A variable camber wing for mounting to a vehicle chassis has an actuator shaft and a static pin extending from the chassis. The wing's nose segment defines a proximal edge and a distal edge and has a channel therethrough between the proximal and distal edges, an arcuate aperture therethrough aft of the channel, and a second aperture therethrough aft of the arcuate aperture. The wing has a first linkage defining a clevis on a proximal end and hingeably connected to the nose segment. The clevis can rotatably engage with the static pin extending through the arcuate aperture. A second linkage defines a second clevis on a proximal end and a distal edge. The second linkage is configured to hingeably connect to the first linkage.

A turbomachine includes a rotor and a stator, the stator having a plurality of profiled structures, each profiled structure being elongated in a direction of elongation in which the profiled structure has a length exposed to an airflow, and having a leading edge and/or a trailing edge, at least one of which is profiled and has, in said direction of elongation, serrations defined by a succession of peaks and troughs and having a geometric pattern transformed, over at least a part of said length exposed to the airflow, by successive scaling, via multiplicative factors, in the direction of elongation and/or transverse to the direction of elongation. The geometric pattern, as defined with reference to a radial distribution of the integral scale of the turbulence, evolves in a non-periodic manner.

A turbomachine includes a rotor and a stator, the stator having a plurality of profiled structures, each profiled structure being elongated in a direction of elongation in which the profiled structure has a length exposed to an airflow, and having a leading edge and/or a trailing edge, at least one of which is profiled and has, in said direction of elongation, serrations defined by a succession of peaks and troughs and having a geometric pattern transformed, over at least a part of said length exposed to the airflow, by successive scaling, via multiplicative factors, in the direction of elongation and/or transverse to the direction of elongation. The geometric pattern, as defined with reference to a radial distribution of the integral scale of the turbulence, evolves in a non-periodic manner.

A vertical take-off and landing (VTOL) aircraft has a first drivable configuration in which the pilot seat is positioned between the wings and facing the direction of forward travel. The VTOL may be driven in the first configuration as a normal automobile. In the first configuration the wings are aligned with the direction of forward travel and their surfaces are vertically oriented. In the first configuration, the VTOL may also attain altitude and be maneuvered using thrust from propulsion sources. In a second configuration, the pilot seat is rotated 90 degrees from the direction of forward travel to a direction of forward flight. Forward flight is achieved using thrust to rotate the wings from the vertical orientation to a lift-providing orientation. In concert with the rotation of the wings, the pilot seat is counter-rotated to maintain the seat facing the direction of forward flight.

A biplane flying device includes a fuselage, an upper wing, a lower wing, a first propulsion assembly and a second propulsion assembly. The upper wing is connected to one side of the fuselage. The upper wing has a first end and a second end opposite to each other. The lower wing is connected to the fuselage and opposite to the upper wing. The lower wing has a third end and a fourth end opposite to each other. The first end is opposite to the third end, and the second end is opposite to the fourth end. The first propulsion assembly is connected between the first end, the third end and the fuselage. The second propulsion assembly is connected between the second end, the fourth end and the fuselage.

A biplane flying device includes a fuselage, an upper wing, a lower wing, a first propulsion assembly and a second propulsion assembly. The upper wing is connected to one side of the fuselage. The upper wing has a first end and a second end opposite to each other. The lower wing is connected to the fuselage and opposite to the upper wing. The lower wing has a third end and a fourth end opposite to each other. The first end is opposite to the third end, and the second end is opposite to the fourth end. The first propulsion assembly is connected between the first end, the third end and the fuselage. The second propulsion assembly is connected between the second end, the fourth end and the fuselage.

The invention relates to the field of aeronautical engineering, specifically to convertiplanes. A convertiplane comprises a fuselage, a control system, aerodynamic outer wings with aerodynamic control surfaces, an all-moving foreplane with aerodynamic control surfaces, a tail plane, and propulsion systems with propellers. The propulsion systems with propellers are arranged rotatably on tips of the foreplane and on the tail plane. The convertiplane is designed to permit the aerodynamic centre of pressure and the resultant thrust vector to coincide. The convertiplane is designed to permit the mutual dynamic and static scalar control thereof by operating the aerodynamic control surfaces and thrust vectoring of each of the propulsion systems. The propulsion systems arranged on the tips of the foreplane are capable of counterrotation of the propeller and are capable of dynamically displacing the centre of pressure and are also capable of displacing the axis of rotation of the front propulsion systems in the ZX plane. The propulsion systems have an axial degree of freedom, and are also capable of independently of one another controlling thrust vectoring and revolutions by controlling the pitch angle of the blades and the diameter thereof.

An unmanned aerial vehicle (UAV) for gas transport is disclosed. The UAV includes a fuselage enclosing a volume, and a gas reservoir enclosed within the fuselage, filling at least a majority of the volume. The gas reservoir is configured to receive and store a gas at a pressure no greater than 100 bar. The UAV also includes a propulsion system having at least one engine, each of the at least one engine coupled to a prop that is driven by the at least one engine using energy derived from the gas stored in the gas reservoir. The UAV also includes a control system communicatively coupled to the propulsion system and configured to operate the unmanned aerial vehicle to autonomously transport the gas. The UAV may have a footprint while on the ground, and the footprint of the UAV may be no larger than three standard parking spaces.

An unmanned aerial vehicle (UAV) for gas transport is disclosed. The UAV includes a fuselage enclosing a volume, and a gas reservoir enclosed within the fuselage, filling at least a majority of the volume. The gas reservoir is configured to receive and store a gas at a pressure no greater than 100 bar. The UAV also includes a propulsion system having at least one engine, each of the at least one engine coupled to a prop that is driven by the at least one engine using energy derived from the gas stored in the gas reservoir. The UAV also includes a control system communicatively coupled to the propulsion system and configured to operate the unmanned aerial vehicle to autonomously transport the gas. The UAV may have a footprint while on the ground, and the footprint of the UAV may be no larger than three standard parking spaces.

A method of designing an external geometry of an aircraft lifting surface, including the steps of defining a geometric shape corresponding to an initial lifting surface according to a planform, wherein the initial lifting surface is defined by at least five geometry parameters and a plurality of shape modifier parameters of the lifting surface, modifying the geometric shape of the initial lifting surface by applying a spanwise function to a shape modifier parameter of the initial lifting surface to obtain a modified lifting surface, defining a thickness of an airfoil at a given span position along the span of the modified lifting surface obtained in the modifying step based on a predefined airfoil, and defining the external geometry of the aircraft final lifting surface by interpolating the airfoil along the span of the modified lifting surface via a transition function.