A self-righting aeronautical vehicle comprising a hollowed frame and a lift mechanism. The exterior of the frame and center of gravity are adapted to self-right the vehicle. The frame can include sealed, hollowed sections for use in bodies of water. The frame can be spherical in shape enabling inspection of internal surface of partially or fully enclosed structures. Inspection equipment can be integrated into the vehicle and acquired data can be stored or wirelessly communicated to a server. A controlled or other mass can be pivotally assembled to a pivot axle spanning across the interior of the frame. The pivot axis can rotate about a vertical axis (an axis perpendicular to the elongated axis). The propulsion mechanisms can be adapted for use as a terrestrial vehicle when enclosed in a sealed spherical shell.

A self-righting aeronautical vehicle comprising a hollowed frame and a lift mechanism. The exterior of the frame and center of gravity are adapted to self-right the vehicle. The frame can include sealed, hollowed sections for use in bodies of water. The frame can be spherical in shape enabling inspection of internal surface of partially or fully enclosed structures. Inspection equipment can be integrated into the vehicle and acquired data can be stored or wirelessly communicated to a server. A controlled or other mass can be pivotally assembled to a pivot axle spanning across the interior of the frame. The pivot axis can rotate about a vertical axis (an axis perpendicular to the elongated axis). The propulsion mechanisms can be adapted for use as a terrestrial vehicle when enclosed in a sealed spherical shell.

A rotor assembly for a multirotor aircraft, and a multirotor aircraft, are disclosed herein. The rotor assembly has a first motor having a first axis of rotation and a first propeller connected to the first motor. The rotor assembly has a second motor having a second axis of rotation, and a second propeller connected to the second motor. The second propeller is smaller in length than the first propeller. The first motor and the first propeller produce a greater proportion of a total lift thrust of the rotor assembly than the second motor and the second propeller. The multirotor aircraft includes an airframe and a plurality of the rotor assemblies mounted to the airframe.

A rotor assembly for a multirotor aircraft, and a multirotor aircraft, are disclosed herein. The rotor assembly has a first motor having a first axis of rotation and a first propeller connected to the first motor. The rotor assembly has a second motor having a second axis of rotation, and a second propeller connected to the second motor. The second propeller is smaller in length than the first propeller. The first motor and the first propeller produce a greater proportion of a total lift thrust of the rotor assembly than the second motor and the second propeller. The multirotor aircraft includes an airframe and a plurality of the rotor assemblies mounted to the airframe.

Disclosed is a helicopter having a longitudinal axis, a lateral axis and a vertical axis, a helicopter centre of mass and a maximum gross mass of less than 5000 kg, the helicopter comprising a fuselage elongate along the longitudinal axis, the fuselage comprising an aerodynamically shaped shell defining a front, a rear, a top and a bottom of the fuselage and a passenger cabin therein having two forward-facing front seating positions for the pilot and a co-pilot or a passenger, and forward-facing rear seating positions for at least 2 passengers, optionally 3 passengers; a primary fuel cell mounted substantially behind the passenger cabin; the front seating position for the pilot having a centre of mass at a first location substantially in front of the rotor hub location, and the primary fuel cell having a centre of mass at a second location substantially behind the rotor hub location; a landing gear arrangement; a power plant mounted substantially above and behind the passenger cabin, wherein the primary fuel cell is arranged to provide fuel to the power plant; and a secondary fuel cell having a centre of mass at a nose location in front of the rotor hub location by at least 1500 mm.

Disclosed is a helicopter having a longitudinal axis, a lateral axis and a vertical axis, a helicopter centre of mass and a maximum gross mass of less than 5000 kg, the helicopter comprising a fuselage elongate along the longitudinal axis, the fuselage comprising an aerodynamically shaped shell defining a front, a rear, a top and a bottom of the fuselage and a passenger cabin therein having two forward-facing front seating positions for the pilot and a co-pilot or a passenger, and forward-facing rear seating positions for at least 2 passengers, optionally 3 passengers; a primary fuel cell mounted substantially behind the passenger cabin; the front seating position for the pilot having a centre of mass at a first location substantially in front of the rotor hub location, and the primary fuel cell having a centre of mass at a second location substantially behind the rotor hub location; a landing gear arrangement; a power plant mounted substantially above and behind the passenger cabin, wherein the primary fuel cell is arranged to provide fuel to the power plant; and a secondary fuel cell having a centre of mass at a nose location in front of the rotor hub location by at least 1500 mm.

An input attitude associated with an input device of an aircraft is received. A supplemental attitude is generated, including by selecting a position-based supplemental attitude to be the supplemental attitude in the event the input device is in a disengaged state and selecting a velocity-based supplemental attitude to be the supplemental attitude in the event the input device is in an engaged state. The input attitude and the supplemental attitude are combined in order to obtain a combined attitude. The aircraft is controlled using the combined attitude.

An input attitude associated with an input device of an aircraft is received. A supplemental attitude is generated, including by selecting a position-based supplemental attitude to be the supplemental attitude in the event the input device is in a disengaged state and selecting a velocity-based supplemental attitude to be the supplemental attitude in the event the input device is in an engaged state. The input attitude and the supplemental attitude are combined in order to obtain a combined attitude. The aircraft is controlled using the combined attitude.

An aircraft nose gear-mounted flight control device promotes aircraft stability during low-speed phases of flight, including take-offs and landings. The flight control device is an operable airfoil secured to an aircraft nose gear, either to a vertical support strut or to a wheel axle thereof. The airfoil is deployed when the nose gear is deployed, and is retracted when the nose gear is retracted. Upon deployment, the airfoil is effective to at least provide aircraft pitch control. In some configurations, the airfoil deploys as two separate but mirror-imaged left and right airfoil components that move in concert to provide pitch control. In other configurations, the airfoil components move at relatively different angular rates and amounts to provide both pitch and roll control. The entire airfoil may be pivotal for pitch control, or may instead be fixed, but have moveable flaps or flap-like portions that provide pitch control.

A span-loaded, highly flexible flying wing, having horizontal control surfaces mounted aft of the wing on extended beams to form local pitch-control devices. Each of five spanwise wing segments of the wing has one or more motors and photovoltaic arrays, and produces its own lift independent of the other wing segments, to minimize inter-segment loads. Wing dihedral is controlled by separately controlling the local pitch-control devices consisting of a control surface on a boom, such that inboard and outboard wing segment pitch changes relative to each other, and thus relative inboard and outboard lift is varied.