Abstract: There is provided a vehicle body cover that covers front, left, and right sides of a front upper portion of a saddle-type vehicle. A front cover covers the front side of the front upper portion. A pair of side covers respectively cover the left side and the right side of the front upper portion. An inward surface of at least one of the pair of side covers in a vehicle width direction is provided with a harness insertion groove. A wire harness is inserted and positioned in the wire harness groove.

Abstract: An aerodynamic umbrella includes a dual durometer skeleton forming an aerodynamic rectangular dome of an apex and a plurality of triangles extending from the apex thereof over a motorcyclist. A front triangle portion thereof is attached to a motorcycle at multiple points on a motorcycle handlebar and front end. A waterproof translucent skin is attached to the skeleton and a portion of the skin attached to the front isosceles triangle and a dome portion over a motorcyclist head is transparent. A remainder of the waterproof translucent skin is highly colored for safety purposes. A rear skirt is attached to the rear triangle on a side opposite the apex. The rear skirt portion is wedged between the motorcyclist and a seat of the motorcycle when sat upon by the motorcyclist to provide an adjustable point of attachment of the umbrella to the motorcycle and to the motorcyclist versus a rear spoiler.

Abstract: A cargo reversed tricycle apparatus and method providing an open front, allowing the encompassing of cargo and a low center of weight when carrying, allowing more options in loading, transporting, and unloading and improved stability and maneuverability. A front-open frame provides cargo space between the front wheels, and allows for a variety of ways to load, transport, and unload the cargo. A dual-crossed-drag-link steering arrangement is provided, where a drag-link driver linked to the handlebar pushes and pulls shaped link rods, which transfer the forces through pivot links on turning bars on the two front-wheel units, which thereby turn in the intended direction.

Abstract: Presented are multi-axis pivoting coupler joints for motorized vehicles, methods for making/using such coupler joints, and electric scooters with multi-axis pivoting coupler joints enabling multimodal scooter operation. A pivoting coupler joint includes first and second bearing assemblies each with a respective housing, respective inner and outer races concentric with each other and located in their respective housing, and a respective set of rolling elements rollably interposed between their respective inner and outer races. The first inner race of the first bearing assembly receives therethrough and circumscribes an axle shaft of a vehicle wheel. The second inner race attaches to a wheeled rider deck of the vehicle. The first and second bearing housings are joined together and angularly offset from each other.

Abstract: An electric self-balancing vehicle including a top cover, a bottom cover, an inner cover, a rotating mechanism, two wheels, two hub motors, a plurality of sensors, a power supply, and a controller is described herein. The top cover includes a first top cover and a second top cover disposed symmetrically and rotatable relative to each other. The bottom cover is fixed to the top cover and includes a first bottom cover and a second bottom cover disposed symmetrically and rotatable relative to each other. The inner cover is fixed between the top cover and the bottom cover and includes a first inner cover and a second inner cover disposed symmetrically and rotatable relative to each other. The rotating mechanism is fixed between the first inner cover and the second inner cover. The two wheels are rotatably fixed at two sides of the inner cover, respectively. The two hub motors are fixed in the two wheels, respectively. The plurality of sensors is disposed between the bottom cover and the inner cover, respectively.

Abstract: An electric self-balancing vehicle including a top cover, a bottom cover, an inner cover, a rotating mechanism, two wheels, two hub motors, a plurality of sensors, a power supply, and a controller is described herein. The top cover includes a first top cover and a second top cover disposed symmetrically and rotatable relative to each other. The bottom cover is fixed to the top cover and includes a first bottom cover and a second bottom cover disposed symmetrically and rotatable relative to each other. The inner cover is fixed between the top cover and the bottom cover and includes a first inner cover and a second inner cover disposed symmetrically and rotatable relative to each other. The rotating mechanism is fixed between the first inner cover and the second inner cover. The two wheels are rotatably fixed at two sides of the inner cover, respectively. The two hub motors are fixed in the two wheels, respectively. The plurality of sensors is disposed between the bottom cover and the inner cover, respectively.

Abstract: A suspension assembly for a cycle having improved stability includes a steering fork having a steering axis, a first arm, and a second arm, each of the first arm and the second arm having a fixed pivot and a shock pivot, the space between the first arm and the second arm defining a wheel opening. A shock link has a shock link fixed pivot and a shock link floating pivot. A shock absorber has a shock gas spring comprising a shock spring body a shock gas piston having a first gas piston area, a spring unit has a spring gas spring comprising a spring body and a spring gas piston having a second gas piston area. The first gas piston area is not equal to the second gas piston area. A mechanical trail distance increases as the suspension assembly compresses relative to a fully extended state.

Abstract: A suspension assembly for a cycle having improved stability includes a steering fork having a steering axis, a first arm, and a second arm, each of the first arm and the second arm having a fixed pivot and a shock pivot, the space between the first arm and the second arm defining a wheel opening. A shock link has a shock link fixed pivot and a shock link floating pivot. A shock absorber has a shock gas spring comprising a shock spring body a shock gas piston having a first gas piston area, a spring unit having a spring gas spring comprising a spring body and a spring gas piston having a second gas piston area. A gas pressure inside the shock gas spring is equal to a predetermined pressure for a user's body weight to produce optimal ride conditions for the user's body weight. A mechanical trail distance increases as the suspension assembly compresses relative to a fully extended state.

Abstract: A suspension assembly for a cycle having improved stability includes a steering fork having a first arm and a second arm, each of the first arm and the second arm having a fixed pivot and a shock pivot, the space between the first arm and the second arm defining a wheel opening. A shock link has a shock link fixed pivot and a shock link floating pivot. A shock absorber has a shock gas spring comprising a shock spring body a shock gas piston having a first gas piston area, a spring unit has a spring gas spring comprising a spring body and a spring gas piston having a second gas piston area. The first gas piston area is not equal to the second gas piston area.

Abstract: A suspension assembly for a cycle having improved stability includes a steering fork having a first arm and a second arm, each of the first arm and the second arm having a fixed pivot and a shock pivot, the space between the first arm and the second arm defining a wheel opening. A shock link has a shock link fixed pivot and a shock link floating pivot. A shock absorber has a shock gas spring comprising a shock spring body a shock gas piston having a first gas piston area, a spring unit having a spring gas spring comprising a spring body and a spring gas piston having a second gas piston area. A gas pressure inside the shock gas spring is equal to a predetermined pressure for a user's body weight to produce optimal ride conditions for the user's body weight.

Abstract: A suspension assembly for a cycle having improved stability includes a steering fork having a first arm and a second arm, each of the first arm and the second arm having a fixed pivot and a shock pivot, the space between the first arm and the second arm defining a wheel opening. A shock link has a shock link fixed pivot and a shock link floating pivot. A shock absorber has a shock gas spring comprising a shock spring body a shock gas piston having a first gas piston area, a spring unit has a spring gas spring comprising a spring body and a spring gas piston having a second gas piston area. The first gas piston area is not equal to the second gas piston area.

Abstract: A suspension assembly for a cycle having improved stability includes a steering fork having a first arm and a second arm, each of the first arm and the second arm having a fixed pivot and a shock pivot, the space between the first arm and the second arm defining a wheel opening. A shock link has a shock link fixed pivot and a shock link floating pivot. A shock absorber has a shock gas spring comprising a shock spring body a shock gas piston having a first gas piston area, a spring unit having a spring gas spring comprising a spring body and a spring gas piston having a second gas piston area. A gas pressure inside the shock gas spring is equal to a predetermined pressure for a user's body weight to produce optimal ride conditions for the user's body weight.

Abstract: The invention relates to a telescopic fork leg for a front fork of a vehicle, comprising an outer tube and an inner tube being telescopically arranged relative each other, and a main piston arrangement arranged in the inner tube configured to regulate a damping fluid for damping movements between two 5 parts of the vehicle when in use. Further, the telescopic fork leg comprises a pressurizing piston arranged in the inner tube and configured to pressurize the damping fluid, the pressurizing piston comprising an axial first end portion facing the main piston arrangement, and further comprising an axial opposite second end portion facing a pressurized volume. Further, the telescopic fork 10 leg comprises a fluid reservoir for holding a pressurized fluid, the fluid reservoir being fluidly coupled to the pressurized volume.

Abstract: A fitting structure of a bottom bracket shell of a bicycle contains: a hollow body having a receiving orifice. A first engagement element includes a first engaging section, a first aperture, and a first tilted guide portion. A second engagement element includes a second engaging section, a second aperture, and a second tilted guide portion. A first sleeve includes a first accommodation portion, a first connection portion, a first rib, a first abutting portion, and a first coupling section, wherein a first conically inclined face is defined between the first sleeve and the first tilted guide portion. A second sleeve includes a second accommodation portion, a second connection portion, a second rib, a second abutting portion, and a second coupling, wherein a second conically inclined face is defined between the second sleeve and the second tilted guide portion.

Abstract: Disclosed is a cleat with an adjustable pad. The cleat includes a cleat body, an anti-slip buffer and a support base. The cleat body has three fixing holes and a central hole among the three fixing holes. A top side of the central hole is formed with a recess. The recess has a front portion and a rear portion. The central is located in the front portion. The anti-slip buffer is of a hat shape corresponding to the central hole and capable of selectively being placed in the central hole in different directions to form two protrudent heights. The support base is of a shape corresponding to the recess and capable of selectively being placed in the recess in different directions to adjustably support the anti-slip buffer.

Abstract: A drive apparatus for an electric bicycle with an electric motor, an energy storage unit for supplying the electric motor with electrical energy, and a carrier at which the energy storage unit is releasably held, wherein a first plug connector is provided at the energy storage unit and a second plug connector is provided at the carrier which plug connector is connected to the first plug connector to connect the energy storage unit to the electric motor. The first plug connector is mounted in a pivotable manner at the carrier about a first pivot axis.

Abstract: The invention is related to the class of small-scale tracked transportation vehicles, which can be used for towing a person and cargo using a sledge, for example. The motorized towing vehicle comprises a frame supporting a caterpillar drive, a platform supporting an engine with a transmission, a luggage space, an assembly for connecting to the object being towed object, a control device, and an object being towed. The caterpillar drive includes a caterpillar track, a metal subframe, a driven shaft and a driving shaft with pinions, and torsion-type wheel bogie. The control device consists of a steering wheel with handles and controls. The object being towed comprises a driver's workplace. The frame consists of a platform and a rigid framework enclosing the platform along the entire perimeter, including the luggage compartment with an additional luggage space above. The design of the frame and platform is asymmetrical relative to the track because of an extension of the platform in one direction.

Abstract: A skid frame for a snowmobile is disclosed including a generally planar skid surface extending between front and rear idler wheels. The front and rear idler wheel are offset from one another and define a longitudinal direction. A track encircles the skid frame having the skid surface positioned over a center of the track such that a major longitudinally extending portion of the track that is coextensive with the skid surface has first and second unsupported lateral portions on either side of the skid surface. The first and second unsupported lateral portions extend in the horizontal direction at least 25 percent of a width of the track. A suspension arm member may mount the skid rail and include mount portions for mounting to a tunnel and spanning a distance at least twice the width of the longitudinal beam.

Abstract: A pontoon boat includes port and starboard pontoons and cross members connecting the pontoons. A shock absorber may be installed at each point of connection of the pontoons to the cross members. A cross member may be embodied as a double-webbed beam having first and second parallel flanges and first and second webs disposed between and connected to the flanges. Each pontoon may include a two-stage lifting strake having a first surface and a second surface inclined from the first surface.

Abstract: A marine deck member with enhanced surface traction and the process for forming the same. The marine deck member comprises a sandwich-type composite panel made by a compression molding process. In such a process, the panel is made by subjecting a heated stack of layers of material to cold-pressing in a mold. The cellular core has a 2-D array of cells, each of the cells having an axis substantially perpendicular to the outer surfaces, and extending in the space between the layers or skins, with end faces open to the respective layers or skins. The surface traction of this type of composite panel can be enhanced for marine deck applications by controlled debossing, or embossing, of the first skin while it cools in the compression mold. The debossing effect can be effected by applying pressurized gas, e.g., pressurized air, onto the outer surface of the first skin while in the compression mold.

Abstract: A watercraft includes a plurality of separable body sections (2101, 2102, 2103, 2104, 2105, 2106) configured for assembly into a single assembled structure (2100) having a first length, and for packing into a packed structure (3000) having a second length smaller than the first length. The single assembled structure may be held together using latching devices, one or more of the latching devices including a latch unit comprising a latch support, a spring mount and a band spring, the band spring having a first spring end and a second spring end, wherein the latch support includes a latch and a first shaft positioned in relationship to the latch, the first shaft configured for rotatably mounting the first spring end of the band spring, and the spring mount includes a second shaft configured for rotatably mounting the second spring end of the band spring.

Abstract: The invention relates to a mooring tensioning arrangement for a floating structure or a vessel (11), comprising -a mooring line (3, 5, 7) having a first mooring part (3) and a second mooring part (5, 7), divided by a midwater coupling (4, 40, 400, 111), said at least a portion of the mooring line (3, 5, 7) is made of synthetic material, -said mooring line (3, 5, 7) is extending between an anchor (2) arranged on the seabed and a pulling unit (9, 10, 42) arranged separate from the floating structure or vessel (11), said mooring line (3, 5, 7) is extending at least via a fairlead pulley or a chain wheel (8, 80) arranged on the floating structure (11) between the anchor and the pulling unit (9, 10, 42) when the mooring line (3, 5, 7) being pre-tensioned, -a chain stopper (6, 60) being arranged in connection with the mooring line (3, 5, 7) between the anchor (2) and the floating vessel or structure (11) for tensioning the part of the mooring line (3, 5, 7) situated between the floating structure (11) and the ancho

Abstract: A mooring apparatus (10a; 10b; 10c; 10d) comprising a socket (15a; 15b; 15c; 15d), a connection member (20a; 20b; 20c; 20d), and an arrangement (25a; 25b; 25c; 25d) for positioning and/or controlling the disposition of the connection member (20a; 20b; 20c; 20d) relative to the socket (15a; 15b; 15c; 15d), the connection member (20a; 20b; 20c; 20d) being receivable and/or retainable in the socket (15a; 15b; 15c; 15d). A method of configuring a mooring apparatus (10a; 10b; 10c; 10d), wherein the method comprises providing the mooring apparatus (10a; 10b; 10c; 10d), the method further comprising connecting a first portion of a line (35) to a line engaging apparatus (30a) and positioning or extending the line (35) around the positioning arrangement (25a; 25b; 25c; 25d).

Abstract: A computer-implemented method for identifying a potential ship-to-ship “STS” cargo transfer, the method comprising determining a distance between a first vessel and a second vessel, determining if the distance is below a vessel distance threshold, if the distance is below the vessel distance threshold, determining a period of the distance being below the vessel distance threshold, determining if the period is above a time threshold, and, if the period is above the time threshold, identifying a potential STS cargo transfer.

Abstract: A fin arrangement for a surf craft includes a base coupling portion to couple the fin arrangement to the surf craft; a central fin having a central fin base portion, the central fin coupled to the base coupling portion to extend substantially perpendicularly away from an underside of the surf craft; a first side fin coupled to the central fin base portion and extending away from the central fin and the surf craft at a first acute angle to the central fin; and a second side fin coupled to the central fin base portion and extending away from the central fin and the surf craft at a second acute angle to the central fin, the second acute angle being substantially the same as the first acute angle, and a projecting lobe extending rearwardly from the base of the central fin.

Abstract: The invention provides a waveguide element (1000) comprising a first face (1001) and a second face (1002) with radiation transmissive material (1005) configured between the first face (1001) and the second face (1002), wherein the radiation transmissive material (1005) is transmissive for UV radiation, wherein the radiation transmissive material (1005) is a matrix material for a phase (1010) of another composition than the radiation transmissive material (1005), wherein the phase (1010) is available in the matrix as regions (1110) with the regions (1110) having mean particle radii (r1) selected from the range of 50-1500 nm and having an average region concentration selected from the range of 1*104-1.5*108/mm3 of the radiation transmissive material (1005).

Abstract: A self-inflating personal flotation device (“SIPFD”) configured to be worn by a wearer and aid the wearer automatically. The SIPFD may communicate with a global communication network and pressurized gas cartridge assembly based on a triggering event. The SIPFD may have a wearable data transmitter of a heartbeat device; a water depth device; and a geolocation device. The SIPFD may have a neck inflation device and a torso inflation device both connected to the pressurized gas cartridge assembly to enable the pressurized gas cartridge to inflate the neck and torso inflation devices when prompted. The prompt may be automatic or on request and be performed using an actuator mechanically communicating with the pressurized gas cartridge assembly to: (i) inflate the neck and torso inflation devices; and (ii) deflate the neck and torso inflation devices associated with a wearer.

Abstract: A full-face diving mask includes a full-face mask body, an intake tube, and a detachable display screen. The full-face mask body includes an outer frame, a soft rubber mask part, and a hard lens mask part. The display screen is detachably mounted to the lower end of the full-face mask body, which not only makes the diver's view more comfortable when diving underwater but also facilitates adjustment. Moreover, it is convenient to replace the display screen, which improves the flexibility of using the full-face diving mask.

Abstract: A semi-closed rebreather that uses a “normal open” type of solenoid valve to control the flow of replenishment gas supplied to the rebreather circuit by at least one replenishment gas cylinder. In the absence of energy, the rebreather system takes the open condition, thereby allowing a replenishment gas flow with a maximum flow rate predetermined during the initial design or adjustment step.

Abstract: A diving breathing tube with a safety warning device includes a tube body. One end of the tube body is provided with a mouthpiece, and the other end is provided with a tube head. The tube head includes a cover body and a cylinder body. The inner portion of the tube head is provided with a light warning device. The cover body is made of an insulating material with light transmission capacity. A waterproof sealing structure is adopted respectively between the cover body and the cylinder body of the tube head and between the tube head and the tube body. In the present invention, since the inner portion of the tube head of the diving breathing tube is provided with a light warning device, the light warning device has a slow flashing warning function, and can give out an SOS international standard rescue signal when a danger is encountered.

Abstract: A system and apparatus for dockside or waterside kayak launching, entry and exit along with stabilization, storage and transportation elements. In addition to the storage and transportation benefits, the kayak system as shown and described herein allows a user to easily remove and store a kayak from the water to a non-use position. The kayak system and apparatus generally includes a main frame generally having a 90 degree bend wherein the main frame is configured to pivot so as to allow lifting and lowering of the kayak to and from the water.

Abstract: A controller controls a tilt-trim device under an automatic control mode such that the tilt-trim device automatically causes an outboard motor to continuously perform a tilt-trim motion within a motion range set in advance when an operation has been performed the plurality of times within the predetermined period of time. The controller deactivates the tilt-trim device when the outboard motor reaches either an upper limit or a lower limit of the motion range. The controller changes the motion range in accordance with a setting signal for setting the motion range when receiving the setting signal.

Abstract: [Problem to be solved] An object of the present invention is to provide a zero emission power generation sailing ship, wherein generated electric power is consumed for electric demand in the ship or consumed for electric demand in the ship and for driving the ship in response to wind condition, thereby realizing zero emission navigation.

Abstract: An electrically-powered unmanned marine vehicle and method of making same, including providing a hull of the marine vehicle and mounting a submersible electric thruster to the hull via a mounting interface of the thruster. The thruster includes a stator assembly and a rotor assembly. The rotor assembly forms an internal cavity with a plurality of magnets arranged radially outwardly of the internal cavity. The stator assembly includes electrical windings that are disposed within the internal cavity of the rotor assembly. The thruster is configured to allow the internal cavity to be flooded with water when the thruster is submerged, and the electrical windings are encapsulated with a protective barrier that prevents the flooded water from contacting the windings. The thruster of the marine vehicle is thus water cooled, and the electromotive forces provided by the windings generate sufficient thrust to propel the marine vehicle through the water.

Abstract: A dehumidification system for a marine vessel includes a dehumidifier having a supply and return. The dehumidifier is supported in an interior space of the marine vessel, separated from the outside ambient environment. The supply provides dehumidifier to air through dedicated ducting to one or more locations throughout the vessel. The return includes dedicated ducting that draws air from a return grate located away from any doors on the vessel that are open directly to the outside ambient air. For example, the return grill is positioned in a space below deck. The dehumidification system includes a controller that is positioned near the return grate.

Abstract: A method for constructing at least two fleets of aircraft of different families for which each aircraft has a front part comprising windows, a framing of the windows and a windshield front fairing, comprising, for each aircraft, constructing a module composed of the framing of all of the windows allowing outward visibility from the cockpit and of the windshield front fairing whose form is identical and constant for all the aircraft of the fleets and independent of a form of the fuselages thereof, and constructing a section of fuselage of which at least a part of an edge of the fuselage is of a form identical to an edge of the module, such that the module can be assembled directly with the contiguous fuselage section, whatever the aircraft of the fleets.

Abstract: A method is proposed for installing system components in a portion of an aircraft fuselage. The method provides at least one planar structural arrangement to be secured on or in the aircraft fuselage, secures system components on the structural arrangement, couples system lines to the system components and arranges the system lines on the structural arrangement. The method includes positioning of the structural arrangement with the system components and system lines arranged thereon at a designated installation location of the structural arrangement, and mechanical coupling of the structural arrangement to the aircraft fuselage.

Abstract: An aircraft system includes an aircraft fuselage having at least one coupling point that is configured to connect various mutually exchangeable drive module units detachably and load-transmittingly to the aircraft fuselage. The aircraft system further includes at least one first drive module unit that is detachably, load-transmittingly and with another drive module unit exchangeably attachable to the at least one coupling point to form a first aircraft comprising the aircraft fuselage and the first drive module unit and at least one second drive module unit that is detachably, load-transmittingly and with another drive module unit exchangeably attachable to the at least one coupling point to form a second aircraft comprising the aircraft fuselage and the second drive module unit. In some embodiments, the first aircraft is a rotary wing aircraft and the second aircraft is a fixed-wing aircraft or a convertiplane.

Abstract: An aircraft empennage includes a lower vertical fin member attached to a rear portion of a fuselage, and an upper stabilizer assembly connected to the lower vertical member by an articulating mount configured to allow movement of the upper stabilizer assembly relative to the lower vertical member to adjust pitch trim of the fuselage. The upper stabilizer assembly includes first and second horizontal stabilizer portions and at least one upper vertical member.

Abstract: A wing tip device for attaching to an aircraft wing comprising a first wing tip device element having a root end and a tip end; a second wing tip device element coupled to the tip end of the first wing tip device element; wherein the second wing tip device element has an inboard portion extending inboard from the tip end of the first wing tip device element and/or an outboard portion extending outboard from the tip end of the first wing tip device element, when viewed in the wing planform direction.

Abstract: An aircraft empennage includes a lower vertical member attached to a rear portion of a fuselage, and an upper stabilizer assembly connected to the lower vertical member by an articulating mount configured to allow movement of the upper stabilizer assembly relative to the lower vertical member to adjust pitch trim of the fuselage. The upper stabilizer assembly includes a V-shaped tail member having a pair of angled stabilizer portions, and each angled stabilizer portion has a trailing-edge ruddervator control surface. A rudder may be attached to a trailing edge of the lower vertical member.

Abstract: An aircraft comprising a pair of ducted thrusters. Each of the ducted thrusters comprises a duct surrounding a rotor assembly with a rotor hub having a plurality of rotor blades extending therefrom, wherein the plurality of rotor blades have a modulated angular distribution about a central longitudinal axis of the duct. Each of the ducted thrusters further comprises a stator assembly having a stator hub with a plurality of stator vanes extending from the stator hub to an interior surface of the duct, wherein each of the plurality of the stator vanes are angularly modulated around the stator hub such that angular spacing between pairs of adjacent vanes of the plurality of stator vanes varies for each pair of the adjacent vanes.

Abstract: Multiple propulsion units mounted inside an enclosure near openings can be used to control the fluid flow in and out of the openings and also to determine the total fluid flow at any additional uncontrolled openings. By controlling the fluid flow, where such control is available, and by considering the resulting flow at any uncontrolled enclosure openings, it may be possible to achieve a desired thrust vector but have a more favorable weight/shape/efficiency than would be possible without the enclosure and use of coordinated control of fluid flow into or out of some openings. The designed geometry of the enclosure is an important consideration and will have an effect on the overall thrust magnitude and direction. A grouping of propulsion systems can be coordinated to achieve a more general thrust vector and associated moment on a vehicle.

Abstract: A flight control surface position sensor assembly for an aircraft including a position indicator positioned on a pulley wherein the pulley is secured to the aircraft and the pulley engages a cable associated with a flight control surface of the aircraft.

Abstract: An actuation system for controlling flight control members of a vehicle. Each flight control member is controlled by two or more linear hydraulic actuators. Synchronization members extend between the hydraulic actuators on the same flight control members to synchronize the movements of the hydraulic actuators for consistent movement across the length of the flight control members. Brakes can maintain the positions of the synchronization members and thus the flight control members. Motors can provide for moving the synchronization members to control the positioning of the hydraulic actuators and flight control members.

Abstract: A movable flight control surface for aircraft, the movable surface comprising: a skin mounted to pivot on a hinge shaft having at least one end that projects from the skin; at least one electric motor that is mounted inside the skin and that has an outlet shaft coupled to the hinge shaft so as to cause the skin to pivot on the shaft; and a power circuit and a control circuit for powering and controlling the motor, the circuits being housed inside the skin and being connected to connectors leading to the outside of the skin.

Abstract: A wing tip device having a first wing tip device element for attaching at a first wing tip device element root to a tip of an aircraft wing, and a second wing tip device element extending from a second wing tip device element root to a second wing tip device element tip, the second wing tip device element root outboard, when viewed in the wing planform direction, of the first wing tip device element root; the first wing tip device element having a first wing tip device element leading edge and a first wing tip device element trailing edge, and the second wing tip device element having a second wing tip device element leading edge and a second wing tip device element trailing edge; and a fairing between the first and second wing tip device element which extends aft from the second wing tip device element trailing edge.

Abstract: An aircraft landing assist apparatus includes an image obtaining unit, a shape obtaining unit, a measuring unit, and a calculating unit. The image obtaining unit is configured to obtain an image of a surrounding region of a landing point on which an aircraft is to land. The shape obtaining unit is configured to obtain a shape of the surrounding region of the landing point on the basis of the obtained image. The measuring unit is configured to measure an above-air wind direction and an above-air wind velocity. The calculating unit is configured to calculate a landing-point wind direction and a landing-point wind velocity on the basis of the obtained shape of the surrounding region of the landing point, the measured above-air wind direction, and the measured above-air wind velocity.

Abstract: A front landing gear module for an aircraft is disclosed including an open box provided with at least one door and containing a deployable front landing gear. The module may be a one-piece module and also including an attachment system intended to attach it on the aircraft, which allows the module to be manufactured in advance, before it is integrated as an individual assembly into the structure of the fuselage of the aircraft.

Abstract: An aircraft landing gear assembly having a reinstating geometry in which a lock link can be moved to assume a first locking condition to inhibit movement of a stay when a main strut is in a deployed condition and a second locking condition to inhibit movement of the main strut when in a stowed condition. An unlock actuator is coupled between a first element of the stay and the lock link such that the actuator can break the lock link from the first locking condition and force it to assume the second locking condition by operational force in a single direction.