One embodiment is an aircraft operable in a hover mode and a cruise mode and including a fuselage; wings connected on opposite sides of the fuselage; a canard connected to the fuselage forward of the wings; forward propulsion systems connected to a trailing edge of the canard on opposite sides of the fuselage; aft propulsion systems connected to trailing edges of the wings; and wing-mounted propulsion systems connected to leading edges of the wings. The aft propulsion systems are tiltable between a first position when the aircraft is in the hover mode and a second position when the aircraft is in the cruise mode. Each of the propulsion systems includes a rotor assembly comprising a plurality of rotor blades. The propulsion systems are substantially equidistant from a center of gravity (CG) of the aircraft.

An aerodynamic structure for use on an upper surface of an aircraft wing is disclosed. The wing includes a slat operable between a stowed configuration in which the slat is stowed in a slat recess of the wing, and a deployed configuration in which the slat extends out of the slat recess. When the slat is in the deployed configuration, an end face of the slat recess is exposed, the end face intersecting with the upper surface of the wing at a recess edge. The aerodynamic structure, adjacent to the recess edge, has a volume shaped to encourage air flowing over the recess edge onto the upper surface during flight, to remain attached.

An aerodynamic structure for use on an upper surface of an aircraft wing is disclosed. The wing includes a slat operable between a stowed configuration in which the slat is stowed in a slat recess of the wing, and a deployed configuration in which the slat extends out of the slat recess. When the slat is in the deployed configuration, an end face of the slat recess is exposed, the end face intersecting with the upper surface of the wing at a recess edge. The aerodynamic structure, adjacent to the recess edge, has a volume shaped to encourage air flowing over the recess edge onto the upper surface during flight, to remain attached.

A wireless autopilot system includes an aircraft attachment device having a mounting plate for securement onto a flight control surface of an aircraft, and a flight control device that is hingedly connected to the aircraft attachment device. The flight control device including an airfoil that is connected to the mounting plate, and a steering tab that is connected to the trailing edge of the airfoil. A main body extends outward from the airfoil to function as an anti-flutter counterbalance. A servomotor is connected to the steering tab by an elongated rigid rod, and a controller having a wireless transceiver for communicating with an application on an externally located processor enabled device. Changes in the position of the servomotor during flight are instructed by the application, and result in a change to the orientation of the aircraft.

A wireless autopilot system includes an aircraft attachment device having a mounting plate for securement onto a flight control surface of an aircraft, and a flight control device that is hingedly connected to the aircraft attachment device. The flight control device including an airfoil that is connected to the mounting plate, and a steering tab that is connected to the trailing edge of the airfoil. A main body extends outward from the airfoil to function as an anti-flutter counterbalance. A servomotor is connected to the steering tab by an elongated rigid rod, and a controller having a wireless transceiver for communicating with an application on an externally located processor enabled device. Changes in the position of the servomotor during flight are instructed by the application, and result in a change to the orientation of the aircraft.

A system that improves on known systems for reducing output torque by a motor in the event of a jam may include an electromechanical actuator (EMA), a motor configured to drive the EMA and a controller. The controller may be coupled to the motor and configured to receive a speed of the EMA and a position of the EMA. The controller may be further configured to determine whether a jam of the EMA is imminent or is occurring according to the EMA speed, EMA position, and a known range of motion of the EMA, and to provide an input signal to the motor to reduce a torque of the motor if a jam of the EMA is imminent or is occurring.

A system that improves on known systems for reducing output torque by a motor in the event of a jam may include an electromechanical actuator (EMA), a motor configured to drive the EMA and a controller. The controller may be coupled to the motor and configured to receive a speed of the EMA and a position of the EMA. The controller may be further configured to determine whether a jam of the EMA is imminent or is occurring according to the EMA speed, EMA position, and a known range of motion of the EMA, and to provide an input signal to the motor to reduce a torque of the motor if a jam of the EMA is imminent or is occurring.

The invention relates to a wing for an airplane having at least two winglets, wherein a local angle of attack at the upstream winglet shall be reduced by a passive elastic morphing in heavy load conditions and wherein stall shall occur for the downstream winglet, then. Both serves for limiting and reducing the forces and torques produced by the winglets.

The invention relates to a wing for an airplane having at least two winglets, wherein a local angle of attack at the upstream winglet shall be reduced by a passive elastic morphing in heavy load conditions and wherein stall shall occur for the downstream winglet, then. Both serves for limiting and reducing the forces and torques produced by the winglets.

An aircraft is disclosed having a structure at least part of which is capable of generating aerodynamic lift. A body having a mass is movably mounted to a portion of the structure by an active support. The active support includes an actuator to move the body relative to the portion of the structure, and a controller for controlling movement of the actuator in response to a dynamic input. The active support provides a range of movement for the body in at least one degree of freedom. The actuator moves the body across the entire range of movement in that one degree of freedom in a time period of less than 3 seconds. The actuator moves the body sufficiently rapidly to generate an inertial force that is equal to or greater than any aerodynamic force generated by the body during that movement of the body. The active support may be used to reduce loads on the aircraft structure.