Abstract: A control system for a trolling motor operated based upon commands generated by a wireless remote control device and a wired foot pedal is provided. The controller is interposed between the trolling motor and the wired foot pedal to add wireless controllability to the trolling motor via the wireless remote control. The controller communicates with the remote control through a bidirectional wireless communication link to receive commands and to provide status information on the operation of the motor. The remote control includes user inputs for generating commands that are sent wirelessly to the controller to control operation of the marine device. The remote control also includes a display for displaying real time status information that is received wirelessly from the controller. The controller generates control signals upon receipt of wireless communication from the remote control that simulate signals that are normally generated by the wired foot pedal.

Abstract: The invention provides a method for operating a marine vessel (1) comprising a plurality of propulsion units (106, 107, 108, 206, 207, 208), each being arranged to deliver thrust to water in which the vessel (1) is floating, the thrust delivery levels of the propulsion units (106, 7, 108, 206, 207, 208) being individually controllable, the method comprising controlling (S2) a first (106, 207) of the propulsion units so as to deliver a thrust in a direction (T106, T207) which has a component in a first direction (F) of the vessel, simultaneously controlling (S2) a second (107, 208) of the propulsion units so as to deliver less thrust than the first propulsion unit (106, 207), and subsequently increasing (S4) the thrust delivered by the 10 second propulsion unit (107, 208) in a direction (T107, T208) which has a component in the first direction (F), the method further comprising simultaneously with increasing the thrust delivered by the second propulsion unit (107, 208) decreasing (S5) the thrust delivered by t

Abstract: A panel structure, for an aircraft fuselage or wing, including a skin component and a stringer sheet component which are independently constructed and then subsequently integrated to form the panel structure. The skin is constructed and consolidated in a first process, and the stringer sheet is constructed and consolidated in a second process which is independent of the first process. Because the skin and stringer sheet are independently constructed, they may, with less compromise, be constructed with the same or different materials, using the same or different techniques, and at the same or different times to optimize each component. The stringers form cavities, and the cavities may be unfilled or filled with material. The skin and stringer sheet are bonded together in a third process, which is independent of the first and second processes. A frame component may be attached to the panel structure in a fourth process.

Abstract: The invention discloses a flight vehicle generating a lift from an interior thereof. The fluid channel inside the flight vehicle communicates with the engine and the ports on the upper surface of the outer shell. With the powerful suction of the engine, the fluid on the upper surface of the outer shell is quickly sucked into the fluid channel via respective ports under conditions of long path, large area, high speed and low air pressure, which results in large lift from the interior of the flight vehicle. In the course of generating the lift, the fluid resistances of the fluid wall and the fluid hole are sucked into the fluid channel through the ports at the front and the surrounding area of the flight vehicle, then high-speed fluid is emitted from the rear port. This approach contributes greatly to the transformation of the existing flight vehicle. The present invention significantly improves the lift, the speed and the carrying capacity of the existing flight vehicle with lowered energy consumption.

Abstract: Systems and methods include providing an aircraft with a fuselage and a wing assembly rotatable relative to the fuselage about a stow axis between a flight position and a stowed position The aircraft includes an engine reduction gearbox (“ERGB”) having a retractable driveshaft assembly with an actuation shaft and a first friction plate. Actuation of the retractable driveshaft assembly by the actuation shaft causes the first friction plate to selectively engage and disengage a second friction plate associated with a mid-wing gearbox (“MWGB”) via axially translatable motion of the retractable driveshaft assembly along its rotation axis. When the friction plates are engaged, rotation of the retractable driveshaft assembly imparts rotation to at least one rotor assembly. When the friction plates are disengaged, the wing assembly is capable of selectively rotation with respect to the fuselage about the stow axis between the flight position and the stowed position.

Abstract: An aircraft having a wing, including a fixed wing with a wing tip device movably mounted at the outer end thereof is disclosed. The wing tip device is movable between: a flight configuration; and a ground configuration. The wing tip device and the fixed wing are separated along an oblique primary cut plane. The wing tip device and the fixed wing meet along an interfacing cut line. The wing tip device and fixed wing comprise a wing skin with a thickness, and end faces extending across the thickness of the wing skin provide interfacing surfaces corresponding to the interfacing cut line, wherein the interfacing surfaces are angled at a first orientation towards the front of the wing and a second, opposite, orientation towards the rear of the wing.

Abstract: The invention relates to the thermal creation of a part, including steps of: using at least one first and one second metal plate (30, 31), hollow-forming the first plate so as to form at least part of said inner wall, and hollow-forming the second plate (31) so as to form at least part of said outer wall. During the forming, the shapes of the first and second plates are adjusted such that they can be placed in contact with each other while leaving a space therebetween inside said periphery, and then the first and second plates are placed in a low-pressure and/or controlled-atmosphere chamber (65), where said plates are brought together and peripherally sealed together such that, in said space, a low-pressure and/or controlled-atmosphere enclosure is created.

Abstract: A fluid diverting air inlet includes an intake opening through an outer surface of an enclosure for receiving air flowing outside the outer surface. The intake opening ramps downwardly below the outer surface to define an intake passageway. An air diversion device is formed by lateral sidewalls of the intake opening that extend vertically above the outer surface. The lateral sidewalls converge together at an upstream end of the air inlet, and the lateral sidewalls diverge apart towards a downstream end of the air inlet. Flanges extend outwardly from the tops of the lateral sidewalls such that divided air passageways for boundary layer fluids are formed on each side of the air diversion device. The sidewalls and flanges are integrated with the air inlet such that fluid moving immediately adjacent the outer surface of the enclosure is diverted around the air inlet to avoid ingestion into the intake opening.

Abstract: Systems and methods are provided for providing control instructions to a pilot in the event of a loss of control of primary flight surfaces of an aircraft. The control instructions are determined using an emergency flight controller for receiving a pilot input, the emergency flight controller being in operable communication with at least one sensor for sensing aircraft parameters. The emergency flight controller is configured to determine target thrusts for the multiple engines and a target stabilizer position for the trimmable stabilizer on the basis of pilot input and sensed aircraft parameters. A guidance module is configured to provide instructions to a pilot as to how to control the engine thrusts toward the thrust targets and as how to control the trimmable stabilizer towards the target trimmable stabilizer position.

Abstract: Described herein is an auxiliary support system for a flap coupled to a wing of an aircraft. The auxiliary support system comprises a base fixable relative to the wing. The auxiliary support system also comprises a first track engagement assembly fixed to the base. The auxiliary support system further comprises a second track engagement assembly fixed to the base. The auxiliary support system additionally comprises a track arm attachable to the flap and comprising a first rail, movably engaged with the first track engagement assembly, and a second rail, movably engaged with the second track engagement assembly. The first rail is spaced apart from and non-parallel to the second rail.

Abstract: A propeller system has a pair of rotors and a pair of blade sets and at least one a drive input to drive a first of the rotors and blade sets and a second of the rotors and blade sets. The blade sets are positioned such that when both are driven, air will be driven across the first blade set and then across the second blade set. There is a pitch change mechanism to change an angle of incidence of the blade in at least one blade sets. There is a device for selectively stopping rotation of at least one of the first or second rotor and blade set while still allowing rotation of the other rotor and blade set. The pitch change mechanism of the stopped blade set can still change the angle of incidence when the device has stopped rotation. A method is also disclosed.

Abstract: According to a first aspect of the invention, there is provided a method for operating a multicopter experiencing a failure during flight, the multicopter comprising a body, and at least four effectors attached to the body, each operable to produce both a torque and a thrust force which can cause the multicopter to fly when not experiencing said failure.

Abstract: A leading edge structure (11) for a flow control system of an aircraft (1) including a leading edge panel (13) surrounding surrounds a plenum (17) which extends in a span direction (19), wherein the leading edge panel (13) has a first side portion (21) extending from a leading edge point (23) to a first attachment end (25), wherein the leading edge panel (13) has a second side portion (27) opposite the first side portion (21), extending from the leading edge point (23) to a second attachment end (29), wherein the leading edge panel (13) comprises an inner surface (33) facing the plenum (17) and an outer surface (37) in contact with an ambient flow (39), and wherein the leading edge panel (13) comprises a plurality of micro pores (45) forming a fluid connection between the plenum (17) and the ambient flow (39).

Abstract: The invention relates to a method of driving an aircraft undercarriage between a deployed position and a retracted position, the undercarriage comprising a leg (2) that is hinged to a structure of the aircraft in order to be movable between those two positions and being stabilized in the deployed position by means of a brace member (10) comprising two limbs (11, 12) that are hinged to each other, one of which is coupled to the leg and the other of which is coupled to the structure of the aircraft, the limbs being brought into an aligned position when the leg is in the deployed position. According to the invention, a rotary actuator (20) is arranged on the aircraft, which actuator comprises first and second cranks (22, 24) that are mounted to turn freely about a common axis of rotation but that have a relative angular position that can be controlled, and that are arranged to stabilize the limbs of the brace member in the substantially aligned position.

Abstract: A rotor system for an aircraft including a driving member; an externally driven rim configured to be rotated by the driving member; a hub having a hub axis, the hub including a rotatable housing and a non-rotatable housing; a plurality of rotor blade assemblies rotatably coupled to the rotatable housing of the hub and the externally driven rim such that rotation of the externally driven rim rotates the plurality of rotor blade assemblies about the hub axis, each rotor blade assembly having a rotor blade rotatable about a respective pitch change axis; and a pitch control mechanism operably associated with the hub and the plurality of rotor blade assemblies, wherein, actuation of the pitch control mechanism rotates each rotor blade assembly about the respective pitch change axis to collectively control the pitch of the rotor blade, thereby generating a variable thrust output. Also, a method of operating the rotor system.

Abstract: UAV tether systems are provided that reliably deploy and retract cables capable of high-power and high-bandwidth data transmission. The tether system spools cables in a single layer to promote heat dissipation thereby allowing the use of lower-diameter cables. The tether systems further utilize a lightweight converter that achieves a high-voltage power transmission across a cable that is stepped down to a plurality of lower-voltage outputs usable by a UAV and accompanying payloads. The converter is constructed in a manner that promotes heat dissipation through the use of multi-layer PCBs and separate power modules PCBs mounted above main PCBs to create a cavity where forced air can reach heat sinks affixed to the power modules that extend into the cavity.

Abstract: A ship distress system that uses a location system associated with the ship and an unmanned aircraft in communication with the location system that continuously receives the location of the ship. The unmanned aircraft can be deployed from a launcher into the direction of potential rescuers so that the unmanned aircraft can provide the location of the ship in distress. The unmanned aircraft is launched in a collapsed position and then unfolds into an extended position after kinetic energy from the launch is lost to maximize the speed and distance that the unmanned aircraft can cover. The unmanned aircraft can includes a camera to search for and identify any third parties that can effect a rescue and is programmed to search for and communicate with a potential rescue vessels or bases after being deployed into the air.

Abstract: Devices for inhibiting a cable coupling drones from being entangled in the propellers of the drones, and associated systems and methods, are described herein. For example, a device can include a first weight coupled to the cable and configured to direct the cable at least partially away from the propellers of the drones. In some embodiments, the first weight can be coupled to the cable proximate to one of the coupled drones, and the device can include a second weight coupled to the cable proximate to the other of the coupled drones and configured to direct the cable at least partially away from the propellers of the drones.

Abstract: Here's the specs: gyroscopic self balancing technology included for transporting unconscious patients GPS enabled autonomous technology for pre-directed pick up n delivery points Self driving tech for object avoidance in-flight and during landing Retractable n expandable for compact fight delivery—stretcher-ish, open for patient or send already open Low center of gravity design for stability—“sling type” Rider Self start operation if needed 12 to 16 or more, electric dronerotor motors 2-3 per corner, 2 or more per mid-side point for center lift Battery—solid lithium ion moldable material doubles a power pack and unit body Weight limits, range calculation performed pre-return flight, destination selection screen Rigid foam type molded body with polymer layers & coating for strength w/integrated battery technology Touch screen GPS rcuting buttons, “INPUT NEW DESTINATION, RETURN HOME, REROUTE, STOP” Recharging station configuration for domestic and foreign current conversion charging

Abstract: An unmanned vehicle including a body and a frame structure extending from the body and supporting a plurality of propeller assemblies, each propeller assembly including at least one propeller and a corresponding motor with the motor housed in a watertight housing or coated and made corrosion resistant. The propellers comprise a first subset of propellers of the propeller assemblies and a second subset of propellers of the propeller assemblies which rotate in a plane positioned below a plane in which the first subset of propellers rotate, wherein said first and second subset of propellers are configured for independent operation of one another as the vehicle transitions from an air medium to a water medium.

Abstract: An unmanned aerial vehicle includes at least one rotor motor configured to drive at least one propeller to rotate; a passenger compartment sized to contain a human or animal passenger; and a hybrid generator system configured to provide power to the at least one rotor motor and to generate lift sufficient to carry the human or animal passenger. The hybrid generator system includes a rechargeable battery configured to provide power to the at least one rotor motor; an engine configured to generate mechanical power; and a generator motor coupled to the engine and configured to generate electrical power from the mechanical power generated by the engine.

Abstract: A method for transmitting images includes obtaining image data of an image frame. The method also includes encoding the image data of the image frame to obtain first encoded image data. The method also includes determining a transmission delay of the first encoded image data. The method further includes re-encoding the image data of the image frame to obtain second encoded image data in response to determining that the transmission delay of the first encoded image data is not within a predetermined range.

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

Abstract: An aircraft pod can include a pod shell defining a window, a radar system disposed within the shell and in optical communication with the window in the shell, and configured to send and/or receive radar signals away from the pod shell in a radar field of regard, and a ram air inlet structure disposed on an outer surface of the shell in optical communication with the radar field of regard, wherein the ram air inlet structure is made of or coated with a radar absorbing material.

Abstract: A dispenser for storing and launching countermeasures from an aircraft, comprising an elongate body provided with at least one launch opening adapted for storing the countermeasures in cartridges, where the dispenser comprises a pivot able cover arranged in the launch opening, where the cover, in a closed state, is adapted to close the launch opening such that the cartridges are covered. The cover is adapted to open when a force from a fired countermeasure is acting on a mounting plate. The advantage of the invention is that a cover covering the countermeasure scan be opened in a fully mechanical way, by the use of the reactional force of the countermeasure. This allows for a simple, reliable and cost-effective solution.

Abstract: A dispenser for storing and launching countermeasures from an aircraft, comprising an elongate body provided with at least one launch opening adapted for storing the countermeasures in cartridges, where the dispenser comprises a manoeuvrable spoiler arranged in front of the launch opening, where the spoiler is adapted to be fully retracted before a countermeasure has been launched, and that the spoiler is adapted to extend outwards in a predefined manner when a countermeasure has been launched. The advantage of the invention is that a spoiler will reduce induced noise from the open cartridges by extending a spoiler outwards depending on the number of launched countermeasures. This allows for a simple, reliable and cost-effective solution.

Abstract: An aircraft overhead bin monitoring system includes an overhead bin having an interior compartment; a first sensor having a unique identifier correlating to the overhead bin, attached to the overhead bin, and to detect capacity data as determined via sensing the presence of items within the interior compartment; a computing device in data communication with the first sensor; the computing device is to determine an estimation of open space within the interior compartment based on the capacity data; and the computing device is to provide a user with the estimate of open space.

Abstract: A personal device carrier for a passenger seat. The personal device carrier has a backing plate integrated into a backside of the passenger seat and a folding tray assembly with a base adjustably coupled to the backing plate for vertical movement of the folding tray assembly relative to the backing plate. The folding tray assembly includes a tray rotationally mounted to the base and movable between a generally vertical stowed position and a generally horizontal deployed position for holding a personal device.

Abstract: A headrest assembly having at least one articulated cushion section that is deployable from a recess in a stowed position, a passenger seat comprising the headrest assembly and cushion section, as well as vehicles comprising the seat, and methods of installation are disclosed.

Abstract: An armrest assembly for a passenger seat includes a pivot member (101) attached to a seat frame (10), at least one armrest spine (102) attached to the pivot member (101), and at least one set screw (106) for adjusting a position of the pivot member relative to the seat frame. A pivot fastener (112) extends through a center hole of the pivot member (101) and through a first hole of the at least one armrest spine (102). A pin (110) extends through an arc slot of the pivot member (101) and through a second hole of the at least one armrest spine (102).

Abstract: A pressure control system includes an overboard valve in indirect communication with a first enclosed environment and in direct communication with a second enclosed environment. The first environment is suitable for human occupancy and configured to receive pressurized air from an environmental control system. The second environment is configured to receive the pressurized air from the first environment. An inboard valve is configured to supply a discharge of pressurized air from the second environment. An outflow valve is configured to regulate a discharge of air from the first environment to an area outside the first and second environments. A positive pressure relief valve configured to regulate a discharge of air from the first environment. A negative pressure relief valve configured to regulate an ingress of air into the first environment. A control valve is configured to regulator and supply pressurized air from the first environment to a compressor.

Abstract: A cooling system for a vehicle can include a coolant loop having a coolant therein and configured to be in thermal communication with a heat load to receive heat from the heat load, a refrigeration system comprising an evaporator in thermal communication with the coolant loop to receive heat from the coolant loop, and a condenser configured to be in thermal communication with ram air to remove heat from the refrigeration system, an inline ram air heat exchanger disposed in a ram air stream of the condenser, and a ram air cooling branch in fluid communication with the coolant loop and configured to direct coolant to the ram air heat exchanger to cool the coolant.

Abstract: A system and method includes a heat exchanger, a ram inlet actuator, and a controller. The ram inlet actuator is configured to control ram air flow from a ram air inlet to the heat exchanger, and the heat exchanger is configured to provide cooling for a bleed air flow. The controller is configured to determine a predicted ram flow based on a bleed air temperature drop across the heat exchanger, a flow rate of the bleed air flow, and a ram air temperature at the ram air inlet. The controller is configured to control the ram inlet actuator based on the predicted ram flow.

Abstract: A bleed air control system and method include first and second flow paths, first and second flow control valves, and a controller. The first flow path is configured to carry a first bleed air flow and includes a heat transfer device configured to transfer heat to or from the first bleed air flow. The second flow path is configured to carry a second bleed air flow. The first and second flow paths merge downstream to provide a combined bleed air flow. The first flow control valve is positioned to control the first bleed air flow, and the second flow control valve is positioned to control the second bleed air flow. The controller is configured to control the first and second flow control valves to control a temperature and flow of the combined bleed air flow.

Abstract: An aircraft propulsion system comprising a reciprocating liquid cooled engine housed within the fuselage driving twin fuselage mounted ducted-fans is disclosed. The propulsion system may be liquid cooled with a liquid cooled exhaust and at least one turbocharger. The ducted-fans may run fan blade tip speeds of up to 97% Mach driven by a near constant RPM engine through a continuously variable transmission. The propulsion system may be low noise and may meet environmental standards typical in the automotive industry.

Abstract: An electric propulsion system includes at least one generator. The electric propulsion system also includes at least one drive engine coupled to the at least one generator. The electric propulsion system further includes at least one electrical device. The electric propulsion system also includes at least one battery integrated isolated power converter (BIIC), where the at least one generator and at least one of the at least one BIIC and the at least one electrical device are coupled, and where the at least one BIIC and the at least one electrical device are coupled.

Abstract: A primary structure of a strut for bearing an aircraft power plant including a front part intended to be joined to an aircraft power plant and a rear part intended to be joined to a structure of the aircraft, the front part being formed from a box including an upper longitudinal member, a lower longitudinal member, and lateral panels. A main rib is located at an interface between the front part and the rear part. The rear part is formed from a set of four connecting rods. The first end of each connecting rod is joined to the front part of the primary structure and the second end of each connecting rod is joined to a separate interface for fastening to the structure of the aircraft. This allows a substantial simplification of the primary structure of a strut for bearing an aircraft power plant, which can have advantages in particular in terms of cost, mass, and simplicity of implementation and integration.

Abstract: An aircraft power unit is disclosed having an engine, which an output shaft linked to a driveshaft of a fan positioned downstream of the engine. The fan is included in a duct formed by a nacelle of the power unit. The nacelle is linked to the driveshaft of the fan by a nacelle pivot formed downstream of the fan.

Abstract: A turbojet engine comprising an engine, a nacelle comprising a fan case, an intermediate case having a part forming a hub and an outer shroud radially spaced away from the hub by a secondary, or bypass, flow path and fixed to the hub via arms, in which the outer shroud is situated to the rear and in the continuity of the fan case, a fixed structure fixed to the outer shroud, a mobile assembly mounted with the ability to effect translational movement on the fixed structure, and a ramp fixed to the outer shroud and configured to direct the secondary or bypass flow to exit the outer shroud. Such a turbojet engine makes it possible to simplify assembly and among other things, makes it possible to fix the ramp directly to the outer shroud.

Abstract: The aircraft can have an aircraft engine and a cowl, the engine having an engine part disposed within the cowl, the cowl having a cowl section movable relative to a remainder of the cowl, the engine further having a gas path duct internal to the cowl with a first portion and a cooperating second portion, the second portion mounted to the cowl section, the cowl section moveable between a first position in which the first portion and the second portion are in fluid flow communication with one another and a second position in which the cowl section and the second portion are moved away from the first portion, wherein in the first position at least the second portion obstructs external access to the engine part and in the second position at least the second portion is displaced to permit external access to the engine part.

Abstract: An integrated densitometer-compensator system for providing a digital indication of the dielectric value and density of a fluid in a tank includes a dielectric capacitive measuring device, a vibrating spool fluid density measuring device, a signal processor, a power supply, and a remote computing device. The signal processor produces a digital signal representing the dielectric value and density of the fluid, and includes a serial driver that transmits the digital signal as a serial word by modulating a carrier signal. An unshielded interface cable transmits the serial word, which can contain a unique identifier, and also provides power to the system. Transmission can be electrically, optically, or wirelessly. The exemplary system measures aviation fuel characteristics in fuel tanks onboard an aircraft.

Abstract: A method for startup of a catalytic oxidation unit includes flowing air from an air source into the catalytic oxidation unit, recycling air from an outlet of the catalytic oxidation unit to an inlet of the catalytic oxidation unit through a recycle duct, and flowing a fuel from a fuel source into the catalytic oxidation to cause a catalytic reaction.

Abstract: A fuel tank inerting system uses a catalytic oxidation unit to combust fuel from the fuel tank to produce inert gas, simultaneously working with a gas separator that removes dissolved carbon dioxide from the fuel before it is cycled to the thermal management system (TMS) or the engine. This prevents cavitation of carbon dioxide (gaseous bubbling) within the fuel at varying temperatures while in flight.

Abstract: An aircraft inert gas generating system includes a fuel source, an air-fuel mixing unit configured to receive an amount of the fuel and an amount of air an create an air-fuel mixture, and a catalytic oxidation unit downstream of the air-fuel mixing unit and configured to receive and react the air-fuel mixture. The system further includes a condenser downstream of and in flow communication with the catalytic oxidation unit and a cabin exhaust circuit in flow communication with the condenser and configured to provide cabin exhaust air at a first temperature to the condenser. In an alternative embodiment, a pressurized air circuit can provide a stream of cooling air to the condenser. The pressurized air circuit includes a source of pressurized air and a chiller downstream of the source and configured to bring the pressurized air to a first temperature.

Abstract: An aircraft inert gas generating system includes a fuel source configured to supply fuel, a stream of reaction air having a first temperature, an air-fuel mixing unit configured to receive an amount of the fuel and an amount of the reaction air stream to create an air-fuel mixture, and a catalytic oxidation unit configured to receive and react the air-fuel mixture. The stream of reaction air includes an amount of mixing air from a mixing air source, and the mixing air source includes a primary heat exchanger of an aircraft ram circuit and a cooling air extraction element proximate the heat exchanger. The mixing air can alternatively include cool air from a heat sink air source.

Abstract: A mechanism for moving a sensor within a volume constrained sensor compartment, which includes a cam path defined within the compartment, a cam follower mounted for movement throughout the cam path, a support assembly connected to the cam follower for carrying the sensor within the compartment as the cam follower moves throughout the cam path, and a flipper cam mounted for movement relative to the cam path between a first position permitting the cam follower to move within a left side portion of the cam path so as to translate and rotate the sensor within a left side of the compartment and a second position permitting the cam follower to move within a right side portion of the cam path so as to translate and rotate the sensor within a right side of the compartment.

Abstract: A launch system including a tower having a platform affixed to the apex of the tower; at least one rotary ring, the at least one rotary ring including an inner-edge and an outer-edge circumscribing an inner-radius and an outer-radius of the at least one rotary ring respectively. A coupling-mechanism is configured to mate the inner-edge of the at least one rotary ring to the outer-edge of another of the at least one rotary ring. A gyroscopic stabilization device is configured to maintain a planar-relation between more than one rotary rings. A transverse-channel spans a diameter of the at least one rotary ring defining a path for cargo to traverse the diameter of the at least one rotary ring. The launch system is configured to utilize a centrifugal force generated by rotating the at least one rotary ring to launch a cargo into atmosphere.

Abstract: A system for docking an aerostat on a receiving structure, including an unmanned aerial vehicle that can be controlled so as to move between the aerostat and the receiving structure, carrying a first end of a cable that has a second end fixed to the aerostat or the receiving structure, and to attach said first end to the receiving structure or to the aerostat such that the cable connects the aerostat to the receiving structure.

Abstract: To facilitate mounting of a second member on a first member having a plate shape while the first member is supported in a state of being deformable due to gravity. A method for manufacturing a component includes: a step (S13) where a supporting robot supports a skin having a plate shape in a state where the skin is deformable due to gravity, and a support state of the skin is changed based on teaching data based on a deformed shape of the skin, which is recorded in advance in a storage unit and which is obtained at the time of mounting a frame on the skin; and a step (S15) where a mounting robot makes the frame overlap with the skin where a support state is changed.

Abstract: There is provided a crack repairing method for suppressing a crack growth in a wall portion. The crack repairing method includes an injection step in which working fluid is injected into a crack formed into a surface of the wall portion of a target object and a vibration step in which vibration is applied to the working fluid in a direction from an crack initiation portion of the crack on the surface to an inner end portion of the crack. The crack repairing method further includes a deformation step in which a cavity is generated in the working fluid by the applied vibration and compressive residual stress is generated at the inner end portion of the crack.