of propellers. An airframe of the unmanned aerial vehicle includes: a body having a freight chamber that is a hollow portion and that is integral with the body; and a plurality of arms supporting each of the plurality of propellers. A combination of the one arm and the one propeller or plurality of propellers supported by the one arm constitute a retractable propeller. The retractable propeller is partially or entirely storable in the freight chamber.

Abstract: Gaskets, including aircraft gaskets, are disclosed, the gaskets having an elastomeric gel body and substantially incompressible skeletons. The bodies may be pliable and deformable and, in one example, may be comprised of a two-part chemically cured polyurethane that sets up as a gel after mixing with the web so that it is fully integral with the web and so that there is substantially no air bubbles or air pockets left in the web. The web may be a regular shaped web and made of nylon.

Abstract: Aircraft wings having improved deflection control ribs are described. An example aircraft wing includes a rear spar, an outboard flap, a rear spar fitting, and a deflection control rib. The outboard flap is movable relative to the rear spar between a stowed position and a deployed position. The outboard flap includes a closure rib and a roller coupled to the closure rib. The rear spar fitting is coupled to the rear spar. The deflection control rib includes a primary arm and a catch. The primary arm is coupled to and extends rearward from the rear spar fitting proximate a lower surface of the aircraft wing. The catch is coupled to and extends rearward from the primary arm. The catch includes an opening to receive the roller of the outboard flap when the outboard flap is in the stowed position.

Abstract: A propulsion and lift system of a tiltrotor aircraft includes a wing having an outboard end, a wing tip assembly having an inboard end, a fixed nacelle coupled to the wing tip assembly and a wing-nacelle splice assembly having inboard and outboard sides. The inboard side of the wing-nacelle splice assembly is coupled to the outboard end of the wing, and the outboard side of the wing-nacelle splice assembly is coupled to the inboard end of the wing tip assembly, thereby coupling the fixed nacelle to the wing.

Abstract: Wing structure that includes slat-cove fillers configured to reduce leading-edge slat noise on aircraft, such as transport aircraft.

Abstract: The invention concerns an improved CCD integration within pilot seat armrests, with benefits including ease and accuracy of CCD use, premium space savings on cockpit consoles, the ability to be retracted when not in use, always remaining within comfortable and easy reach of tall and short pilots alike and not interfering with other devices such as “side-stick” flight controls. The compactness and accuracy of use of the invention, its ability to be stowed, and its space-saving features set this CCD apart from existing CCDs and improve cockpit structure and pilot operation of aircraft that employ this invention.

Abstract: A system of an aircraft includes a system pump and a booster pump. The system pump is configured to provide hydraulic fluid to the hydraulic system at a first working pressure. The booster pump is configured to supply hydraulic fluid to at least one boostable actuator at a second working pressure higher than the first working pressure. The boostable actuator is operatively coupled to and configured to actuate at least one flight control surface of an aircraft. The booster pump is configured as a high-pressure accumulator and an accumulator energizer, or as a hydraulic actuator pump and a variable speed motor.

Abstract: A method of designing a hypersonic vehicle includes selecting a shock shape; tracing a leading edge along the shock shape; selecting a base plane defining endpoints of the leading edge and rearwardly displaced from a front of the leading edge; and tracing stream surfaces back from the leading edge along the shock to the base plane in order to define an upper surface and a lower surface, wherein the upper and lower surfaces and base plane enclose a volume representing internal volume of the hypersonic vehicle. The lower stream surface is controllably morphable.

Abstract: A landing gear arrangement may comprise a lever configured to be coupled between an axle and a strut piston of a shock strut, a load damper configured to be externally coupled between the shock strut and the lever, wherein the load damper is configured to increase a length of the landing gear arrangement in response to an extension force of the load damper increasing above a ground force reacted through the landing gear arrangement. The load damper may be located externally from the strut piston.

Abstract: An aircraft landing gear bay roof for forming a pressurization barrier between an upper pressurized compartment and a landing gear bay for the housing of a landing gear. The roof comprises a main bulkhead extending in a longitudinal direction, an inclined forward bulkhead, rigidly connected to a forward edge of the main wall, and an inclined aft bulkhead, rigidly connected to an aft edge of the main bulkhead. The forward bulkhead and the aft bulkhead each form an obtuse angle with the main bulkhead. This configuration enables a better absorption of loads by the landing gear bay roof and a shorter and optimized path for transmission of the mechanical loads, in particular to the fuselage member to which the aft bulkhead is configured to be connected.

Abstract: An aircraft landing gear bay roof, the roof forming a pressurization barrier between a pressurized upper compartment and a landing gear bay for the housing of a landing gear, comprising a roof wall forming the pressurization barrier. The roof wall is held by longitudinal gantries to which it is linked, and which extend over the entire length of the roof wall. The roof wall comprises a lower face configured to be installed inside the landing gear bay and an upper face configured to be installed outside the landing gear bay. At least one of the gantries is installed against the lower face of the roof wall.

Abstract: A landing gear assembly, having an electromechanical device for actuating the landing gear and locking and releasing device, includes: a rotary actuator acting on the assembly at the hinge point, having a rotary electric motor connected to an actuating arm, to rotate the assembly around a respective actuation axis with an interconnection so that, in case of power supply failure, the actuator is free to rotate dragged by the assembly by free fall; and a linear actuator, integral to the assembly and movable therewith, and which includes a rotary electric motor and a cam mechanism to transform rotary motion of the motor into an axial motion of a locking pin. The actuation axes of the rotary actuator and of the linear actuator are parallel, and the rotation axis of the rotary electric motor of the linear actuator coincides with the linear actuation axis of the locking pin.

Abstract: The object of this disclosure is to cool the brakes of the landing gear of an aircraft. For this, it uses the air of the same air conditioning system of the airplane. The supply to the air conditioning system of the airplane can receive pre-conditioned air from outside by an air inlet in the lower part of the fuselage of the airplane to which an external equipment is connected. This air inlet has a non-return valve inside, which prevents the air from going outside. In order to extract the air from the air conditioning system of the airplane while it is on the ground, it is necessary to overpass the air valve. For this purpose, a tool that overpasses that valve from outside has been designed, and in this way, extracting and directing the air through connectors and tubes to the brakes, cooling them for a new takeoff.