An aircraft including a fuselage and an aft engine is provided. The fuselage extends from a forward end of the aircraft towards an aft end of the aircraft. The aft engine is mounted to the fuselage proximate the aft end of the aircraft and includes a fan and a nacelle. The fan is rotatable about a central axis of the aft engine and includes a plurality of fan blades. The nacelle of the aft engine surrounds the plurality of fan blades and defines a bottom portion having a forward end. Additionally, the nacelle defines a curved surface at the forward end of the bottom portion, the curved surface including a reference point where the curved surface defines the smallest radius of curvature. The nacelle further defines a normal reference line extending normal from the reference point. The normal reference line defines an angle with the central axis of the aft engine greater than zero to, e.g., allow for a maximum amount of airflow into the aft engine.

Propulsion assembly for an aircraft, comprising a fuselage extending along a longitudinal axis and enclosing an inner enclosure, at least one ducted engine fixed to the fuselage and comprising an air inlet section, the air inlet section being disposed at least partly in the inner enclosure, at least one plenum chamber disposed in the inner enclosure upstream of the air inlet section and in fluid communication with said air inlet section, at least one air intake formed on an outer wall of the fuselage, the inlet of the air intake being partly delimited by said outer wall of the fuselage, the air intake being configured to ingest external air and deflect it towards the plenum chamber.

An aircraft includes a fuselage, a wing structure and a tail assembly, and also at least one propeller having the general shape of a ring. The propeller includes a rotor formed by an annular element having blades projecting outwardly therefrom, and a likewise annular base coaxial to the annular element and on which the annular element can turn under the action of a driver. The base is coaxial to the fuselage and integrated into the shell constituting the fuselage. The blades of the rotor are arranged outside the shell.

An aircraft includes a fuselage, a wing structure and a tail assembly, and also at least one propeller having the general shape of a ring. The propeller includes a rotor formed by an annular element having blades projecting outwardly therefrom, and a likewise annular base coaxial to the annular element and on which the annular element can turn under the action of a driver. The base is coaxial to the fuselage and integrated into the shell constituting the fuselage. The blades of the rotor are arranged outside the shell.

A supporting structure arrangement for fastening an aircraft gas turbine engine to an aircraft, including: a supporting structural element of the aircraft engine and a supporting structure with at least one support and at least one bearing, by means of which the support can be connected or is connected to the aircraft, wherein the support can be connected or is connected rigidly to the supporting structural element of the aircraft engine by means of a connecting device.

Embodiments of the present application relate to the technical field of aircrafts and disclose a method and apparatus for yaw fusion and an aircraft. The method for yaw fusion is applicable to an aircraft and includes: acquiring global positioning system (GPS) data, inertial measurement unit (IMU) data, and magnetometer data, wherein the GPS data includes GPS location, velocity, acceleration information, and GPS velocity signal quality, and the IMU data includes IMU acceleration information and IMU angular velocity information; determining a corrected yaw according to the IMU data, the GPS data, and the magnetometer data; determining a magnetometer alignment deviation angle according to the magnetometer data, the GPS data, and the corrected yaw; determining a GPS realignment deviation angle according to the GPS data and the IMU acceleration information; and generating a fused yaw according to the corrected yaw, the magnetometer alignment deviation angle, and the GPS realignment deviation angle.

Embodiments of the present application relate to the technical field of aircrafts and disclose a method and apparatus for yaw fusion and an aircraft. The method for yaw fusion is applicable to an aircraft and includes: acquiring global positioning system (GPS) data, inertial measurement unit (IMU) data, and magnetometer data, wherein the GPS data includes GPS location, velocity, acceleration information, and GPS velocity signal quality, and the IMU data includes IMU acceleration information and IMU angular velocity information; determining a corrected yaw according to the IMU data, the GPS data, and the magnetometer data; determining a magnetometer alignment deviation angle according to the magnetometer data, the GPS data, and the corrected yaw; determining a GPS realignment deviation angle according to the GPS data and the IMU acceleration information; and generating a fused yaw according to the corrected yaw, the magnetometer alignment deviation angle, and the GPS realignment deviation angle.

The embodiment is an unmanned aerial vehicle. The unmanned aerial vehicle includes: an airframe, including first mounting portions, where the first mounting portion includes a first mounting body and connecting rods formed on the first mounting body, the connecting rods extending in a pitch axis direction; and a power assembly, including a first assembling body and eccentric wheels mounted on the first assembling body, where the eccentric wheel is rotatable between a first rotation position and a second rotation position of the first assembling body around a rotation axis of the first assembling body, the rotation axis being perpendicular to the pitch axis direction.

The embodiment is an unmanned aerial vehicle. The unmanned aerial vehicle includes: an airframe, including first mounting portions, where the first mounting portion includes a first mounting body and connecting rods formed on the first mounting body, the connecting rods extending in a pitch axis direction; and a power assembly, including a first assembling body and eccentric wheels mounted on the first assembling body, where the eccentric wheel is rotatable between a first rotation position and a second rotation position of the first assembling body around a rotation axis of the first assembling body, the rotation axis being perpendicular to the pitch axis direction.

The present invention relates to an airplane capable of hyper-short/vertical takeoff and landing (hyper-STOL/VTOL) and having non-rotatable vertical propulsions. It attempts to overcome a limitation of QuadPlane design by making efficient use of both horizontal and vertical propulsions during hovering and vertical flight.