Abstract: An aircraft comprising a fixed structure, a fuselage mounted on the fixed structure and a tail unit system comprising a structural element housed inside the fuselage and mounted to be rotationally mobile relative to the fixed structure about a transverse axis of rotation parallel to a transverse axis of the aircraft. A first actuation system displaces the structural element in rotation about the transverse axis of rotation, on either side of the structural element. A horizontal tail unit has one end rotationally mobiley mounted on the structural element about a longitudinal axis of rotation parallel to a longitudinal axis of the aircraft and another end which extends out of the fuselage by passing through a window in the fuselage. For each horizontal tail unit, a second actuation system displaces the horizontal tail unit in rotation about the longitudinal axis of rotation.

Abstract: An operable ramp is moveable between a stowed position and a deployed position. The operable ramp includes a ramp panel rotatable about a first end. A second end of the ramp panel is lower in the deployed position than in the stowed position. A rotatable support supports a second end of the ramp panel, and a drive assembly selectively rotates the support (1) in a first direction to lower the second end of the ramp panel and (2) in a second direction to raise the second end of the ramp panel. A stop limits rotation of the support in the second direction when the operable ramp is in the stowed position. The weight of the ramp panel biases the support in the second direction, i.e., toward the stop, when the operable ramp is in the stowed position.

Abstract: An aircraft can include a tail section and a stabilizing system coupled to the tail section. The stabilizing system has a vertical stabilizer and at least one strake that cooperate to generate forces that compensate for a reaction torque generated by a main lifting rotor that produces lifting forces when the aircraft is in flight. Methods for improving aircraft performance include installing the at least one strake and retrofitting of a vertical stabilizer to increase thrust forces produced by a tail rotor.

Abstract: An aircraft can include a tail section and a stabilizing system coupled to the tail section. The stabilizing system has a vertical stabilizer and at least one strake that cooperate to generate forces that compensate for a reaction torque generated by a main lifting rotor that produces lifting forces when the aircraft is in flight. Methods for improving aircraft performance include installing the at least one strake and retrofitting of a vertical stabilizer to increase thrust forces produced by a tail rotor.

Abstract: A stabilizing and directional-control surface of an aircraft includes a vertical stabilizer and a rudder that deflects relative to the vertical stabilizer. The rudder includes an internal profile that is extendable and retractable by an actuating system. An aerodynamic control surface area of the rudder is increased when the internal profile of the rudder is extended as compared to the aerodynamic control surface area of the rudder when the internal profile of the rudder is retracted.

Abstract: A pivoting coupling system of a large dihedral empennage to the tail fuselage of an aircraft, in which the empennage includes a right lateral box and a left lateral box arranged at a large dihedral angle in the tail fuselage of the aircraft. The pivoting coupling system including a horizontal central box joining the lateral boxes, and which includes a rear spar; and a linkage for horizontally linking the central box to a frame structure of the tail fuselage of the aircraft, which allow the empennage to rotate vertically about a horizontal linkage shaft between a negative maximum angle of incidence and a positive maximum angle of incidence in response to the actuation of an actuator which is connected to the empennage and to a structural element of the fuselage of the aircraft.

Abstract: A contra-bevel driven control mechanism repositions a control surface in a fluid environment such as an aerodynamic or hydrodynamic environment. This involves mechanically coupling an airfoil and a control surface. The control surface may pivot about a spanwise axis between upwardly deflected and downwardly deflected positions. A forward beveled rotor mounted to the airfoil and an aft beveled rotor mounted to the control surface counter rotate. The forward beveled rotor rotates about a forward chordwise axis within the airfoil while the aft beveled rotor rotates about an aft chordwise axis within the control surface. The angular rotation between the forward beveled rotor and the aft beveled rotor deflects the aft beveled rotor and the aft chordwise axis within the control surface. Additionally, this method allows the control surface to be deflected with maximum mechanical advantage when the control surface is fully deflected.

Abstract: The present invention discloses an aircraft control system having simultaneously controllable rear aileron/elevators and a retractable body flap for longitudinal stabilization. The aileron/elevators are airfoils comprising the complete horizontal tail plane. Control arms for the rear aileron/elevators are capable of pivotal movement about the longitudinal axis of the aircraft while the aileron/elevators are secured to the control arms by axles pivotal about the lateral axis of the airfoil, for directional control. With two degrees of rotational movement, the aileron/elevators are capable of maneuvering the aircraft in all three axes, providing a much simpler mechanism than the conventional control surfaces. Added safety is accomplished by removing lateral control from the wings. Weight savings and reduced drag also result from eliminating the vertical stabilizer and rudder and consolidating the controls for both ailerons and elevators of conventional aircraft.

Abstract: A maneuvering system for a flight vehicle rotates a lifting aerodynamic surface of the flight vehicle about an axis parallel with a direction of flight of the vehicle in a rotational direction corresponding to the desired change of flight direction to which the vehicle is to be steered, while maintaining attitude stability of the flight vehicle by altering other aerodynamic surfaces of the vehicle.

Abstract: The invention is a rotatable, non-circular forebody flow controller. The apparatus comprises a small geometric device located at a nose of a forebody of an aircraft or missile. The geometric device has a circular base that fits flush upon the remaining forebody of the aircraft and a non-circular cross-sectional area that extends toward the apex of the aircraft. The device is symmetrical about a reference plane and preferably attaches to an axle which in turn attaches to a rotating motor. The motor rotates the device about an axis of rotation. Preferably, a control unit connected to an aircraft flight control computer signals to the rotating motor the proper rotational positioning of the geometric device.