A system and a method for improving a stall margin of an aircraft during a climb phase of flight are disclosed. In one embodiment, the method comprises using data indicative of a phase of flight of the aircraft and data indicative of an angle-of-attack, and automatically commanding a deployment of leading edge slats movably attached to wings of the aircraft when the following conditions are true: the aircraft is in a climb phase of flight; and the angle-of-attack equals or exceeds a predefined deployment angle-of-attack threshold value.

An unmanned vehicle including a vehicle body, a propulsion system, a maneuvering system, a vehicle control system, a buoyancy control system, a sensor system, and at least one power supply is disclosed. The propulsion system, maneuvering system, vehicle control system, buoyancy control system, sensor system, and power supply are carried by the vehicle body. The sensor system includes a sensor adapted to detect an item of interest and provide an item of interest signal to the vehicle control system. The vehicle control system is adapted to receive the item of interest signal, identify an item of interest classification and provide a classification signal. The classification signal is determined by the item of interest classification and is utilized by the propulsion system, maneuvering system, vehicle control system, or buoyancy control system to avoid physical, electrical, acoustic, or thermal detection of the unmanned vehicle by the item of interest.

The flying object according to one embodiment comprises: a main body; a main wing formed on a side surface of the main body; a duct-shaped first propulsion part which is provided outside the main wing and can be tilted; a second propulsion part arranged behind the main body; horizontal tail wings formed on both side surfaces of the second propulsion part; and a control part for controlling the movement of the first propulsion part, second propulsion part, and horizontal tail wings, wherein the control part controls the second propulsion part and the horizontal tail wings according to the tilt angle of the first propulsion part.

The flying object according to one embodiment comprises: a main body; a main wing formed on a side surface of the main body; a duct-shaped first propulsion part which is provided outside the main wing and can be tilted; a second propulsion part arranged behind the main body; horizontal tail wings formed on both side surfaces of the second propulsion part; and a control part for controlling the movement of the first propulsion part, second propulsion part, and horizontal tail wings, wherein the control part controls the second propulsion part and the horizontal tail wings according to the tilt angle of the first propulsion part.

The present disclosure relates to a vertical takeoff and landing (VTOL) aircraft (100) and a propulsion system (600) thereof. The propulsion system (600) comprises a primary rotor (108) configured to couple to an airframe (102) and oriented to generate a vertical thrust relative to the airframe (102), a drivetrain (626) operably coupled to an engine (602) and configured to mechanically drive the primary rotor (108), and a plurality of tiltable secondary rotor assemblies (114) configured to be disposed about the primary rotor (108). The primary rotor (108) comprises a plurality of collective-only variable-pitch blades. Each of the plurality of tiltable secondary rotor assemblies (114) may have a secondary rotor (116) and an electric motor (608) to drive the secondary rotor (116). An electric generator (606) operably coupled to the engine (602) or to the drivetrain (626) may be configured generate electric power for each electric motor (608) of the plurality of tiltable secondary rotor assemblies (114). Each of the plurality of tiltable secondary rotor assemblies (114) is configured to tilt between a vertical configuration (200b) and a horizontal configuration (200a) as a function of a phase of flight of the VTOL aircraft (100).

A land-and-air vehicle configured to switch between a first form to be taken during ground traveling and a second form to be taken during flight includes a main body, a main wing unit, an operation unit, and a controller. The controller is configured to control, on the basis of an operation performed on the operation unit by an operator, a behavior of the land-and-air vehicle during the ground traveling and during the flight. The operation unit includes a handle and a step. The handle of the operation unit includes a throttle unit. The controller is configured to control, both during the ground traveling and during the flight, yawing of the land-and-air vehicle in response to an operation performed on the handle, and to control thrust for the land-and-air vehicle during the flight in response to an operation performed on the throttle unit.

A multirotor aircraft that includes a chassis, three or more vertical rotors, one or more free wings and one or more fixed horizontal rotor. The free wing is attached to the chassis by an axial connection so that the angle of the free wing is changed relative to the chassis according the flow of air over the free wing. The fixed horizontal rotor enables the multirotor aircraft to lower and climb while flying forward at a stable horizontal pitch of the chassis.

Noise-abatement for a leading edge wing slat is provided by a noise-abatement airflow shield integral with the lower trailing edge of the slat, wherein the shield is reciprocally autonomously curveable from a substantially planar configuration when the slat is in a retracted position thereof and into a convexly curved configuration when the slat is in a deployed position thereof.

Noise-abatement for a leading edge wing slat is provided by a noise-abatement airflow shield integral with the lower trailing edge of the slat, wherein the shield is reciprocally autonomously curveable from a substantially planar configuration when the slat is in a retracted position thereof and into a convexly curved configuration when the slat is in a deployed position thereof.

An aircraft is configured with a propulsion system having a rotor with both cyclic and collective control, and an axis of rotation about which the propulsion system rotates with respect to the fuselage. A control system is configured to use torque generated through cyclic control of the rotor to reposition the propulsion system around the axis of rotation without the need for an independent actuator mechanism to rotate the propulsion system, thus reducing the weight and mechanical complexity of the aircraft. The control system may also utilize the torque provided by one or more rotors to position one or more wings with respect to the airflow over the aircraft, exerting torque on the aircraft to control the direction of the aircraft.