A drone-type air mobility vehicle includes a body, a plurality of rotors, and a plurality of rotor arms configured to connect the plurality of rotors to the body. The drone-type air mobility vehicle further includes: a plurality of air flaps provided in the rotor arms, respectively, and configured to be deployed downwards with the respect to the respective rotor arms by gas injected into the air flaps; and a controller configured to determine whether the rotors are abnormal, based on a yaw rate of the mobility vehicle and state information of the rotors, and the controller configured to determine whether to deploy the air flaps according to a result of the determination on whether the rotors are abnormal.

A drone-type air mobility vehicle includes a body, a plurality of rotors, and a plurality of rotor arms configured to connect the plurality of rotors to the body. The drone-type air mobility vehicle further includes: a plurality of air flaps provided in the rotor arms, respectively, and configured to be deployed downwards with the respect to the respective rotor arms by gas injected into the air flaps; and a controller configured to determine whether the rotors are abnormal, based on a yaw rate of the mobility vehicle and state information of the rotors, and the controller configured to determine whether to deploy the air flaps according to a result of the determination on whether the rotors are abnormal.

An aerodynamic brake includes a rigid panel having a panel leading edge portion and a panel trailing edge portion. The aerodynamic brake also includes a flexible sheet having a sheet lower edge portion coupled to the vehicle body, and a sheet upper edge portion coupled to the panel leading edge portion. The aerodynamic brake further includes a panel actuator configured to move the rigid panel between a stowed position and a deployed position. In the stowed position, the rigid panel is located proximate the vehicle body and covers the flexible sheet in a folded state. In the deployed position, the panel leading edge portion is moved away from the vehicle body and the flexible sheet is in an open state exposable to an oncoming airflow for generating aerodynamic drag for slowing the vehicle.

We describe an aircraft design, which is capable of vertical takeoff and landing and also high-speed cruise on a fixed wing. The aircraft comprises a fuselage with a probe-deployment mechanism, which deploys a sample-gathering probe, located at a front end of the fuselage. A main wing is coupled to a middle section of the fuselage, wherein a right motor and right propeller are coupled to a right side of the main wing, and a left motor and left propeller are coupled to a left side of the main wing. The right and left propellers are angled with respect to the fuselage enabling the aircraft to pitch up to a vertical-takeoff mode and pitch down a horizontal-cruising mode. A pitch motor and pitch propeller are located at the rear end of the fuselage, wherein the pitch propeller is angled to provide substantially vertical thrust to control a pitch of the fuselage.

A method for manufacturing an aerodynamic structure including a first panel having an aerodynamic face, as well as a second reinforced panel. The method includes a step of stamping the second panel to obtain at least one raised shape which is recessed on the second face, and a step of joining the first and second panels by pressing them against each other outside the at least one raised shape. An aerodynamic shape is obtained using this method.

A method for manufacturing an aerodynamic structure including a first panel having an aerodynamic face, as well as a second reinforced panel. The method includes a step of stamping the second panel to obtain at least one raised shape which is recessed on the second face, and a step of joining the first and second panels by pressing them against each other outside the at least one raised shape. An aerodynamic shape is obtained using this method.

Computerized system and method of controlling a refueling device including, when the device is in a non-engaged state: receiving a first roll angle of a tanker, determining a first desired roll angle, and providing a command for controlling a roll element, thereby attempting to achieve or maintain a first roll angle that is substantially the same as the roll angle of the tanker. And, when the device is in an engaged state: receiving a second roll angle of the tanker, determining a second desired roll angle, and providing a command related to the desired roll angle for controlling a yaw element, thereby attempting to achieve or maintain a second roll angle that is substantially the same as the roll angle of the tanker, wherein the roll angle of the device during the engaged state is facilitated due to a degree of freedom between the refueling device body and refueling nozzle.

Computerized system and method of controlling a refueling device including, when the device is in a non-engaged state: receiving a first roll angle of a tanker, determining a first desired roll angle, and providing a command for controlling a roll element, thereby attempting to achieve or maintain a first roll angle that is substantially the same as the roll angle of the tanker. And, when the device is in an engaged state: receiving a second roll angle of the tanker, determining a second desired roll angle, and providing a command related to the desired roll angle for controlling a yaw element, thereby attempting to achieve or maintain a second roll angle that is substantially the same as the roll angle of the tanker, wherein the roll angle of the device during the engaged state is facilitated due to a degree of freedom between the refueling device body and refueling nozzle.

A bell crank mechanism is configured to at least indirectly link movement of an aircraft wing spoiler-like hinge panel to the movement of a primary flight control device on an aircraft wing trailing edge. The aircraft wing is configured to be fixed to and to extend from an aircraft fuselage, the wing including a leading edge and a trailing edge. The primary flight control device is attached to the trailing edge, and any movement of the control device is directly subject to an aircraft input controller by a linear actuator. The moveable aerodynamic hinge panel, a secondary control device, is situated proximally to the primary flight control device, and the hinge panel is separately attached to the trailing edge. The bell crank mechanism slaves any hinge panel motion to movements of the primary control device.

An aerodynamic control surface assembly includes a structure (2) with an aerodynamic surface (8) and a curved aerodynamic control surface (20) configured to move between an extended (24) and a retracted position (22). The aerodynamic control surface is arranged to deploy through an aperture (18) in the aerodynamic surface and into an oncoming airflow (A). An actuation mechanism (52, 152, 252) coupled to the aerodynamic control surface (20) moves the aerodynamic control surface (20) between extended and retracted positions. The actuation mechanism (52, 152, 252) is configured such that the control surface (20) follows a curved kinematic path (40, 140, 240) as the control surface moves between the extended (24) and retracted positions (22). The actuation mechanism (52, 152, 252) remains fully behind the aerodynamic surface (8) throughout the movement of the aerodynamic control surface (20) between the extended (24) and retracted positions (22).