A method for making an electroluminescent marking on an exterior wall of an aircraft, including a step of superpositioning of layers designed or configured to produce the electroluminescent marking on a first face of a flexible backing distinct from the aircraft to obtain a marking tape and a step of affixing the marking tape to the exterior wall of the aircraft. The disclosure herein also concerns a marking tape for the implementing of the method, a marking device obtained from the method, and an aircraft comprising the marking device.

An aircraft is provided including an airframe, an extending tail, and a counter rotating, coaxial main rotor assembly including an upper rotor assembly and a lower rotor assembly. A translational thrust system positioned at the extending tail, the translational thrust system providing translational thrust to the airframe. A horizontal stabilizer with a left elevator and right elevator positioned at the extending tail. A flight control computer to independently control one or more of the main rotor assembly and the elevator through a fly-by-wire control system. The flight control computer is configured to mix a collective pitch of the main rotor assembly and a deflection of the elevator.

A method of optimizing sections of a tail boom for a rotary wing aircraft, and also to a tail boom including such sections. The method comprises the step of creating a database characterizing standard sections for a tail boom that give precedence to minimizing a negative lift and/or to increasing a lateral force generated by the air stream from the main rotor of the aircraft flowing over the tail boom, a step of establishing looked-for aerodynamic and structural characteristics for said tail boom, and a step of defining the sections of the tail boom as a function of the standard sections and of the looked-for aerodynamic and structural characteristics. The tail boom as defined in this way optimizes the reduction in the negative lift and/or the increase in the lateral force generated by the air stream from the main rotor.

An aircraft includes an airframe having an extending tail, a counter rotating, coaxial main rotor assembly disposed at the airframe including an upper rotor assembly and a lower rotor assembly, and a translational thrust system positioned at the extending tail and providing translational thrust to the airframe, the translational thrust system including a propeller. A gearbox system is operably connected to the main rotor assembly and the propeller to drive rotation of the main rotor assembly and the propeller. The gearbox is configured to maintain a main rotor assembly tip speed below Mach 0.9 and a propeller helical tip speed below Mach 0.88.

An aircraft is provided including an airframe, an extending tail, and a counter rotating, coaxial main rotor assembly including an upper rotor assembly composed of a plurality of blades and a lower rotor assembly composed of a plurality of blades. A translational thrust system positioned at the extending tail, the translational thrust system providing translational thrust to the airframe. A flight control system to control the upper rotor assembly and the lower rotor assembly, wherein the flight control system is configured to control lift offset of the upper rotor assembly and the lower rotor assembly.

Disclosed in the present invention is a high-speed aircraft, comprising a shell and an engine, an outer fluid channel and an inner fluid channel being arranged in succession within the shell, the outer fluid channel and the inner fluid channel respectively connecting to the exterior by means of their own air vent; the outer fluid channel is connected to an air suction port of the engine, such that the pressure difference produced by the flow rate within the outer fluid channel being greater than the flow rate within the inner fluid channel acts as the driving force source of the aircraft. Also disclosed in the present invention is an aircraft having greater lift. The present invention provides an innovative method and apparatus for a driving force source obtained from fluid resistance, thus changing the mutual contradiction of a traditional driving apparatus directing external force to itself whilst also needing to use more driving force to overcome fluid resistance. The present invention changes the direction of fluid pressure, altering the condition that the amount of pressure dictates the size of the driving force source obtained; on this basis, a novel greater first and second lift source and driving force source are produced for use in an aircraft.

An aircraft (1) has at least one main wing (2) and at least one boom fuselage (3). The main wing has an aerofoil section having a leading edge (20), a trailing edge (21), a chord length extending between the leading edge and the trailing edge, a centre of lift (Lw), a flexural centre and a centre of mass. The centre of lift, the flexural centre and the centre of mass are located all within a region at most 4% of the chord length.

An aircraft includes a fuselage and first and second pairs of aerofoils, the aerofoils of each pair extend from opposing sides of the fuselage. Each aerofoil includes a first lift body and a second lift body which is arranged behind the first lift body in a direction of flow of the aerofoil. The second lift body is pivotable relative to the first lift body between a cruising flight position in which both lift bodies together define an elongate and substantially continuous cross section of the aerofoil in the direction of flow, and a take-off/landing position in which the second lift body is angled downwards relative to the first lift body in order to increase a lift of the aerofoil. At least one engine is arranged on the second lift body of at least one of the first and second pairs of aerofoils.

A mechanically simple rotor system is a novel mechanism that collectively drives the pitch of the rotor blades by combining the input from three separate servos. Each servo can be controlled by redundant control systems. This configuration reduces total error caused by any one system and allows the continuation of rotor pitch control in the event of one or more servo or system failures.

A multi-axis aircraft with a wind resistant unit includes a fuselage having an upper face and a lower face. The fuselage includes a central axis passing through the upper face and the lower face. A plurality of rotors is mounted to the fuselage. Each rotor includes a rotating axis parallel to the central axis. A wind resistant unit includes a plurality of wind barriers disposed in a radial direction perpendicular to a reference axis. Each wind barrier includes a plurality of rods fixed by at least one fixing member. Two adjacent rods have a passage therebetween. Each rod includes an axis proximal end facing the reference axis and an axis remote end remote to the reference axis. Each wind barrier includes a coupling end and an airflow diversion end. The coupling end is fixed by at least one coupling member to the upper face of the fuselage.