Abstract: A side structure of a bus includes a skirt rail. Window fillers are connected to the skirt rail at lower ends, extend in an upper side, and are arranged from a front to a rear with a predetermined interval. A waist rail extends from the front to the rear with a predetermined distance in the upper side of the skirt rail and is engaged with each of the window fillers. A first region includes a first member connecting the waist rail and the skirt rail and a second member connecting the upper part of the first member and the lower end of the window filler. A second region includes a third member connecting the waist rail and the skirt rail and a fourth member connecting the upper of the third member and the lower part of the window filler.

Abstract: A method for producing a door element comprising a planar panel (30) and protruding edges (32a, 32b, 32c), each edge (32a, 32b, 32c) being joined to at least one adjacent edge (32a, 32b, 32c) by a joining edge, comprising: —providing a rectangular planar blank, —cutting out said blank to retrieve a corner part being adapted to form a joining edge (34), —stamping the cut-out blank to obtain a door element part (52) comprising the panel (30) and the edges (32a, 32b, 32c), said edges (32a, 32b, 32c) being separated one from the others, —joining the adjacent edges (32a, 32b, 32c) by attaching a joining part (54) to the door element part, said joining part (54) being made of a material different from the material of the door element part (52) and forming a joining edge.

Abstract: Provided is a vehicle spoiler including a front spoiler provided on a vehicle lower side of a front bumper, an air bag, which is connected with a bottom part of the front bumper and the front spoiler, causes the front spoiler to be in a deployed state by expanding, and causes the front spoiler to be in a stored state by contracting, and a relief valve that reduces inner pressure of the air bag when inner pressure of the air bag increases due to interference of an obstacle on a road with the front spoiler.

Abstract: A method for replacing a roll cage of an off-road vehicle is provided. The off-road vehicle has a frame and the roll cage affixed to the frame. The frame has a plurality of roll cage supports. The roll cage has a plurality of legs, and each of the legs is welded to a respective one of the roll cage supports of the frame. The method includes cutting off the roll cage from the frame, providing a replacement roll cage for removably affixing to the frame, positioning the replacement roll cage onto the frame such that legs of the replacement roll cage are supported on the roll cage supports, aligning an opening of a mounting flange of each leg of the replacement roll cage with a corresponding opening of each roll cage support, and fastening the legs of the replacement roll cage to the roll cage supports.

Abstract: An apparatus for cutting a tinted film for a vehicle window is disclosed, the apparatus comprising: a housing having a top portion, the housing having a cutting-line displaying/displayed plate as a front portion thereof, wherein the cutting-line displaying/displayed plate is tilted such that the film is supported on the plate; a top horizontal extension from the top portion of the housing; a contaminant remover disposed on and beneath the top horizontal extension; and a cutting-line formation device housed in the housing, wherein the cutting-line formation device is configured to send cutting line data for the film to the cutting-line displaying/displayed plate when the cutting-line displaying/displayed plate includes a display panel; or the cutting-line formation device is configured to irradiate a beam corresponding to the cutting line data onto the cutting-line displaying/displayed plate when the cutting-line formation device include a beam projector.

Abstract: An apparatus for theft detection including a processing unit and a communication interface, the apparatus being provided for stationary mounting on a mobile object. The apparatus has at least an acceleration sensor, a rotation rate sensor, and a magnetic field sensor. The processing unit is furthermore configured to acquire an acceleration signal of the acceleration sensor, a rotation rate signal of the rotation rate sensor, and a magnetic field signal of the magnetic field sensor within a time span, and to determine a change in relative position of the apparatus as a function of the acceleration signal, the rotation rate signal, and the magnetic field signal. The processing unit is also configured to output a first signal by way of the communication interface if the change in position is greater than a first threshold value. A method for theft detection is also described.

Abstract: A detachable carrier assembly is provided. The detachable carrier assembly includes a bracket assembly configured for attachment to a head tube of a bicycle and a plurality of segments configured for insertion into the bracket assembly. The plurality of segments is further configured for detachment from the bracket assembly. A container is attached to the plurality of segments. The container is configured to hold a quantity of desired articles.

Abstract: A vehicle driving force control device controls a driving force of an engine in accordance with an operation of a handlebar grip attached to a motorcycle. The handlebar grip is nonrotatably secured to a handlebar of the motorcycle. The vehicle driving force control device includes a strain gauge and a control section. The strain gauge acts as twisting force detection means for detecting a twisting force that is oriented in a normal rotation direction or in a reverse rotation direction and applied to the handlebar grip. The control section controls the driving force in accordance with the detected twisting force. The control section exercises control to increase the driving force in accordance with the twisting force oriented in the normal rotation direction.

Abstract: A vehicle steered by handlebars has a handlebar tube. A handlebar fastener for a switchgear unit includes an adapter device for receiving the switchgear unit and a fastening device for fastening the adapter device to the handlebar tube of the vehicle steered by handlebars. The adapter device has a torque support device.

Abstract: A saddle-type vehicle includes a link-type suspension system configured to make a vehicle support a driving wheel, and a motor configured to rotate the driving wheel. The driving wheel driven by the motor is a steered wheel. The link-type suspension system includes a swing arm having a pair of left and right arm portions that swingably supports the steered wheel. The motor is placed on one of left and right sides of a steering center axis in a width direction of the vehicle. A shock absorber is mounted on another arm portion of the swing arm, the another arm portion being placed on another of the left and right sides of the steering center axis in the width direction of the vehicle.

Abstract: A swing arm includes an arm main body formed of a pipe member, and a reinforcement member configured to reinforce an axle support region of the arm main body. The arm main body has a notch formed by cutting out a portion of a region of a circumferential wall facing in a vehicle width direction. The reinforcement member is joined to the notch of the circumferential wall.

Abstract: A device for bicycles or other pedal-powered vehicles is fitted with at least one crank that has a pedal at one end and a crank box on the other. The crank box is fitted with a flute and contiguous to a fixed structure fitted with a pin. The movement of the crank is limited by the pin's movement in the flute. The crank box has a torsion spring nested within it. The device is fitted with a braking mechanism of the crankshaft's sprockets, in that these sprockets engage with sprockets of a transmission box, connecting the transmission box to the toothed shaft's box. The sprockets of the transmission box, in turn, transmit their movement to the outer shaft.

Abstract: An improved cleat assembly configured to be releasably secured to a clipless bicycle pedal comprises a first plate, a second plate disposed over the first plate, and plurality of spacers disposed between the first and second plates, the spacer separating the first and second plates a predetermined distance. The second plate may define a pedal aperture having a circumferential periphery comprising a first portion and a side tie portion and the side tie portion may be offset from the first portion. The cleat assembly may further comprise a cap disposed over at least the second plate wherein the second plate may comprise a first of an engagement pair and the cap may comprise a second of the engagement pair. The first and second of the engagement pair may cooperate to couple the cap and the second plate to affix the cap onto the cleat assembly.

Abstract: A double clamp clipless pedal includes a pedal body, a main shaft, and a clamp assembly. The pedal body has a first surface and a second surface. The clamp assembly is provided with a front clamp and a rear clamp rotatably disposed on two sides of the main shaft, such that the front clamp and the second clamp permanently rotate toward the main shaft for engaging a shoe cleat. The front clamp and the rear clamp are allowed to automatically swing together with the shoe cleat movement for maintaining the engagement. The front and rear clamps are able to resiliently and rotationally open, whereby the shoe cleat is easily clamped and disclamped by the front and rear clamps.

Abstract: A chainring structure may include a torque output section comprising a plurality of sprockets having two axially bounding sprockets defining an inner-most and outer-most sprocket and a torque input section configured to attach to a crank assembly. The chainring structure may also include a power meter chamber disposed radially between the torque input section and the torque output section, the power meter chamber including a base surface of a strain measurement section. The power meter may be disposed in the power meter chamber and have at least one strain measurement device attached to the base surface. The torque output section, torque input section, and power meter chamber may be formed as a unitary single piece and configured to dispose the base surface axially between the axially bounding sprockets of the plurality of sprockets.

Abstract: Embodiments of a friction drive system include a battery, a drive motor, a control unit, and a speed wheel. When the friction drive system is mounted on a wheeled vehicle, the speed wheel provides an accurate measurement of the vehicle speed by maintaining contact with a tire of the vehicle. An automatic traction control system, which may be part of the control unit, compares the speed of the speed wheel with the speed of the drive motor to determine whether slippage is occurring. If slippage is detected, then embodiments of an automatic traction control system automatically increase an amount of normal force between a contact surface on the drive motor and the tire, by advancing a position of the drive motor relative to a fixed mounting point. If no slippage is detected, then embodiments of an automatic traction control system automatically reduce the amount of normal force, by retracting a position of the drive relative to a fixed mounting point.

Abstract: A bicycle transmission device is basically configured to improve the detection accuracy of the tilt angle of the road surface. The bicycle transmission device has a transmission for changing the gear ratio of the bicycle, and a tilt sensor disposed on the transmission and that outputs a signal that reflects the inclination of the transmission.

Abstract: A bicycle operating device, having a center axis, comprises a mounting structure configured to be press fitted into a free end of a bicycle handlebar; and an operating structure for an operation of a bicycle component, the operating structure being coupled to the mounting structure.

Abstract: Shrouds for water vessels are described herein. In various embodiments, a shroud may include port, starboard, and bow surfaces that are contoured to an outer periphery of one or more inflatable tube portions of an inflatable raft. The shroud may also include a bottom surface from which at least the port side surface and starboard side surface extend upwardly. The shroud may define an interior cavity that is bounded by the port side surface, a starboard side surface, and the bow surface. The interior cavity may be sized and shaped to removably receive the inflatable raft. In some embodiments in which the shroud is secured to a self-bailing raft, the shroud may obstruct one or more fore self-bailing ports of the self-bailing inflatable raft and leave one or more aft self-bailing ports of the self-bailing inflatable raft unobstructed.

Abstract: A superstructure-integrated backspray mitigation system for yachts including an aft spoiler secured to the vessels hardtop for directing airflow about the hardtop downwardly into the aft cockpit area to interfere with, mitigate and eliminate the natural reverse backspray created by the low-pressure region behind the yacht. The spoiler protrudes from the hardtop and includes at least one air ducting channel directing airflow at select angles into the cockpit area presenting a protective shield preventing the backspray from entering the cockpit. An optional pivotal panel member selectively enables operation of the spoiler.

Abstract: An emergency vessel towing system includes a vessel attachment system, a retrieving system, and a towing line. The vessel attachment system is configured to connect to a vessel at sea, and includes a bridle system and a hawser line. The bridle system is operatively connected to the hawser line's proximal end. The bridle system is configured to engage at least four fittings on a foredeck of the vessel to distribute the load over the foredeck. The retrieving system includes a retrieving line with a proximal end that is detachably connected to the hawser line's distal end in a setup position. The towing line is detachably connected to the hawser line's distal end in a towing position.

Abstract: The present invention relates broadly to a offshore facility. The offshore facility comprise a floating platform; a metal processing apparatus disposed on the floating platform; and a power management module adapted to manage and provide a stable power supply to the metal processing apparatus.

Abstract: A catamaran oil production apparatus is disclosed for producing oil in a marine environment. The apparatus includes first and second vessels that are spaced apart during use. A first frame spans between the vessels. A second frame spans between the vessels. The frames are spaced apart and connected to the vessels in a configuration that spaces the vessels apart. The first frame connects to the first vessel with a universal joint and to the second vessel with a hinged connection. The second frame connects to the second vessel with a universal joint and to the first vessel with a hinged or pinned connection. At least one of the frames supports an oil production platform. One or more risers or riser pipes extends from the seabed (e.g., at a wellhead) to the production platform (or platforms). In one embodiment, the production apparatus includes crew quarters.

Abstract: A hydrofoil watercraft has propulsion system integrated with the hull that engages the water when the watercraft is in a displacement mode. The propulsion system is disengaged from the water when the hull is in foiling mode. The propulsion system may automatically deactivate when the watercraft transitions from the displacement mode to the foiling mode.

Abstract: A fin system for releasibly securing a fin to a water craft the system including: a fin box with at least one elongated slot open at a first surface of the fin box and extending a depth inward towards a closed base opposite the first surface; one or more fixed securing features in the fin box, below the first surface and adjacent and open to the at least one elongated slot; one or more vertical access slots in the fin box, open at one end to the first surface, adjacent and open to the at least one elongated slot and extending the depth inwards towards the closed base; and, a fin with a fin base dimensioned to be slideably received by the at least one elongated slot of the fin box, wherein the fin base includes one or more fixed fin attachment mechanisms each having at least one tab or recess dimensioned to be received first by the one or more vertical access slots and received subsequently by the fixed securing features, wherein an engagement of the at least one fin tab or fin recess with the securing feature

Abstract: A fin assembly includes a fin body and a fin holder. The fin holder has an elongated channel, a pair of opposing slots, a pair of front guiding grooves and a pair of rear guiding grooves. The pair of front guiding grooves are defined in the opposing sidewalls of a front section of the elongated channel at a horizontal level, and misaligned with a bottom of the elongated channel. The pair of rear guiding grooves are defined in the opposing sidewalls of a rear section of the elongated channel above the horizontal level, and are flush with the bottom of the elongated channel Besides, the fin holder defines in its rear wall a horizontal hole with a cross section large enough to cover a space between the pair of rear guiding grooves.

Abstract: A personal watercraft comprises a body including a seat support section in which a storage is accommodated; a front seat which is mountable on the seat support section; a rear seat which covers the storage in a state in which the rear seat is secured onto the seat support section; an opening/closing mechanism including a pivot section provided at a front end portion of the rear seat and opens and closes the rear seat and a slider section which guides the pivot section and slides the rear seat in a rearward direction. In a closed state in which the front seat and the rear seat are secured onto the seat support section, a rear end of the front seat is located rearward of and above a front end of the rear seat, and the pivot section is located below and forward of the rear end of the front seat.

Abstract: A method for providing lighting to a boat surface comprising providing an LED light source in a transparent disk and placing the disk on the boat surface in a location where the boat accessory is to be mounted with the disk fastener openings aligned with the boat surface openings. The method includes connecting a power source to the light source, placing the boat accessory on the transparent disk with the boat accessory fastener openings aligned with the disk fastener openings and inserting the at least one fastener through the boat accessory openings, disk openings and boat surface openings. The fastener secures the boat accessory and disk to the boat surface wherein the transparent disk bears the weight of the boating accessory. Upon providing power to the light source, light travels from the light source to the circumferential edge of the transparent disk, illuminating the area adjacent the boating accessory.

Abstract: An underwater docking system for an autonomous underwater vehicle, the underwater docking system including: an underwater station including a base mount fixed to a seabed and a circular frame member supported by the base mount and parallel to a horizontal plane; and an autonomous underwater vehicle configured to dock with the underwater station while sailing through an upper side of the frame member, wherein: the autonomous underwater vehicle includes an underwater vehicle main body.

Abstract: A tow body apparatus, a method of making a modular tow body, and a method of using a tow body. The tow body comprises a nose module, a tail module, and a first payload module that may be made of plastic by three-dimensional printing. The nose module is configured to be connected to a tow cable for towing the tow body through water and comprises a nose module mating interface. The tail module comprises fins for stabilizing the tow body as the tow body is towed through water and a tail module mating interface. The first payload module comprises an interior configured to hold a payload, a first mating interface configured to be attached alternatively to the nose module mating interface or to a second payload module, and a second mating interface configured to be attached alternatively to the tail module mating interface or to the second payload module.

Abstract: Disclosed is an control device of an outboard motor, including: a computation unit configured to set, as a starting point, a timing before a gearshift mechanism is shifted from forward to neutral after an accelerator opening level is fully closed in a case where an operator's manipulation is performed from forward to neutral, and compute a time-series change of an engine rotation speed as a simulated ship speed on the basis of the engine rotation speed detected by an engine rotation speed detector at the starting point; and a control unit configured to control an actuator such that, in a case where the operator's manipulation is performed from forward to reverse through neutral, the gearshift mechanism is maintained in the neutral position until the simulated ship speed estimated by the computation unit becomes a predetermined threshold value or lower, and is then shifted to reverse.

Abstract: A tiller handle includes: a throttle shaft including first shaft and the second shaft; a conversion mechanism configured to convert rotation of the first shaft into a rectilinear motion of the throttle cable; an engagement pin provided in the second shaft; and a restriction member (shift arm) engaged with the engagement pin depending on a position of a selector in synchronization with the selector to restrict rotation of the second shaft in a throttle valve open direction. The first shaft and the second shaft are configured to relatively rotate each other only by a predetermined angle.

Abstract: A member (10) for controlling the direction of a vehicle, preferably in the form of a steering wheel for controlling the direction of a nautical vehicle, or boat, and includes a rotatable body (11), which can be manually operated by the skipper of the vehicle for controlling the direction of the vehicle and which is operatively connectable to unit defining, or determining, the direction of travel of the vehicle. The member includes a unit, or hub, (12) supporting the rotatable body, which include a component (14) fixed to the structure of the vehicle which rotatably support respective units (16) for supporting, or coupling, the rotatable body which can be operated manually, the unit fixed to the structure of the vehicle supporting corresponding unit (18) which can be used, in particular which can be operated and/or viewed, by the skipper, which remain fixed during the rotation of the rotatable body.

Abstract: An energy efficient and lighter-than-air high altitude platform (HAP) is disclosed that allows for sustained station keeping at high altitudes of about 50,000-80,000 feet for prolonged periods of time. The HAP includes an aerodynamically streamlined body that may have the topology of a torus. The body may be inflated with a lighter-than-air gas in an amount sufficient to provide lift to the high altitudes. The HAP has a duct extending through the pressurized body that diverts flow through the duct and reduces aerodynamic drag. The HAP may include one or more propellers situated in the duct to provide propulsion and maintain a given location of the HAP relative to ground. There may also be a control system, a solar energy collection system, an energy storage system, and/or any of a variety of payloads to accomplish various tasks, such as communication and/or situational awareness applications.

Abstract: A high altitude or stratospheric balloon system may include a balloon envelope including envelope film, at least one tendon, and a suspender. The suspender may have a first end attached to the envelope film. The suspender is arranged to stretch such that the first end moves towards an equator of the balloon envelope as the balloon envelope pressurizes in order to control movement of the envelope film relative to the tendon and towards the equator as the balloon pressurizes.

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: An aircraft heated floor panel includes a first support layer, a second support layer, and a heating layer located between the first support layer and the second support layer. An aircraft floor panel includes a floor panel body and a removal feature that provides a mechanism for the aircraft floor panel to be removed from an attached aircraft structure.

Abstract: A decompression panel assembly for use in an aircraft includes a frame including a first surface and an opposing second surface, wherein the frame defines a grille opening and at least partially defines a flow path opening that are each defined between the first and second surfaces. The decompression panel assembly also includes a first panel and a second panel pivotally coupled together at a central hinge. A retention plate is releasably coupled to the first and second panels and is configured to move between a closed position and an open position. The first and second panels at least partially cover the grille opening in a planar position when the retention plate is in the closed position, and the first and second panels move away from the grille opening to a folded position when the retention plate is in the open position.

Abstract: The present application relates to a control surface for an aircraft. The control surface has a leading edge, a trailing edge, and a chord-line defined between the leading edge and the trailing edge. A first aerodynamic surface is between the leading and trailing edges and a second surface is between the leading and trailing edges. The leading edge is formed by a nose, the nose having a hinge axis about which the control surface is deflectable. A maximum thickness of the control surface perpendicular to the chord-line between the first aerodynamic surface and the second surface is located aft of the hinge axis. The present application also relates to a control surface for an aircraft having a maximum curvature of the first aerodynamic surface of the control surface located aft of the hinge axis. The present application also relates to an aircraft or part of an aircraft comprising a fixed section and a control surface.

Abstract: A hydraulic ram comprising a fixed support, a cylinder that is movable in translation relative to the support, a piston secured inside the cylinder delimiting two chambers with the cylinder and a device for supplying the chambers with hydraulic fluid upstream from the fixed support. The ram is characterized by the fact that the supply device comprises telescopic channels, each telescopic channel comprising two tubular elements sliding one into the other, a first tubular element being rigidly connected to the fixed support at one end and the second tubular element being rigidly connected to the cylinder at at least two points separated from each other along a generatrix of the cylinder. The invention is applicable to controlling the pitch of the blades of a turbine engine propeller.

Abstract: A configurable control panel for an aircraft cockpit includes a set of universal control modules each comprising at least one screen including at least one manually manipulable control key. Each of the control modules further includes at least one master control module, and at least one universal slave module associated with the master module, and including a screen and at least one control key. The at least one master module is configured to control the screen and the at least one control key of the at least one universal slave module.

Abstract: Systems and methods for operating control surfaces of an aircraft. The method involves receiving, by an aircraft control system from one or more sensors, deflection information related to a shape and motion of an aircraft, and decomposing, by the aircraft control system, the deflection information into a detected modal state including a first known mode having a first mode strength. The method may further involve determining, by the aircraft control system, a first modal compensation based on the first mode strength, and identifying, by the aircraft control system, a desired control corresponding to a second known mode. The method may yet further involve determining a first control response for a control surface having a first modal weight and a second modal weight, based on the first modal compensation and the first modal weight, and determining a second control response for the control surface based on the desired control and the second modal weight.

Abstract: A tiltrotor aircraft includes a fuselage supporting first and second wings each having an outboard end. First and second nacelles are respectively coupled to the outboard ends of the first and second wings. The first and second nacelles each have an outboard end. First and second wing extensions are rotatably coupled, respectively, to the outboard ends of the first and second nacelles. First and second actuators are operable to respectively move the first and second wing extensions to dampen a mode of the first and second wings, thereby stabilizing the tiltrotor aircraft.

Abstract: In accordance with an embodiment, a method of operating a rotorcraft includes receiving a first sensor value comprising a first coarse resolution portion and a first fine resolution portion, receiving a second sensor value comprising a second coarse resolution portion and a second fine resolution portion, and determining that the second coarse resolution portion corresponds with the second fine resolution portion when a difference between the second sensor value and the first sensor value is within a first threshold.

Abstract: A vortex generator arrangement for an aircraft comprising a surface section forming a flow surface interacting with a flow surrounding the aircraft in operation, wherein the surface section comprises an opening, a vortex generator movable between a retracted position and an extended position, a retainer for holding the vortex generator in the retracted position, a biasing structure for biasing the vortex generator towards the extended position and a release for releasing the vortex generator from the retainer such that the vortex generator can be moved towards the extended position. Further, a sealing membrane is provided completely sealing the opening when the vortex generator is in the retracted position. The vortex generator is movable through the membrane from the retracted position to the extended position. Furthermore, a flow control system, an aircraft and a method of controlling flow are described and claimed.

Abstract: A wing tip device for attachment to a wing tip of a powered aircraft including: a first mounting formation, a second mounting formation spaced apart in a spanwise direction relative to the first mounting formation, a third mounting formation spaced apart in a chordwise direction relative to the first and second mounting formations, wherein each of the first, second and third mounting formations are configured for attachment to at least one of a wing spar and a wing rib, and, at least one of the mounting formations is configured to permit movement of a portion of the wing tip device in the spanwise direction relative to a portion of the wing tip.

Abstract: An aircraft spring assembly having a spring, an end fitting including a spring engagement formation arranged to be mechanically coupled to an end region of the spring and a coupling formation for coupling the spring assembly to an aircraft anchor point. The coupling formation includes a load bearing surface via which loads from the anchor point can be transmitted into the spring assembly. The assembly further includes an integral damping member provided within the load path between the load bearing surface of the coupling formation and the end region of the spring.

Abstract: The invention relates to an aircraft flight control column device (1) comprising: a casing (2) for attaching to an aircraft structure; an output shaft (3) for connecting to a flight control column (56), the output shaft (3) being mounted such that it rotates in relation to the casing (2); a primary group (4) comprising a first torque-generating body (7, 8) for applying a first torque to the output shaft (3); a secondary group (5) comprising a second torque-generating body (7, 8) for applying a second torque to the output shaft (3); and a clutch for selectively connecting the primary group (4) and the secondary group (5) to the output shaft (3).

Abstract: A rocket or ballistic launch rotary wing air vehicle may include a rocket or ballistic launch propulsion system for launching the vehicle, a rotary wing flight system for providing powered flight comprising dual counter rotating coaxial rotors, and a control system programmed to adjust the pitch of a rotor to anyh determined degree of pitch independently of a flap angle of the flap hinge during a transition of the dual counter rotating coaxial rotors from a stowed position to a deployed position.

Abstract: A strake may extend along a portion of an approaching side of a tail boom of a helicopter. A number of vortex generators (VGs) may extend along a portion of a retreating side of the tail boom. For tail booms with circular cross sections, the strake and the VGs are positioned between approximately 5 and 15 degrees below a horizontal plane of the tail boom when viewed end on, on respective sides of the tail boom. For tail booms with non-circular cross sections, the strake and the VGs is positioned between approximately 5 and 15 degrees above a location where a change in curvature is greatest (e.g., where flow separation would otherwise occur) on a bottom half of the tail boom when viewed end on, on respective sides of the tail boom. A fairing may be located on the retreating side on the upper half of the tail boom, to create an asymmetric profile.