Abstract: A computer controlled robotic system that autonomously adjusts the location of a floating marine dock whenever water levels change in a body of water (e.g., a lake or reservoir) to maintain sufficient draft clearance for safe boat operation and ensure safe access to the dock. The system is comprised of an electric motor-driven tractor device attached to the shore-end of a walkway and a pair of electric-motor driven cable winch assemblies with a distributed control system to move the floating dock toward or away from the shore to maintain a relative desired water depth for safe boat operation and positioning in relation to the moving edge of the water shoreline.

Abstract: A floatation device is provided. In some embodiments, a floatation device is provided, comprising an inflatable ring composed of a transparent material, wherein the inflatable ring includes: an outer air chamber having a first valve for inflating the outer air chamber; an inner air chamber having a second valve for inflating the inner air chamber, wherein the outer air chamber and the inner air chamber are not in communication; a cut through the outer air chamber and the inner air chamber of the inflatable ring that forms opposing ends of the inflatable ring; and a plurality of fasteners placed on a top surface and a bottom surface of the outer or inner air chamber for detachably connecting the opposing ends of the inflatable ring.

Abstract: An attachment for a ladder includes a pair of spaced rails secured together by at least one rung and a removable pin at an end for securing the attachment to a standard ladder.

Abstract: A robotic fish comprises one or more torque reaction engines and a fish body, wherein the torque reaction engine cyclically oscillates and causes a wave to propagate across the fish body, including through a flexible wing, accelerating thrust fluid and propelling the robotic fish.

Abstract: An electric actuator for a marine steering system comprises a housing and an output shaft reciprocatingly received by the housing. There is a rotor disposed within the housing. The rotor is coupled to the output shaft of the electric actuator. Rotation of the rotor causing the output shaft of the electric actuator to reciprocate relative to the housing. There is a motor disposed within the housing. The motor has an output shaft coupled to the rotor. A longitudinal axis of the output shaft of the motor is parallel with a longitudinal axis of the output shaft of the electric actuator. There is also a drive mechanism disposed within the housing. The drive mechanism couples the output shaft of electric actuator to the rotor. The drive mechanism is on a plane radial to a longitudinal axis of the output shaft of the motor. There is an actuator position sensor disposed on the rotor for sensing a position of the rotor. The actuator position sensor senses an actual steering position based on a position of the rotor.

Abstract: A watercraft includes a hull structure, a deck structure, and a propulsion system. The hull structure includes at least one hull each defining an interior. The deck structure is mounted to the hull structure. The propulsion system is adapted for moving the watercraft within a body of water, and includes an electric motor and an energy storage device coupled to the electric motor. The electric motor and the energy storage device are positioned adjacent one another within an area including at least one of the interior of the at least one hull.

Abstract: An exhaust system for a watercraft with an engine includes an upstream exhaust pipe including an end portion with an outlet, a water lock including an inner space accommodating the end portion, a downstream exhaust pipe connected to the water lock, and a flow direction diverter, such as a baffle. The upstream exhaust pipe guides exhaust gas from the engine to the end portion. The inner space of the water lock receives the exhaust gas from the outlet of the end portion. The downstream exhaust pipe exhausts the exhaust gas from the inner space to an outside of the watercraft body. The flow direction diverter changes a flow direction of the exhaust gas at the outlet to a cross direction which intersects a pipe axis of the end portion.

Abstract: A cooling system for a boat includes at least one cooler located inside a hull of the boat and closed to the exterior of the hull. The cooler is configured for the exchange of thermal energy between a flow of coolant in the at least one cooler and a fluid flow outside of the hull via a hull wall positioned between the flow of coolant and the fluid flow. One or more coolant passages extend from the at least one cooler defining at least one coolant loop. The one or more coolant passages are configured to deliver the flow of coolant from the at least one cooler to one or more components located along the at least one coolant loop to cool the one or more components, and return the flow of coolant to the at least one cooler.

Abstract: A portable propulsion system for a watercraft may include a shaft, a propeller, an outer casing, and a flexible strap. The shaft may have a prop end section, a drive end section, and a rotational axis extending from the prop end section to the drive end section. The propeller may be connected to the prop end section of the shaft. The drive end section may be configured for removable connection to a driver for rotation of the propeller via rotation of the shaft about the rotational axis to propel the watercraft. The outer casing may be disposed around the shaft. The flexible strap may have first and second end sections connected to the outer casing in respective first and second regions.

Abstract: The propulsion unit comprises an electric actuator and a tiller coupled the electric actuator. The electric actuator includes a housing having a first end and second end. There is an output shaft fully received within the housing. The output shaft includes a coupling portion and a tiller is coupled the coupling portion of the output shaft such that such that a line of action of the actuator is in the same plane as the tiller.

Abstract: A lock for an aircraft door. The lock includes an outer shell having an inner cavity. A core is rotatably mounted within the inner cavity to rotate about an axis of the core. The core has a keyhole extending through the core from a first end of the core for receiving a key therein, to an opposed second end of the core. The keyhole defines an air leakage path through the core. A cam has a cam arm mounted about the core and is rotatable therewith. The second end of the core protrudes from the cam. A cover is attached to the second end of the core. The cover blocks the keyhole at the second end of the core and obstructing the air leakage path. An aircraft door, methods, and a retrofit kit are also disclosed.

Abstract: A hinge apparatus can include a frame component of an aircraft interior component; a door component coupled to an aircraft door assembly; and a hinge assembly coupled to the frame component and the door component. The hinge assembly can be operable between an open configuration, an intermediate configuration, and a closed configuration. The hinge assembly may include a first hinge body, and a second hinge body coupled to the door component, the second hinge body pivotably moving the door component about a first pivot point when the hinge assembly moves from the closed configuration to the intermediate configuration, and the second hinge body moving the door component about a second pivot point that is different from the first pivot point when the hinge assembly moves from the intermediate configuration to the open configuration. Related methods are also provided.

Abstract: A morphing airfoil system includes an airfoil having a bulkhead structured to form a leading edge of the airfoil. A first spool is rotatably coupled to the bulkhead, and a second spool is rotatably coupled to the bulkhead opposite the first spool. An airfoil skin has a first end secured to the first spool, a second end secured to the second spool, and a portion extending between the first and second spools to form an exterior surface of the airfoil. The airfoil skin is structured to be windable around the first and second spools such that a configuration of the airfoil is controllable by rotating at least one of the first spool and the second spool so as to wind a portion of the airfoil skin around, or unwind a portion of the airfoil skin from, the at least one of the first spool and the second spool.

Abstract: A cupola fairing (250) for reducing drag and increasing lift on an aircraft fuselage (210) and wings (220). The fairing includes a housing length extending along a longitudinal axis, and a variable width extending normal to the longitudinal axis. The housing width is variable and defined by a plurality of cross-sectional areas of the cupola fairing. The fairing has a substantially smooth exterior surface that is curved along the length and the variable width of the housing. The housing surface has its longitudinal and transverse curvatures being defined by metrics corresponding to a reference wing root chord of the aircraft (200), a cross-sectional area of the fuselage, a percentage of the cross-sectional area to be covered by the fairing, and positioning of the cupola fairing on the crown portion of the fuselage (210). The housing has a lower surface configured to conform to a shape of the crown at which the cupola fairing (250) is positioned.

Abstract: The present invention provides a vehicle comprising: a rotor and a stator; at least one planar control surface coupled to the rotor, wherein the rotor is configured to rotate relative to the stator such that, in use, the at least one planar control surface moves from a first position to a second position, and wherein in the first position the planar control surface is controllable to affect substantially only the pitch of the vehicle and in the second position the planar control surface is controllable to affect substantially both of the pitch and yaw of the vehicle, or substantially only the yaw, or in the first position the planar control surface is controllable to affect substantially only the yaw of the vehicle and in the second position the planar control surface is controllable to affect substantially both of the pitch and yaw of the vehicle, or substantially only the pitch of the vehicle. The present invention also provides a method of controlling a vehicle.

Abstract: A rotorcraft service fixture includes a fixture body and one or more rotor assembly connectors rigidly attached to or integral with the fixture body. The one or more rotor assembly connectors are sized and shaped to provide an interference fit with a portion of a rotor assembly of a rotorcraft to removably attach the fixture body to the portion of the rotor assembly. The rotorcraft service fixture also includes one or more support connectors rigidly attached to or integral with the fixture body. The one or more support connectors are sized and shaped to provide an interference fit with a partially detached component of the rotor assembly to immobilize the partially detached component during inspection or maintenance of the rotor assembly.

Abstract: The invention relates to a test stand comprising a support (19, 25) which is moveably connected to a wall (18, 18?, 18?), a base, a frame (26) of the test stand or another part of the test stand and can be moved on a predetermined path; an actuator (22) which is connected to the support and by means of which the support (19, 25) that can be moved on the predetermined path, two clamping devices (13) respectively comprising a ball joint, wherein one of the two clamping devices (13) is seemed to the support (19, 25) and the other of the two clamping devices (13) is arranged in an axis (10) with the first of the two clamping devices (13), such that a test body (1) is clamped between the two clamping devices (13) on outer surfaces of the test body and can be maintained by the clamping devices (13), and a test force exerted by a test body by moving the support (19, 25) through the first of the two clamping devices (13) acts essentially along the axis (10).

Abstract: A variable pitch propeller is designed to adjust the pitch of the propeller blade during flight to maximize the propeller efficiency. The propeller blade may comprise airfoil cross-sections. Each cross-section may be composed of different materials at the leading edge and trailing edge. In various embodiments, these materials are selected and oriented to achieve the necessary elastic moduli of the leading and trailing edge for the airfoil cross-section. During liftoff, the airfoil at the blade tip possesses a high blade pitch (e.g. 20 degrees), thereby increasing the generated lift on the propeller blades. During flight or hover conditions when maximal lift is no longer required, the trailing edge of the airfoil displaces upward and reduces the blade pitch to minimize the drag forces on the blade tip.

Abstract: A propeller pitch control system for a turboprop engine of an aircraft includes a negative torque sensor, a full feather control valve assembly, and a feather valve assembly. The feather valve assembly is responsive to fluid pressures from the negative torque sensor and the control valve assembly to move between a plurality of positions. An engine control unit or a manual user interface can also be used to control the position of the feather.

Abstract: Methods, systems, and assemblies for controlling flight control surfaces of an aircraft wing are described. The method comprises displacing a first trailing edge of a first flight control surface towards a contact surface of a second flight control surface; determining a mechanical stiffness of the first flight control surface as defined by a ratio of ?F/?X as the first flight control surface is displaced, where ?F is a difference in force F applied to at least two different positions X1 and X2 of the first flight control surface at times T1 and T2, and ?X is a difference in position X2?X1; and achieving full contact between the first trailing edge and the second leading edge when a known full contact mechanical stiffness is reached.

Abstract: A spoiler actuator can be operated by applying high pressure to a first chamber of the actuator on receipt of a command to extend the spoiler; applying high pressure to a second chamber of the actuator on receipt of a command to retract the spoiler; and on failure of a supply of the high pressure actuating an anti-extension valve to prevent extension of the spoiler; disengaging the anti-extension valve to permit extension if pressure applied to the anti-extension valve exceeds a predetermined force of a spring biasing the anti-extension valve to the engaged position, wherein additional force is applied to the anti-extension valve if the spoiler is retracted beyond a neutral position.

Abstract: An actuator control arrangement includes a hydraulic actuator having a housing and a piston rod axially moveable within the housing, a stop disposed within the housing to limit the extent of movement of the piston rod into the housing, and a solenoid valve arranged between a pressure source and the actuator. The solenoid valve is switchable between a first mode and a second mode in response to an electric control signal, wherein, in the first mode, the solenoid valve creates a fluid flow path from the pressure source to the actuator so as to locate the stop in its neutral position and in the second mode, the solenoid valve creates a fluid flow path to release pressure from the actuator to permit the stop to move to its retracted position. In the event of electrical failure, the stop will set the actuator to its neutral position.

Abstract: A vibration control assembly for an aircraft includes a housing operatively coupled to the aircraft. Also included is a cage disposed within an interior region of the housing, the cage rotatable within the housing about a first axis. Further included is a gyroscope wheel disposed within the cage and rotatable about a second axis other than the first axis, wherein a controllable moment is imposed on the aircraft upon rotation of the gyroscope wheel to counter vibratory moments produced by the vehicle. Yet further included is a control assembly at least partially surrounding the gyroscope wheel for controlling the controllable moment.

Abstract: Transitioning multicopters use front tiltwings to provide improved failsafe methods of landing in event of propulsor failure. A dicopter version provides for efficient use of two propulsors with multiple modes of failsafe landing.

Abstract: A tail skid shock absorber including an outer shock absorber canister, a crushable indicator cartridge disposed within the outer shock absorber canister, and an indicator rod coupled to the crushable indicator cartridge so as to move with a portion of the crushable indicator cartridge as a unit.

Abstract: An aircraft wheel spinning assembly includes a turbine that is movably mounted on an aircraft wheel. The turbine is positionable in a deployed position having the turbine being exposed with respect to the aircraft wheel. In this way the turbine is exposed to wind and the turbine generates rotational torque and subsequently rotates the aircraft wheel when the turbine is exposed to wind. Thus, the turbine reduces friction between a tire mounted on the aircraft wheel and a runway when the aircraft upon which the aircraft tire is mounted is landing on the runway. A hub is coupled to the aircraft wheel and a plurality of actuators is each coupled between the hub and the turbine. Each of the actuators is turned on to urge the turbine into the deployed position and each of the actuators is turned off to retract the turbine into the aircraft wheel.

Abstract: An aircraft, damper assembly for an aircraft and method for reducing a vibration in a rotating shaft. The damper assembly includes a damper element, a first plate and a second plate. The damper element has a damper opening shaped to surround the shaft. The first plate has a first opening shaped to surround the shaft and a recess receptive to the damper element, the damper element being rotatable within the recess. The second plate has a second opening shaped to surround the shaft and secured to the first plate to close the recess and secure the damper element between the first plate and second plate. The damper element rotates within the closed recess.

Abstract: A vibration attenuator for a rotor of an aircraft has a housing adapted for rotation with the rotor about an axis. A first ring is rotatably carried within the housing on a first bearing, a first weight being coupled to the first ring for rotation therewith relative to the housing about the axis. A second ring is rotatably carried by the first ring on a second bearing, a second weight being coupled to the second ring for rotation therewith relative to the housing and to the first ring. A first motor is configured for rotating the first ring relative to the housing, and a second motor is configured for rotating the second ring relative to the housing and to the first ring. The first and second motors are operated to rotate the weights within the housing and position the weights relative to each other for attenuating vibrations.

Abstract: An example of a hub for a tail rotor includes a body configured to couple to a mast of a rotor system, a trunnion disposed within the body, first and second shafts disposed on opposite sides of the trunnion, first and second end plates secured to the body, and first and second end bearings, the first end bearing disposed between the first shaft and the first end plate and the second end bearing disposed between the second shaft and the second end plate.

Abstract: A ganged servo flight control system for an unmanned aerial vehicle is provided. The flight control system may include a swashplate having first, second, and third connection portions; a first control assembly connected to the first connection portion of the swashplate; a second control assembly connected to the second connection portion of the swashplate; and a third control assembly connected to the third connection portion of the swashplate. The first control assembly may include two or more servo-actuators connected to operate in cooperation with each other.

Abstract: A vertical takeoff and landing aircraft includes a flight fuselage on which a main wing and auxiliary wings are mounted; a pair of front propellers respectively mounted at both sides of the flight fuselage so as to be variable in the horizontal and vertical directions; a rear propeller mounted on the auxiliary wings provided at the rear of the flight fuselage so as to be variable in the horizontal and vertical directions; front and rear variable parts mounted on the flight fuselage and the auxiliary wings so as to vary the front propellers and the rear propeller in the horizontal or vertical direction; and a control unit for controlling the front and rear variable parts.

Abstract: Devices and systems of the inventive concept provide a durable, all-weather manned or unmanned aircraft that is capable of vertical flight and provides improved stability upon payload launch or delivery. The payload bay is positioned along the central axis of the aircraft and proximal to the aircraft's center of gravity. Control and fuel systems are positioned fore and aft of the payload bay, respectively. The payload bay is configured to store and deliver a wide variety of payload types. The aircraft also includes features that reduce vibration, prolong the interval between necessary maintenance, and permit all-weather operation.

Abstract: A robust amphibious air vehicle incorporates a fuselage with buoyant stabilizers and wings extending from the fuselage. At least one lift fan is mounted in the fuselage. Movable propulsion units carried by the wings are rotatable through a range of angles adapted for vertical and horizontal flight operations.

Abstract: A method of designing a morphable aerodynamic surface includes discretizing and parameterizing a model of a morphable surface to create a function to optimize; utilizing finite element analysis to solve for displacements and associated errors at an initialization point; and iteratively calculating a gradient cost function, define step size and search direction, step according to defined step size and search direction, and recalculate displacements and associated errors to converge on final thickness vector.

Abstract: A system for acquiring agricultural data includes a UAV with a controller and a sensing device is provided. In several embodiments, the controller is configured to receive data associated with a data collection point located within the field and control the operation of the UAV such that the UAV is flown over the field and lands in the field at the data collection point. The sensing device, in several embodiments, is configured to capture field condition data associated with the field while the UAV is maintained in a landed condition at the data collection point.

Abstract: A method for acquiring agricultural data using a UAV is provided. In several embodiments, the method includes receiving data associated with a data collection point located within a field and controlling an operation of the UAV such that the UAV is flown over the field and lands in the field at the data collection point. In such an embodiment, the method includes capturing field condition data associated with the field using a sensing device supported by the UAV. The field condition data is captured by the sensing device while the UAV is maintained in a landed condition at the data collection point.

Abstract: A system to monitor vehicle accidents using a network of aerial based monitoring systems, terrestrial based monitoring systems and in-vehicle monitoring systems is described. Aerial vehicles used for this surveillance include manned and unmanned aircraft, satellites and lighter than air craft. Aerial vehicles can also be deployed from vehicles. The deployment is triggered by sensors registering a pattern in the data that is indicative of an accident that has happened or an accident about to happen.

Abstract: An automated commissioning and floorplan configuration (CAFC) device can include a CAFC system having a transceiver and a CAFC engine, where the transceiver communicates with at least one device disposed in a volume of space, where the CAFC engine, based on communication between the transceiver and the at least one device, commissions the at least one device.

Abstract: A three-dimensional (3D) reconstruction system based on aerial photography includes an unmanned aerial vehicle (UAV), a ground station, and a cloud server. The ground station is configured to determine an aerial photography parameter for indicating an aerial photography state of the UAV based on a user operation and transmit the aerial photography parameter to the UAV. The UAV is configured to receive the aerial photography parameter transmitted by the ground station; fly based on the aerial photography parameter and control an imaging device carried by the UAV to acquire aerial images during a flight; and transmit the aerial images to the cloud server. The cloud server is configured to receive the aerial images and generate a 3D model of a target area based on the aerial images.

Abstract: A system includes a payload ejector configured to contact a payload carried by a flight vehicle and to push the payload away from the flight vehicle. The payload ejector includes a piston configured to extend from the payload ejector and a shock attenuator coupled to the piston, where the shock attenuator is configured to push the payload away from the flight vehicle. The shock attenuator includes a shock attenuator housing and a plunger that is movable within the shock attenuator housing and that extends from the shock attenuator housing. The plunger is configured to be pushed at least partially into the shock attenuator housing in order to damp a shock pulse applied to the payload. The shock attenuator housing may have an interior space, and the shock attenuator may further include a spring, compliant material, or fluid within the interior space.

Abstract: A system and method for safely, efficiently and reliably deploying a payload, such as a remotely operated vehicle (ROV) beneath the surface of the water. The ROV is configured to capture data and/or information and to transmit the data and/or information to a base station. The system comprises an unmanned aerial system (UAS) having a frame comprising a support structure configured to receive the payload, wherein the payload may be deployed beneath the surface of water and a winch is configured to deploy the ROV from and retrieve the ROV back to the UAS using a tether. The tether is configured to wirelessly transmit telemetry, data, and/or information between the UAS and the ROV in real time.

Abstract: A content-driven and content delivery UAV system. The UAV system includes a content source to provided pressurized content to the UAVs via a content transmission media. The pressurized content is utilized to drive a mechanical propulsion and steering system to keep the UAV aloft and direct it to a particular location. The pressurized content received by the UAVs can be directed back to the content source, to another UAV and or discharged from the UAV to a desired target. Thus, the UAVs may include a nozzle or valve for discharging the content and thus delivering the content to a desire location.

Abstract: Systems and methods for aerially dispersing one or more materials are disclosed herein. More particularly, but not exclusively, the subject application relates to systems and methods for maintaining a predetermined application rate of the material(s) to an area regardless of the speed of an aircraft over the area. As such, a constant application of the material(s) over the area may be achieved despite changes in speed of the aircraft relative to the area. In one form, for example, a system includes a container for holding the material(s) and a flow regulator positioned in communication with the container and structured to control release of the material(s) from the container. A controller is structured to control the flow regulator to adjust the rate at which the material is released from the container based on the speed of the container relative to an area to which the material is dispersed.

Abstract: Embodiments described herein relate to arrangements in which unmanned aerial vehicle (UAVs) are adapted to retrieve or carry a payload without becoming caught or snagged, e.g., on a tree or building. Such arrangements may help to prevent accidents or loss of the UAV.

Abstract: An aircraft cargo restraint system includes a fuselage framework defining a cargo cabin, a webbing configured to restrain cargo positionable within the cargo cabin, one or more spring tension reels configured to bias the webbing towards a top of the cargo cabin, and one or more actuators configured to move the webbing toward a bottom of the cargo cabin against the bias of the one or more spring tension reels.

Abstract: An aircraft cargo restraint system includes a fuselage framework defining a cargo cabin, a webbing configured to restrain cargo positionable within the cargo cabin, one or more spring tension reels configured to bias the webbing towards a bottom of the cargo cabin, and one or more actuators configured to move the webbing toward a top of the cargo cabin against the bias of the one or more spring tension reels.

Abstract: An aircraft seat massage system, with a pump module for conveying a gaseous medium, a valve module to convey and/or release the gaseous medium to and from a number of fillable gas cushions and a type of aircraft seat massage system, that can be scaled as flexibly as possible for the various requirements from the economy class up to first class. The massage system has a modular design and can be operated independently of a seat actuation system, whereby the operation is as quiet as possible.

Abstract: An environmental control system includes a first air flow conduit and a second air flow conduit. A turbine is in fluid communication with the first air flow conduit and a compressor is in fluid communication with the second air flow conduit. The compressor is operatively associated with the turbine. A flow control valve is arranged along the first air flow conduit to control a second air flow in the second air flow conduit according to a first air flow in the first air flow conduit. Aircraft and methods of controlling flow through environmental control systems are also described.

Abstract: A method of controlling air flow in an environmental control system includes receiving a target total flow value and a combined flow measurement at an outer control loop module. A first air flow reference value is determined based on the target total flow value and the combined flow measurement using the outer control loop module. The first air flow reference value is communicated to an inner control loop module and a flow control valve command determined based at least in part on the first air flow reference value using the inner control loop module. The flow control valve command is communicated to a flow control valve operatively associated with the inner control loop module to control flow through the ECS using the flow control valve. Environmental control systems and computer program products are also described.

Abstract: A defrosting device includes an actuator including: a stationary portion and a movable portion configured to alternately move away from and move towards the stationary portion, and an intermediate element including a loading portion configured to be pushed by the movable portion of the actuator when the movable portion of the actuator moves away from the stationary portion, and a movement transmission portion configured to move according to the movement of the loading portion and to push a part to be defrosted to deform the part to be defrosted. The movable portion of the actuator and the loading portion of the intermediate element are not connected to one another, such that the loading portion of the intermediate element cannot pull the movable portion of the actuator to move same away from the stationary portion.