text: referring to fig1 , there is shown an example of a nacelle 20 including a target / bucket door type thrust reverser 22 in the aft section 20 a of the nacelle 20 . the turbofan gas turbine engine is located within the nacelle 20 and the nacelle 20 is attached under the wings or on the fuselage of the aircraft using an appropriate arrangement ( not shown ). the thrust reverser 22 comprises two opposite pivoting doors 24 , 26 forming most of the propulsive jet outlet 28 of the nacelle 20 when they are in a stowed position . one door 24 of the illustrated example is at the upper side and the other door 26 is at the bottom side . the doors 24 , 26 are generally semi - circular . each door 24 , 26 has a trailing edge 24 a , 26 a adjacent to the propulsive jet outlet 28 . the arrows in fig1 show the direct thrust operation of the engine . the thrust reverser nozzle 22 is active in direct thrust as it forms the exhaust nozzle of the engine . the trailing edges 24 a , 26 a cooperate with the trailing edge of side arms 32 of a jet pipe 30 ( fig2 a ) located inside the aft section 20 a of the nacelle 20 and to which the doors 24 , 26 are pivotally connected . the leading edges 24 b , 26 b of the doors 24 , 26 and their outer wall form a smooth continuity with the upstream parts of the nacelle 20 when the doors 24 , 26 are in the closed position . fig2 a schematically shows an example of the interior side of the fixed structure 30 of the thrust reverser 22 . the jet pipe 30 and its side arms 32 are concealed inside the aft section 20 a of nacelle 20 when the doors 24 , 26 are in their stowed position , as in fig1 . the engine is in a thrust reversal mode in fig2 a . this mode is generally used immediately after landing an aircraft on a runway . the doors 24 , 26 are pivoted to that position simultaneously using actuators ( not shown ). the arrows in fig2 a indicate the main flow path of the efflux coming out of the engine when operated during the thrust reversal . as can be seen , a large portion of the gases coming out of the engine are deviated substantially toward the front . the gases exit the doors 24 , 26 in the vicinity of their leading edges 24 b , 26 b . these edges are located at the front of the doors 24 , 26 and are referred to as “ leading ” edges with reference to the travel path of the aircraft . the deviation of the gases creates a resulting horizontal retarding force opposing the forward movement of the aircraft . increasing the output thrust generated by the engine creates an increased aerodynamic decelerating force , thus more braking . fig2 a and 3 show that the trailing edge 24 a of the upper door 24 is pivoted behind the trailing edge 24 a of the lower door 26 when the doors 24 , 26 are deployed . this can result from the asymmetrical positioning of the door &# 39 ; s pivots with reference to the horizontal center plane of the jet pipe 30 as disclosed , for instance , in applicant &# 39 ; s co - pending application ser . no . 11 / 534 , 202 , filed sep . 21 , 2006 . fig3 shows the deployed doors of fig2 from the rear . as can be seen in fig1 , the doors 24 , 26 are separated on each side by longitudinal fairings 34 , 36 . the fairings 34 , 36 cover the actuators , the various linkages and other parts in that area . they complete the outer mold line ( oml ) of the nacelle 20 when the doors 24 , 26 are stowed . the front fairings 34 are fixed and the rear fairings 36 are pivotable . the pivoting fairings 36 have trailing edges 36 a that meet the trailing edge of the jet pipe 30 for minimization of the base area . the trailing edges 36 a of the pivoting fairings 36 also form a substantially continuous outline with the trailing edges 24 a , 26 a of the doors 24 , 26 , which outline surrounds the propulsive jet outlet 28 . there are two pivoting fairings 36 on the thrust reverser 22 . one is inboard and the other is outboard . they are preferably mirror images of each other . the pivoting fairings 36 provide clearance for the ends of the trailing edge of the door that goes into the other door when they are deployed . this way , in the case of the illustrated example , the trailing edge 26 a of the lower door 26 can move into the upper door 24 without interference . fig4 to 6 illustrate various stages of the movement of one of the pivoting fairings 36 . the other parts are not shown in these figures for the sake of clarity . the pivoting fairing 36 is outwardly biased to its opened position and is pivotally connected at the rear of the upper door 24 . a torsion spring 40 , shown in fig2 b , can be used to generate the bias . other kinds of springs or arrangements are possible . the upper door 24 supports the spring 40 and devises ( not shown ) on which is hinged the pivoting fairing 36 . there are two supporting devises per pivoting fairing 36 and each fairing 36 is fitted with two associated hinges 42 , 44 , one located upstream the other one downstream of the fairing 36 . as shown in fig4 , the pivot axis of the pivoting fairing 36 of the illustrated embodiment defines an angle with reference to the central longitudinal axis of the nacelle 20 . the exact shape of the wall of the pivoting fairing 36 depends on the width required for the clearance of the lower door 26 in the deployed position . the hinge 44 located downstream is fitted with a follower arm 50 that can be on or off an inclined ramp 52 installed on the outer surface of a fixed structure , in this case the jet pipe arm 32 of the jet pipe 30 . the illustrated pivoting fairing 36 is also fitted with a locking tab 54 that engages the surface under the upper longitudinal edge 26 c of the lower door 26 for locking the pivoting fairing 36 in a stowed position when the doors 24 , 26 are stowed . the lower door 26 is consequently part of the locking mechanism of the pivoting fairing 36 . fig4 shows the doors 24 , 26 immediately before moving from their stowed position to their deployed position . the pivoting fairing 36 is urged to outwardly pivot around its own pivot axis under the action of its spring 40 . however , the pivoting fairing 36 is retained by its locking tab 54 that has not yet disengaged from the upper longitudinal edge 26 c the of lower door 26 . fig4 also shows that the arm 50 of the pivoting fairing 36 is above but not yet engaged on the ramp 52 of the jet pipe 30 . fig5 shows the doors 24 , 26 when in transit to their deployed position , and the locking tab 54 of the pivoting fairing 36 is now disengaged from the lower door 26 while the arm 50 is now engaging the ramp 52 on the jet pipe 30 . since the pivoting fairing 36 is spring loaded to its opened position and the spring 40 maintains the arm 50 in contact with the inclined surface of the ramp 52 that is fixed , the pivot angle of the fairing 36 is dictated by the relative position of the arm 50 on the ramp 52 . the ramp 52 has a decreasing height toward the rear and accordingly , the pivot angle of the fairing 36 increases as the doors 24 , 26 move closer to their deployed position . fig6 shows that the doors 24 , 26 are continuing their movement toward the deployed position , and the arm 50 is still resting on the ramp 52 but will eventually leave the ramp 52 at one point . a stop or another means can be provided to maintain the same pivot angle when the arm 50 leaves the ramp 52 . the trailing edge at the end of the ramp 52 can otherwise be inclined for redirecting the arm 50 on its surface when the doors 24 , 26 are moved back to the stowed position . it should be noted that the same figures can be used for explaining how the pivoting fairing 36 moves back to its locking position and is locked once again by the lower door 26 . as the doors 24 , 26 move from their deployed to their stowed positions , the pivoting fairing 36 stays opened until the arm 50 meets and rests on the ramp 52 of the jet pipe 30 , as in fig6 . as the doors 24 , 26 continue to transit toward their stowed position , the ramp 52 of the jet pipe 30 forces the pivoting fairing 36 to return progressively towards its stowed position , as in fig5 . at one point , the locking tab 54 of the pivoting fairing 36 engages the surface underneath the lower door 26 while the arm 50 of the pivoting fairing 36 moves off the ramp 52 but stays above it , as in fig4 . from this position to the fully stowed position of the doors 24 , 26 , the lower door 26 , via the locking tab 54 of the pivoting fairing 36 , drives it to its fully stowed position . locking the pivoting fairing 36 using the lower door 26 prevents it from fluttering during direct thrust . the above description is meant to be exemplary only , and one skilled in the art will recognize that many changes may also be made to the embodiments described without departing from the inventions disclosed . for instance , the exact shape of the illustrated elements ( nacelle , doors , etc .) may be different . although the doors are described herein and shown in the figures as being an upper reverser door and a lower reverser door movable in a vertical plane , doors can also be configured as left and rights door movable in a horizontal plane . likewise , the skilled reader will appreciate that it is possible to provide an arrangement in which the trailing edge of the lower door opens behind the trailing edge of the front door , as mentioned above , and other arrangements of the trailing edges are also available . other door arrangements employing the present invention are possible , as well , and therefore this description is not to be understood as limited to the door mounting orientation and configuration depicted , nor the target / bucket type depicted . the pivoting fairings can be attached to the lower door instead of the upper door in a thrust reverser designed so that the upper door goes into the lower door . other locking mechanisms can be devised than the one shown and described herein . still other modifications which fall within the scope of the present invention will be apparent to those skilled in the art , in light of a review of this disclosure , and such modifications are intended to fall within the appended claims .