Abstract: Disclosed is a structure such as a floating structure, including at least one fairlead for guiding an anchoring element thereof at an anchoring point, the fairlead including a guide to guide the anchoring element in translation between the structure and the anchoring point, a unit for moving the anchoring element in translation in the guide in order to place the anchoring element under tension, and a lock to prevent the anchoring element from moving in translation in the guide, for mooring the structure to the anchoring point. The unit for moving the anchoring element in translation in the guide is integrated into a distinct part separate from the rest of the structure of the fairlead, and this part and the rest of the structure of the fairlead include the retractable coupling unit thereof.

Abstract: Systems and methods provide for offloading liquefied gas, e.g. LNG, from a cargo vessel offshore and regasifying the offloaded gas. In example systems, a floating storage unit is moored to the seabed offshore; first tubing offloads liquefied gas from the cargo vessel to the storage unit; a jack-up platform is positioned offshore in proximity to the floating storage unit, the jack-up platform comprising legs which are arranged to be supported on the seabed and a hull which is arranged to be jacked up along the legs to a position above the sea surface; a regasification facility is provided on the jack-up platform; second tubing extends between the storage unit and the regasification facility of the jack-up platform for transferring liquified gas from the cargo vessel to the regasification facility for regasification of the liquified gas; and third tubing communicates regasified gas away from the regasification facility, e.g. to shore.

Abstract: A pleasure boat with a system for launching/hauling a water craft is provided. The system includes a platform movable from a first position, in which it is substantially flush with the floor of the parking area of the boat, to a second position, in which it is below the water surface. The system also includes a cradle for the water craft, a guiding system for the cradle which comprises first guides extending in the parking area and second guides extending on the platform, and a handling system. The handling system includes a first handling assembly, arranged in the parking area to move the cradle along the first guides, and a second handling assembly, arranged in the platform to move the cradle along the second guides. The system allows the water craft to be automatically transferred from the parking area to the platform, and vice versa, with no manual intervention.

Abstract: Disclosed is a module configured for removable attachment to a board and attached to an end of a mast, where the mast supports a hydrofoil and a motor to drive the board. The module includes a connector for connecting to a power source, internal control circuitry, and a thermal bridge to thermally connect the control circuitry to the mast. The module comprises a watertight cavity in which the internal control circuitry is contained.

Abstract: The present invention is directed to an electronic visual distress signal device. In one embodiment, the invention may comprise a waterproof housing comprising: a bulbous portion; a cylindrical portion; and a collar portion. An optical lens may be coupled to the collar portion, extend along a central lens axis, and comprise: an outer lens surface comprising a central outer flat surface located along the central lens axis and an outer convex surface radially outward of the central outer flat surface; and an inner lens surface comprising a central inner flat surface located along the central lens axis and an inner concave surface radially outward of the central inner flat surface. A light source may be positioned beneath the central inner flat surface so that light emitted from the light source passes through the optical lens. A power source may be located within the cylindrical portion.

Abstract: A dredge head assembly is disclosed. The assembly includes: a shroud having a generally open bottom end and a top end; a screen structure covering the generally open bottom end of the shroud; a suction pipe with a first end connected to the top end of the shroud and a second end configured to be operatively connected with a pump which induces suction; a handle connected to and extending from the shroud and having at least one grasping portion; and one or more vacuum relief valve assemblies, each comprising a valve, at least one opening configured to be in communication with water, and an actuation mechanism positioned to be accessible to a diver. Dredging systems and methods of dredging are also disclosed.

Abstract: In order to provide a rudder blade, which has a low level of weight, is easier and more inexpensive to manufacture, that meets the various strength and stability requirements for various rudder-blade sections, which can be at least partly manufactured in an automated manner and for which the manufacturing of irregular surfaces, in particular, the leading edge, is made easier, a rudder blade is proposed, which has a modular structure, wherein the rudder blade comprises at least two prefabricated rudder-blade segments and is composed of the at least two prefabricated rudder-blade segments.

Abstract: Systems and methods and described herein that can enable accurate forecasting of ship motions and the useful displaying of such forecasts to users. In general, the ship motion forecasting systems and methods provide users with graphical indication of ship motion forecasts in the form of operational period indicators. These operational period indicators are generated such that the ship motion forecasts under at least one motion threshold for a time period exceeding a time threshold are indicated in a first way, while ship motion forecasts not under the at least one motion threshold for the time period exceeding the time threshold are indicated in a second way, different from the first way. This can facilitate the quick determination of operational status by a user and thus allow a user to quickly ascertain when conditions are likely to be such that certain ship operations can be safely performed.

Abstract: Systems and methods for assembling Unmanned Autonomous Vehicle (UAV) are disclosed herein. In one embodiment, a method for assembling a UAV includes connecting a wing spar with boom carriers to form an H-frame. The wing spar provides mounting locations for securing horizontal propulsion units, and the boom carriers provide mounting locations for securing vertical propulsion units. The method also includes attaching a fuselage body to the wing spar; attaching a pre-formed wing shell to the H-frame; and attaching pre-formed individual boom shells to their corresponding boom carriers. The H-frame provides structural frame for mounting the wing shell and the boom shells.

Abstract: A method for producing a structural section of a vehicle comprises the steps of providing multiple separate skin panels of a fiber-reinforced plastic having an inner side, an outer side and a border running peripherally around the respective skin panel; arranging at least one stiffening component of a fiber-reinforced plastic on each skin panel, on the respective inner side; integrally connecting the respective at least one stiffening component to the skin panels concerned to form a structural component; arranging at least two structural components on a carrier, so that at least regions of the borders of the structural components concerned are in surface-area contact; and integrally connecting the regions of the borders that are in surface-area contact to one another.

Abstract: A cockpit window panel that is easily installed and removed that reduces glare and heat and improves overall cockpit environment and pilot comfort. The panels include a clear polycarbonate sheet contoured to match an aircraft window, a bonding film applied to the polycarbonate sheet and a tinted film applied to the bonding film. The polycarbonate panel is bound by a flexible trim having a channel frictionally received over the peripheral edge of the panel and a conformable gasket that engages the interior window ledges when the panel is in an installed position. At least one pull tab is provided along the edge of the panel. The panels are easily installed by simply pressing them into place within the window well and secured by friction through the conformable gasket trim.

Abstract: In order to be able to reduce the time and cost required for final assembly of an aircraft, a junction rib designed for the wing-central wingbox junction comprises a central web and an upper flange and a lower flange which extend from the main web, on a first side, the main web having a junction surface arranged on a second side opposite the first side, the main web including rows of orifices opening on the second side in the junction surface and on the first side, comprising a first row of orifices and a third row of orifices formed in an upper part of the main web on either side of the upper flange, and a second row of orifices formed in a lower portion of the main web, each one of the rows of orifices comprising orifices in a free state.

Abstract: An acoustic panel (1) includes a plate (2) made of an acoustic absorbing material (3), as well as a resistive skin (4) and a backing skin (6) arranged respectively on both sides of the plate (2), the acoustic panel (1) including acoustic elements (8) able to carry out an acoustic absorption, each of them being arranged in a housing (7) provided in the plate (2) with an opening (9) in front of the resistive skin (4). The combination of the plate (2) and the acoustic elements (8) allows to combine the sound attenuation properties of these two types of elements and to increase the frequency range of sounds that can be attenuated by the acoustic panel (1), without increasing the dimension.

Abstract: Fluid systems are described herein. An example embodiment of a fluid system has a first body portion, a second body portion, a plurality of supports, a plurality of fluid pressurizers, and a plurality of ducts. The first body portion and the second body portion cooperatively define an injection opening, a suction opening, and a channel that extends from the injection opening to the suction opening. The fluid pressurizer is disposed within the channel cooperatively defined by the first body portion and the second body portion. Each duct of the plurality of ducts is disposed within the channel cooperatively defined by the first body portion and the second body portion.

Abstract: A leading-edge arrangement for a flow body has a curved skin panel having outer and inner sides, and a three-dimensional reinforcing lattice. The curvature of the outer side of the lattice corresponds to the curvature of the inner side of the skin panel. The outer side of the lattice has attachment points connected to the inner side of the skin panel. The lattice is constructed as a three-dimensional framework having a interconnected framework members that form at least one layer of interconnected three-dimensional bodies.

Abstract: A fastener for holding together two or more structures. The fastener includes a first bush and a second bush. The first bush includes a hollow shaft having a first end and a second end opposite to the first end. The first end of the first bush has a first radially-extending protrusion. The second bush includes a hollow shaft having a first end and a second end opposite to the first end. The first end of the second bush has a second radially-extending protrusion. The second end of the second bush is configured to connect to the second end of the first bush so as to resist separation of the first and second bushes and so as to define an axial hole through the fastener defined by the shaft of the first bush and the shaft of the second bush.

Abstract: An aircraft (1002) including a wing (1001), having a fixed wing (1005) with a wing tip device (1003) moveably mounted at the outer end thereof. The wing tip device (1003) is moveable between: a flight configuration; and a ground configuration. The wing tip device (1003) and the fixed wing (1005) are separated along an oblique primary cut plane (1013). The wing tip device (1003) and the fixed wing (1005) meet along an interfacing cut line (1035). The interfacing cut line (1035) includes a first length (1037) offset from the primary cut plane (1013) in a first direction; a second length (1041) that extends within a plane (P) containing the axis of rotation (1011), or a plane parallel thereto; and a transition section (1039) over which the interfacing cut line (1035) transitions from the first length to the second length. The second length may extend around the upper surface, around the leading edge and onto the lower surface.

Abstract: An aircraft (1002) including a wing (1001), having a fixed wing (1005) with a wing tip device (1003) moveably mounted at the outer end thereof. The wing tip device (1003) is moveable between: a flight configuration; and a ground configuration about an axis of rotation. The wing tip device (1003) and the fixed wing (1005) meet along an interfacing cut line (1035). The interfacing cut line (1035) includes a curved section (1039) cent red on the axis of rotation (1011), the radius of the curved section constantly increasing as the cut line passes around the axis (for example a spiral shape).

Abstract: An aircraft apparatus is disclosed that has a fuselage boom having proximal and distal ends, a wing coupled to a proximal end of the fuselage boom and at least one transparent stabilizer coupled to a distal end of the fuselage boom.

Abstract: A hybrid type rotorcraft having a main rotor, at least two propulsion elements each mounted on respective half-wings arranged symmetrically on either side of an anteroposterior midplane XOZ, a horizontal stabilizer arranged in a rear zone of the rotorcraft on either side of the anteroposterior midplane XOZ, and two fins arranged respectively on either side of the anteroposterior midplane XOZ, each of the two fins comprising a respective left/right bottom fin airfoil arranged below the horizontal stabilizer and a respective left/right top fin airfoil arranged above the horizontal stabilizer.

Abstract: Aircraft wing flaps having aerodynamic restoration doors are described. An example apparatus includes a door to be rotatably coupled to a closure rib of a flap of an aircraft wing. The door is to be moveable between a deployed position and a retracted position. The flap has a leading edge and a cutout formed in the leading edge. The door is to fill a portion of the cutout when the door is in the deployed position.

Abstract: A fairing ring for a bladed wheel is disclosed. The fairing ring includes an annular wall extending axially, the wall presenting a plurality of notches extending axially, each notch being configured to receive a leading edge or a trailing edge of a blade.

Abstract: An aircraft assembly includes an engine, and intake, and a propeller assembly. The engine is mounted to at least one of a wing or fuselage of an aircraft. The intake is configured to provide air to the engine. The intake includes a body having an engine inlet through which air enters the intake. The propeller assembly includes propeller blades coupled to and driven by the engine. The propeller assembly is spaced an axial distance from the inlet opening of the intake wherein air passing by the propeller blades enters the intake. The propeller assembly has a propeller configuration that is at least one of sized or shaped to optimize performance of the propeller assembly based on an interaction between the propeller assembly and the intake.

Abstract: Multiple propeller blades may be joined by tip connectors to form a closed propeller apparatus. The tip connectors may create continuous structure between adjacent tips of a first propeller and a second propeller. Use of the tip connectors may reduce vortices created near the tips of the propeller blades, which cause drag and slow the rotation of the propeller blades. The tip connectors may also reduce noise caused by rotation of propeller blades. Further, the tip connectors reduce or eliminate deflection of the propeller blades by creating a support structure to counteract forces that would otherwise cause deflection of the propeller blades, thereby improving propeller blade loading. In some embodiments, the tip connectors may be formed of a malleable material and/or include one or more joints that enable at least one of the propellers to modify a pitch of blades of the propeller.

Abstract: A method for adaptive phase control of a distributed propulsion (DP) aircraft includes deriving an estimated source noise level of the aircraft's propulsors with respect to a designated low-noise area on the ground. Responsive to the estimated source noise level, a phase generator module estimates a ground noise level using the source noise level. The method includes determining an optimized set of relative azimuthal propulsor blade positions/phase angles, via the phase generator module, with such optimized phase angles being sufficient for reducing the estimated ground noise level. Phase control signals from a flight controller to the respective propulsors establishes the optimized set of relative phase angles, and thereby reduces community noise in the designated low-noise area. The DP aircraft includes an aircraft body, the flight controller, and the above-noted phase generator module.

Abstract: An aircraft (101) is provided with a single centrally located inceptor (110) for controlling pitch and roll of the aircraft. The inceptor (110) is provided with a double grip (11, 112) so that it may be comfortably operated by either a pilot or a co-pilot. A central location for the inceptor ensures that its motion and position is visible to both pilot and co-pilot. Not only is this a benefit from a safety point of view but also during pilot training. Alternatively, two inceptors (411, 412) are provided in the centre console (406) adjacent to one another for operation respectively by the pilot and co-pilot and may be mechanically linked. Optionally, the aircraft may be provided with outboard throttle quadrants (117, 118) for operation respectively by the co-pilot and pilot. The outboard throttle quadrants may be mechanically linked together.

Abstract: A control bar stopper includes a stopper body having a sleeved line receiving slip groove that allows sleeved line slippage. The stopper body has an underlying control bar bumper. A brake body is provided having a sleeved line receiving stop groove that resists sleeved line slippage. The brake body is smaller than the stopper body and is positioned above and at a distance from the control bar bumper with the stop groove facing the slip groove. A pivotal link connects the stopper body and the brake body. In response to a control bar striking the control bar bumper, the slip groove allows the stopper body to slide along a sleeved line and as the stopper body slides along the sleeved line, the brake body pivots about the pivotal link into stop contact with the sleeved line with the stop groove resisting further slippage.

Abstract: A mode valve includes a spool axially moveable within a sleeve in response to a control (e.g. hydraulic or electro-mechanical) command. The spool includes channels and lands, and the sleeve comprising ports in fluid communication with a hydraulic fluid supply and ports in connection with control chambers of an actuator responsive to the valve. The valve also includes first drive means for moving the spool, relative to the sleeve, between a first position, and a second position in which fluid flow from the fluid supply to the actuator chambers through the valve is blocked and wherein a fluid path with a first pressure drop is defined in the mode valve for fluid flow between actuator chambers; the mode valve comprising second drive means for moving the spool relative to the sleeve to a third position in which fluid flow from the fluid supply to the actuator chambers is blocked.

Abstract: A semi-active system for providing a required fluid flow, the system comprising an outlet configured to protrude into the main flow direction of an external fluid flow external to the semi-active system, an exhaust channel provided, in relation to the main flow direction of the external fluid flow, beneath the outlet, the exhaust channel being configured to inject an exhaust fluid flow into the external fluid flow, a device configured to produce a jet fluid flow and a pipe provided within the exhaust channel, the pipe being configured to fluid-communicatively couple to the device, and entrain, by the produced jet fluid flow, the exhaust fluid flow.

Abstract: A method of retrofitting a wing of a fixed wing aircraft is disclosed including the steps of providing an existing aircraft wing with a main fixed wing portion, and the main fixed wing portion having a tip end and an existing movable flight control surface connected adjacent the tip end. The existing movable flight control surface is then removed from the main fixed wing portion, and a wing tip device and movable flight control surface are selected as a pair to replace the existing movable flight control surface, with the selected movable flight control surface having an aerodynamic surface of different shape to the shape of the flight control surface removed from the wing. The selected wing tip device and movable flight control surface are then fitted to the main fixed wing portion.

Abstract: A retractable landing gear system for a vertical takeoff and landing (VTOL) aircraft includes a rotational strut rotatably coupled to a fuselage of the VTOL aircraft. The rotational strut includes a first end, a second end, and an intermediate portion extending therebetween. A drag strut includes a first end portion pivotally connected to the rotational strut and a second end portion. A locking link includes a first end section pivotally connected relative to the fuselage, a second end section pivotally connected to the drag strut and an intermediate section having a hinge element. A retraction system is operatively connected to the rotational strut and the locking link. The retraction system is operable to pivot the drag strut about a first axis and rotate the rotational strut about a second axis that is distinct from the first axis.

Abstract: A method of engaging a drive system with a rotating wheel of an aircraft landing gear is disclosed. A motor is operated to rotate a pinion which is moved from a neutral position to a contact position in which it contacts a rotating driven gear at an initial contact time, the rotating driven gear being mounted to a rotating wheel of an aircraft landing gear; then after the initial contact time moving the pinion further to a meshing position where the pinion meshes with the driven gear. A centre-to-centre distance between the pinion and the driven gear reduces as the pinion moves to the contact position and to the meshing position. The driven gear has Ngear teeth or rollers, the pinion has Npinion teeth or rollers which mesh with the teeth or rollers of the driven gear when the pinion is at the meshing position.

Abstract: A spring assembly 100 for aircraft landing gear 10 including: an interface 110 via which the spring assembly 100 is attachable to a support 1a; a loading point 120 for receiving a load from one or more wheels 150 or skids in use, wherein the loading point 120 is movable relative to the interface 110; a spring system 130 that is configured to apply a resilient biasing force to the loading point 120 to oppose movement of the loading point 120 relative to the interface 110. The spring system 130 is configured so that, during application of an increasing load to the loading point 120 against the resilient biasing force of the spring system 130, a spring rate of the spring system 130 changes from a first spring rate k1 to a second spring rate k2, the second spring rate k2 being less than the first spring rate k1.

Abstract: An unmanned aerial vehicle includes a body, a plurality of cantilevers and a plurality of driving components. Each cantilever has a first end and a second end. Each first end is opposite to the corresponding second end. The first ends are connected to the body. The driving components are respectively connected to the second ends of the cantilevers. Each driving component includes a motor and a plurality of paddles. The motor has a shaft. The propeller is connected to the shaft and includes a balance disc and a plurality of paddles. The balance disc is connected to the motor. The paddles are connected to the balance disc. The balance disc has a plurality of counterweight holes. The counterweight holes are used to be disposed with the at least one counterweight block. A propeller is also provided.

Abstract: A variable pitch mechanism for a helicopter is configured to have a simple configuration with a small number of members, and to be capable of precisely controlling a pitch angle of blades without accurate adjustment. A pitch plate 16 and a pitch plate boss 17 are slidably mounted on an outer periphery of a main mast 61, and an output shaft of a servomotor 19 is directly connected to a pitch lever 18 that vertically moves the pitch plate boss 17. By actuating the servomotor 19 and rotating the pitch lever 18, the pitch plate boss 17 and the pitch plate 16 are displaced upward or downward along the main mast 61, thereby tilting blade holders 13, 13 connected to the pitch plate 16 and changing a pitch angle of the blades 14.

Abstract: An rotorcraft including a pilot control, a pilot control position sensor connected to the pilot control and operable to generate a position signal indicating a position of the pilot control, a flight control computer (FCC) in signal communication with the pilot control position sensor and operable to provide a tactile cue in the pilot control in response to the position signal indicating the position of the pilot control exceeds a threshold associated with an operating limit, and further operable to determine a tactile cueing value for the tactile cue according to a relationship between the position of the pilot control and the threshold, and generate a cue control signal according to the tactile cueing value, and a tactile cue element connected to the pilot control and in signal communication with the FCC and operable to control action of the pilot control in response to the cue control signal.

Abstract: A rotorcraft having a plurality of wheels, each wheel configured to receive weight of the rotorcraft when in contact with a landing surface, a plurality of wheel sensors, each wheel sensor associated with a respective wheel and having circuitry configured to generate a wheel on ground (WOG) signal indicating that the respective wheel is in contact with the landing surface, and a flight control computer (FCC) in signal communication with the plurality of wheel sensors, the FCC operable to execute a first hold loop having a first integrator and providing first control augmentation of a rotorcraft flight system, the FCC further operable to freeze the first integrator according to a number of WOG signals received from the plurality of wheel sensors, the FCC further operable to generate a first control signal according to a first value provided by the first integrator while the first integrator is frozen.

Abstract: A rotorcraft including a control element, a control sensor connected to the control element, where the control sensor is operable to generate trim data indicating a displacement of the control element in relation to a trim position of the control element, and a flight control computer (FCC) operable to monitor the trim data and determine an active detent state of the control element. The active detent state is one of an in-detent state, an out-of-detent state, and an in-transition state. The FCC is operable to buffer a transition of the active detent state from the in-detent state to the out-of-detent state using the in-transition state. The FCC provides a first flight management function when the active detent state is the in-detent state or the in-transition state, and provides a second flight management function when the active detent state is the out-of-detent state.

Abstract: Systems and methods are disclosed for implanting a dual-kite aerial vehicle including a first kite apparatus, a second kite apparatus, and a tether extending between the first and second kite apparatuses. In particular, the disclosed systems include a first kite apparatus including a first flight controller that maintains flight at a first altitude. The disclosed system further includes a second kite apparatus including a second flight controller that maintains flight at a second altitude. The flight controllers can cooperatively maintain a gradient air movement between the first and second altitudes by extending or retracting the tether to modify a difference in the air movements between the first and second kite apparatuses. The systems described herein additionally include components for generating electrical energy from the gradient air movement to extend a flight time of the dual-kite aerial vehicle.

Abstract: A bimodal robot operable in a ground mode and a flight mode, the bimodal robot including: a frame; a ground unit including a plurality of wheels located on a lower portion of the frame and one or more arms mounted on the frame; a flight unit including a plurality of flight motors and propellers attached thereto, the flight unit located on an upper portion of the frame; a master controller in wireless communication with a remote, the master controller in communication with a ground unit slave controller for controlling the plurality of wheels during operation of the bimodal robot in a ground mode and one or more arms of the ground unit and a flight unit slave controller for controlling the plurality of flight motors during operation of the bimodal robot in a flight mode.

Abstract: Systems for wing structure and attachment to frame for Unmanned Autonomous Vehicle (UAV) are disclosed herein. In one embodiment, a UAV includes an H-frame having a wing spar secured to two or more boom carriers. The wing spar includes two or more mounting locations, where each of the two or more mounting locations of the wing spar secures a horizontal propulsion unit. The boom carriers include a plurality of mounting locations, each of the plurality of mounting locations of the boom carriers securing a vertical propulsion unit. The UAV also includes a pre-formed wing shell attached to the H-frame.

Abstract: A UAV (Unmanned Aerial Vehicle) control method comprises: obtaining a first image; obtaining a second image after obtaining the first image; calculating a plurality of feature points respectively according to the first image and the second image by a computing device, extracting a first feature point set and a second feature point set by the computing device; calculating a first-axial displacement and a second-axial displacement according to the first feature point set and the second feature point set by the computing device; calculating a first ROI (Region Of Interest) area, a second ROI and a third-axial displacement according to the first feature point set and the second feature point set by the computing device; adjusting a camera pose or a flight path of the UAV according to the first-axial displacement, the second-axial displacement and the third-axial displacement.

Abstract: A small unmanned aircraft is disclosed. By delicate design and limitation of the specification, the small unmanned aircraft is enabled to fly by solar energy produced from a solar cell module. Preferably the small unmanned aircraft has a dimension less than 60 cm×60 cm.

Abstract: The invention relates to a device for propelling a passenger, comprising a body arranged to receive said passenger and cooperating with a fuel-fed thrust unit. The arrangement of such a device enables great freedom of movement in the air. More specifically, the thrust unit comprises at least one thrust sub-unit, each advantageously comprising at least two thrusters and secondary course-correction and/attitude-correction thrusters.

Abstract: An air drop platform alignment device employs an anchor which is attached to a platform. A release mechanism is triggerable during aerial delivery to release the anchor from the platform. The anchor functions to rotate the platform so that it is aligned in a direction away from the cross-wind prior to landing, thereby decreasing the likelihood that the platform will roll over. The release mechanism may be automatically triggered by opening a parachute attached to the platform, by the platform reaching a pre-established altitude, by triggering from a remote device or by a timer at a pre-established time. The anchor, in one embodiment, is configured to dig into the ground, and in another embodiment, is configured to drag across the ground prior to impact of the platform on the ground.

Abstract: Systems and methods include UAVs that serve to assist carrier personnel by reducing the physical demands of the transportation and delivery process. A UAV generally includes a UAV chassis including an upper portion, a plurality of propulsion members configured to provide lift to the UAV chassis, and a parcel carrier configured for being selectively coupled to and removed from the UAV chassis. UAV support mechanisms are utilized to load and unload parcel carriers to the UAV chassis, and the UAV lands on and takes off from the UAV support mechanism to deliver parcels to a serviceable point. The UAV includes computing entities that interface with different systems and computing entities to send and receive various types of information.

Abstract: A system for moving loads in an aircraft, comprising a cargo hold floor and at least one roller track comprising a plurality of rollers, defining a plane of movement for the load, arranged one behind the other in the hold floor. At least one guide track is provided in the floor extending parallel to the roller track. At least one transfer vehicle is detachably received in the guide track, movable along the guide track. At least one locking device is configured, in a locking position, to block movements of a load relative to the roller track parallel to the movement plane and perpendicular to the movement plane and, in a release position, to allow relative movements. The locking device is configured to be actuated by a transfer vehicle in the guide track to shift the locking device out of the release position into the locking position, or vice versa.

Abstract: The present invention relates to an aircraft information system and a method for providing passenger information, such as flight information or entertainment information, to the passengers in an aircraft by making use of communication between at least one passenger device and the aircraft information system, the aircraft information system comprising: —storage means for storing information thereon, —one or more processing units for performing information processing, —energy providing means for providing energy to the aircraft information system, —data communication means, such as wireless communication means, for communication with the at least one passenger device, —wherein the aircraft information system is configured as autonomous unit for autonomous functioning, such as independently of further systems in the aircraft, and wherein the aircraft information system comprises: —receiving means for receiving source information relating to the aircraft for forming on the basis of the source information respecti

Abstract: A passenger seat including an adjustable seat pan and a seatback segmented into at least lower and upper portions, wherein a drive link moveable in response to seat pan motion moves between cam followers on the lower and upper seatback portions to drive movement of the seatback portions to control the angle therebetween to achieve various angular relationships in various sitting and sleeping positions of the passenger seat.

Abstract: A seat is disclosed. The seat includes a frame, a seat pan connected to the frame and a backrest. The backrest includes a main panel, an upper panel hingedly connected to the main panel and a lower panel hingedly connected to the main panel. The upper panel is connected to the frame and the lower panel is connected to the seat pan.