An autonomous unmanned aerial vehicle for land, sea and air use. The autonomous unmanned aerial vehicle is more specifically related to an unmanned aerial vehicle, wherein the autonomous unmanned aerial vehicle is configured to vertically take off and vertically land, fly with fixed wings and stay in the air silently for a long time by means of a balloon inflated behind it.

An adaptive guided wind sonde (AGWS) includes a main body defining a longitudinal axis including a nose end and a tail end including a body that has main wings attached. Secondary wings are on the nose end. A measurement and control system inside the body includes a Global Positioning System (GPS) for providing position and velocity, and an Inertial Measurement Unit (IMU) is for providing inertial measurements. A wing driver is for adjusting a position of at least one of the secondary wings or control surfaces when included on the main wings. A Meteorological Sensor Suite (MSS) is for providing environmental data. An adaptive controller receives data including the position, the velocity, the inertial measurements, and the environmental data for generating wind calculations including a wind speed and a wind direction, and for providing autopilot for the AGWS. Wireless communications is for wirelessly transmitting the wind calculations.

An autonomous unmanned aerial vehicle for land, sea and air use. The autonomous unmanned aerial vehicle is more specifically related to an unmanned aerial vehicle, wherein the autonomous unmanned aerial vehicle is configured to vertically take off and vertically land, fly with fixed wings and stay in the air silently for a long time by means of a balloon inflated behind it.

An adaptive guided wind sonde (AGWS) includes a main body defining a longitudinal axis including a nose end and a tail end including a body that has main wings attached. Secondary wings are on the nose end. A measurement and control system inside the body includes a Global Positioning System (GPS) for providing position and velocity, and an Inertial Measurement Unit (IMU) is for providing inertial measurements. A wing driver is for adjusting a position of at least one of the secondary wings or control surfaces when included on the main wings. A Meteorological Sensor Suite (MSS) is for providing environmental data. An adaptive controller receives data including the position, the velocity, the inertial measurements, and the environmental data for generating wind calculations including a wind speed and a wind direction, and for providing autopilot for the AGWS. Wireless communications is for wirelessly transmitting the wind calculations.

An autothrottle system to be interfaced with a full-authority digital engine control (FADEC) system having a command input that receives sensed power-control input (PCL) position signaling indicative of a manual throttle setting for an aircraft. The autothrottle system generates automated power command signaling that is synthesized to virtualize electrical characteristics of the sensed PCL position signaling such that the automated power command signaling is recognized by the FADEC system as sensed PCL position signaling.

The group of inventions relates to the field of aircraft. In each variant, a flying object (FO) comprises a body and wings. In a first variant, an FO comprises wings mounted so as to be capable of rotating the FO. In a second variant, an FO comprises a body on which is mounted a rim with side wings. In a third variant, an FO comprises wings in the shape of a triangular prism, one side of which is fastened to the body, and the other two sides of which are spherical with arcs of different radii. In a fourth variant, the FO comprises tail wings fastened to the body such that the exhaust gases from the nozzle impinge on the wings and create a force which rotates the FO.

Generally, an inventive aircraft (1) having at least a first lift body (2) and a second lift body (3) each controllably configurable to correspondingly generate an amount of lift (4) sufficient to remain aloft at a first elevation (5) and a second elevation (6) a sufficient distance apart (7) to subject the first lift body (2) and the second lift body (3) to sufficiently disparate fluid flow characteristics (8) to propel the aircraft (1).

Generally, an inventive aircraft (1) having at least a first lift body (2) and a second lift body (3) each controllably configurable to correspondingly generate an amount of lift (4) sufficient to remain aloft at a first elevation (5) and a second elevation (6) a sufficient distance apart (7) to subject the first lift body (2) and the second lift body (3) to sufficiently disparate fluid flow characteristics (8) to propel the aircraft (1).

An aircraft which has a supporting structure which has at least one fuselage, a wing structure and at least one drive apparatus. The drive apparatus has at least one propeller and a drive motor. The aircraft has at least one energy store for providing energy for operation of the drive apparatus. The at least one drive apparatus and the at least one energy store are mechanically connected to the supporting structure and/or the wing structure of the aircraft by a securing device.

An aircraft which has a supporting structure which has at least one fuselage, a wing structure and at least one drive apparatus. The drive apparatus has at least one propeller and a drive motor. The aircraft has at least one energy store for providing energy for operation of the drive apparatus. The at least one drive apparatus and the at least one energy store are mechanically connected to the supporting structure and/or the wing structure of the aircraft by a securing device.