A solar powered airship includes a cabin, at least one fuselage having an interior volume filled with a volume of a lighter-than-air gas such as helium, and a wing affixed to the fuselage. A plurality of solar panels are affixed to the wing and to the fuselage. A plurality of rotors are affixed to the wing, wherein each rotor is powered via an electric motor having a battery that is operably connected to the plurality of solar panels, thereby allowing for continuous flight. The solar powered airship may further include propellors, which may also be powered via the solar panels, or which may include gasoline powered motors. The solar powered airship can include various configurations and numbers of fuselages, wings, rotors, and propellors.

Various aerospace vehicle systems and methods are disclosed. In one embodiment, a fuel efficient, low emissions aerospace vehicle includes a fuselage having a fineness ration of equal to or greater than 8. The fuselage is comprised of at least 50% composite materials. The aerospace vehicle also includes a first wing, a second wing, and a third wing coupled to the fuselage, each wing having an aspect ratio of equal to or greater than 35. The wings each have a span within 10% of one another and an aspect ratio within 10% of one another. Each wing is comprised of at least 50% composite materials. The aerospace vehicle also includes at least one stabilizing unit coupled to the fuselage. The stabilizing unit includes first and second stabilizer surfaces configured in a V-tail configuration. The aerospace vehicle further includes at least one propulsion system.

Various aerospace vehicle systems and methods are disclosed. In one embodiment, a fuel efficient, low emissions aerospace vehicle includes a fuselage having a fineness ration of equal to or greater than 8. The fuselage is comprised of at least 50% composite materials. The aerospace vehicle also includes a first wing, a second wing, and a third wing coupled to the fuselage, each wing having an aspect ratio of equal to or greater than 35. The wings each have a span within 10% of one another and an aspect ratio within 10% of one another. Each wing is comprised of at least 50% composite materials. The aerospace vehicle also includes at least one stabilizing unit coupled to the fuselage. The stabilizing unit includes first and second stabilizer surfaces configured in a V-tail configuration. The aerospace vehicle further includes at least one propulsion system.

A vertical take-off and/or landing aircraft comprising: a fuselage having a longitudinal axis; a pair of semi-wings protruding from the fuselage in a transversal direction with respect to the longitudinal axis; a pair of a predetermined breaking areas of the semi-wings defining respective preferred rupture sections at which the respective semi-wings are designed to break, during operation, in a controlled way moving along a preferred collapse trajectory in the event of impact; and at least one fluidic line configured to convey at least one service fluid from and/or towards at least one said semi-wing and crossing at least one of said preferred rupture sections; the aircraft comprises a self-sealing coupling movable between a first configuration in which it enables the flow of said service fluid from and/or towards the semi-wing, and a second configuration in which it prevents the above-mentioned flow and the spilling of the service fluid from the fluidic line; the self-sealing coupling is movable from the first to the second configuration via the movement of the semi-wing along the preferred collapse trajectory.

A vertical take-off and/or landing aircraft comprising: a fuselage having a longitudinal axis; a pair of semi-wings protruding from the fuselage in a transversal direction with respect to the longitudinal axis; a pair of a predetermined breaking areas of the semi-wings defining respective preferred rupture sections at which the respective semi-wings are designed to break, during operation, in a controlled way moving along a preferred collapse trajectory in the event of impact; and at least one fluidic line configured to convey at least one service fluid from and/or towards at least one said semi-wing and crossing at least one of said preferred rupture sections; the aircraft comprises a self-sealing coupling movable between a first configuration in which it enables the flow of said service fluid from and/or towards the semi-wing, and a second configuration in which it prevents the above-mentioned flow and the spilling of the service fluid from the fluidic line; the self-sealing coupling is movable from the first to the second configuration via the movement of the semi-wing along the preferred collapse trajectory.

The present disclosure is directed to an aerodynamic stabilizer assembly for stabilizing an aft fan mounted to a fuselage of an aircraft. For example, the stabilizer assembly includes one or more generally horizontal stabilizers for mounting to a nacelle of the aft fan and the fuselage so as to stabilize the aft fan. Each of the generally horizontal stabilizers includes an inner portion and an outer portion. As such, the inner portions are mounted to a nacelle of the aft fan and the fuselage at a predetermined downward angle with respect to a central axis of the aft fan so as to direct airflow upwards and into the aft fan, the outer portion being mounted to the inner portion.

The present disclosure is directed to an aerodynamic stabilizer assembly for stabilizing an aft fan mounted to a fuselage of an aircraft. For example, the stabilizer assembly includes one or more generally horizontal stabilizers for mounting to a nacelle of the aft fan and the fuselage so as to stabilize the aft fan. Each of the generally horizontal stabilizers includes an inner portion and an outer portion. As such, the inner portions are mounted to a nacelle of the aft fan and the fuselage at a predetermined downward angle with respect to a central axis of the aft fan so as to direct airflow upwards and into the aft fan, the outer portion being mounted to the inner portion.

A dry bay sealing assembly is provided that includes a first end plate and a second end plate that are configured to be disposed on respective opposite first and second sides of a structural member proximate to a joint defined between the structural member and a fitting. The first end plate and the second end plate are configured to define an interior volume therebetween containing at least a portion of a fastener joining the structural member and the fitting. The first end plate and the second end plate are configured to cooperate with the structural member to seal the interior volume from an exterior volume.

A dry bay sealing assembly is provided that includes a first end plate and a second end plate that are configured to be disposed on respective opposite first and second sides of a structural member proximate to a joint defined between the structural member and a fitting. The first end plate and the second end plate are configured to define an interior volume therebetween containing at least a portion of a fastener joining the structural member and the fitting. The first end plate and the second end plate are configured to cooperate with the structural member to seal the interior volume from an exterior volume.

A fully articulable and adjustable swing arm assembly for a paramotor. The assembly includes a swing arm, a spherical bearing, an arm peg, and a pair of limiting disks. The arm peg extends through a central opening of the spherical bearing, and the pair of limiting disks are located proximate to the spherical bearing. The inner faces of the pair of limiting disks include a taper such that a clearance is formed between each of the opposing faces of the swing arm and a corresponding inner face of one of the limiting disks, permitting the swing arm to move in both a vertical and lateral direction. A lateral position of the swing arm assembly with respect to a frame of the paramotor is adjustable by sliding the arm peg into or out from an arm peg receiving block, which is then secured with a locking pin.