The invention relates to the field of aviation, particularly to designs for vertical take-off and landing aircraft. A convertiplane comprises a fuselage, a pair of wings (a fore wing and an aft wing), propulsion systems comprising engines and propellers, a vertical stabilizer, a landing gear, and rotatable pylons. Two lifting propulsion systems are disposed on pylons having two degrees of freedom relative to the yaw and pitch angle on each side of the fuselage so as to be capable of being fixed in position and of retracting forward or backward into fuselage niches during horizontal flight. A marching propulsion system is installed on a pylon having one degree of freedom relative to the pitch angle so as to be capable of being fixed in position, or is completely fixed, and is capable of being disposed in either the nose part or the tail part of the fuselage, and likewise on the leading edge or the trailing edge of the vertical stabilizer. The invention allows for increasing reliability and service life, increasing flight distance, and decreasing production costs for the convertiplane.

The invention relates to the field of aviation, particularly to designs for vertical take-off and landing aircraft. A convertiplane comprises a fuselage, a pair of wings (a fore wing and an aft wing), propulsion systems comprising engines and propellers, a vertical stabilizer, a landing gear, and rotatable pylons. Two lifting propulsion systems are disposed on pylons having two degrees of freedom relative to the yaw and pitch angle on each side of the fuselage so as to be capable of being fixed in position and of retracting forward or backward into fuselage niches during horizontal flight. A marching propulsion system is installed on a pylon having one degree of freedom relative to the pitch angle so as to be capable of being fixed in position, or is completely fixed, and is capable of being disposed in either the nose part or the tail part of the fuselage, and likewise on the leading edge or the trailing edge of the vertical stabilizer. The invention allows for increasing reliability and service life, increasing flight distance, and decreasing production costs for the convertiplane.

The present invention relates to a free propeller assembly structure and an aircraft structure has the free propeller assembly. The free propeller assembly structure has at least one free propeller assembly. Each of the at least one free propeller assembly has a circular shaft, a main rotor, a signal transmitting device, and a rotor blade assembly. The main rotor has a shaft hole and multiple blade mounting structures radially disposed. Each blade mounting structure is provided with a positioning recess for mounting a driving motor in each positioning recess. The signal transmitting device includes multiple signal transmitters that are able to transmit interpretable electronic signals or photonic signals. The rotor blade assembly includes at least two rotor blades. One end of each rotor blade is connected with an open end of the positioning recesses of a corresponding one of the blade mounting structures

An autonomous propeller propulsion system for an aircraft. The autonomous system comprises a chassis with first attachment systems which engage with second attachment systems of the wing to ensure detachable attachment of the autonomous system, a fuel cell attached to the chassis, an electric motor attached to the chassis and having an output shaft, a propshaft rotated by the output shaft, a propeller attached to the propshaft, a controller converting an electric current delivered by the fuel cells into an electric current delivered to the electric motor, a hydrogen feed duct and an air feed duct, a set of auxiliary equipment, and a first connection arrangement, which connects with a second connection arrangement of the aircraft.

An autonomous propeller propulsion system for an aircraft. The autonomous system comprises a chassis with first attachment systems which engage with second attachment systems of the wing to ensure detachable attachment of the autonomous system, a fuel cell attached to the chassis, an electric motor attached to the chassis and having an output shaft, a propshaft rotated by the output shaft, a propeller attached to the propshaft, a controller converting an electric current delivered by the fuel cells into an electric current delivered to the electric motor, a hydrogen feed duct and an air feed duct, a set of auxiliary equipment, and a first connection arrangement, which connects with a second connection arrangement of the aircraft.

A T-tail joint assembly is described that is used to mechanically couple a left and right horizontal stabilizer to a vertical stabilizer. In one embodiment, the T-tail joint assembly comprises a plurality of lower rib chord members, each having a first base member, a first fin projecting from a first surface of the first base member, notches in the first fin proximate to ends of the first base member, and attachment members projecting from a second surface of the first base member that opposes the first surface. The T-tail joint assembly further comprises a plurality of upper rib chord member, each having a second base member, a second fin projecting from a surface of the second base member, and notches in the second fin proximate to ends of the second base member. The T-tail joint assembly further comprises a plurality of spar fittings disposed between the upper rib chord members and the lower rib chord members, wherein the spar fittings engage the notches in the first fin of the lower rib chord members and the notches in the second fin of the upper rib chord members, and a plurality of spar chords coupled to and separating pairs of the upper rib chord members and the lower rib chord members, wherein the plurality of spar chords is proximate to ends of the first base member and the second base member.

A T-tail joint assembly is described that is used to mechanically couple a left and right horizontal stabilizer to a vertical stabilizer. In one embodiment, the T-tail joint assembly comprises a plurality of lower rib chord members, each having a first base member, a first fin projecting from a first surface of the first base member, notches in the first fin proximate to ends of the first base member, and attachment members projecting from a second surface of the first base member that opposes the first surface. The T-tail joint assembly further comprises a plurality of upper rib chord member, each having a second base member, a second fin projecting from a surface of the second base member, and notches in the second fin proximate to ends of the second base member. The T-tail joint assembly further comprises a plurality of spar fittings disposed between the upper rib chord members and the lower rib chord members, wherein the spar fittings engage the notches in the first fin of the lower rib chord members and the notches in the second fin of the upper rib chord members, and a plurality of spar chords coupled to and separating pairs of the upper rib chord members and the lower rib chord members, wherein the plurality of spar chords is proximate to ends of the first base member and the second base member.

A flap support fairing system incorporates a fairing attached to a flap and deployed downward with the flap during flap extension. The fairing has an inboard butterfly portion mounted with an inboard hinge and an outboard butterfly portion mounted with in outboard hinge. A fairing deployment mechanism is responsive to flap extension and is configured to rotate the inboard butterfly portion laterally inboard about the inboard hinge relative to an airflow direction and to rotate the outboard butterfly portion laterally outboard about the outboard hinge relative to the airflow direction. Upon flap extension, rotation of the inboard and outboard butterfly portions reduces impingement of a core engine plume on the deployed fairing.

A flap support fairing system incorporates a fairing attached to a flap and deployed downward with the flap during flap extension. The fairing has an inboard butterfly portion mounted with an inboard hinge and an outboard butterfly portion mounted with in outboard hinge. A fairing deployment mechanism is responsive to flap extension and is configured to rotate the inboard butterfly portion laterally inboard about the inboard hinge relative to an airflow direction and to rotate the outboard butterfly portion laterally outboard about the outboard hinge relative to the airflow direction. Upon flap extension, rotation of the inboard and outboard butterfly portions reduces impingement of a core engine plume on the deployed fairing.

An embodiment is an aircraft, including at least a fuselage, a tail rotatably coupled to the fuselage, the tail coupled at an aft of the fuselage, and a tail actuator coupled to the fuselage and the tail, the tail actuator to transition the tail between an extended position and a retracted position.