Embodiments are directed to a high speed, vertical lift aircraft that has vertical take-off and landing (VTOL) capability and is capable of converting to a forward-flight mode (e.g., prop-mode). The rotors blades can be folded for high speed forward flight propelled by a turbine engine (e.g., jet-mode). The rotor blades on the tail sitter aircraft have a “stop-fold” capability, which means that the rotor blades are stopped in flight and folded back to reduce drag. This allows the tail sitter aircraft to achieve a higher speed than a tilt-rotor aircraft. In some embodiments, the tail sitter aircraft achieves both rotor-borne flight and jet-borne flight by having two separate engines. An additional advantage of the tail-sitter aircraft versus a horizontally oriented fixed engine aircraft is that supplemental jet thrust can be used for take-off if desired.

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 pi lot seat is counter-rotated to maintain the seat facing the direction of forward flight.

A trailing edge flap actuation mechanism has a flap drive link with a first end pivotally coupled to a fore flap structure of a flap and a second end pivotally coupled to an underwing support structure. An aft tension link has a leading end pivotally coupled proximate an aft end of the underwing support structure and a trailing end coupled to a mid-section structure of the flap. An actuator, when actuated, rotates the flap drive link about a first pivot axle to move the flap between a retracted position and a deployed lowered position. The actuator, including a ball-screw drive shaft having a universal joint, is positioned in a cove above the underwing support structure whereby the extent that the underwing support structure protrudes below the wing is reduced.

A trailing edge flap actuation mechanism has a flap drive link with a first end pivotally coupled to a fore flap structure of a flap and a second end pivotally coupled to an underwing support structure. An aft tension link has a leading end pivotally coupled proximate an aft end of the underwing support structure and a trailing end coupled to a mid-section structure of the flap. An actuator, when actuated, rotates the flap drive link about a first pivot axle to move the flap between a retracted position and a deployed lowered position. The actuator, including a ball-screw drive shaft having a universal joint, is positioned in a cove above the underwing support structure whereby the extent that the underwing support structure protrudes below the wing is reduced.

A winglet system for a wing of an aircraft is provided. The winglet system comprises an attachment end for attachment to a main wing of the aircraft, an upper winglet and a lower winglet. The upper and lower winglets are staggered and also overlap one another along the chord of the attachment end. A spanwise profile of the lower winglet has a midpoint where a slope of the spanwise profile at a point outboard of the midpoint is inclined more upwardly than a slope of the spanwise profile at the midpoint. The configuration of the winglet system may provide benefits such as a reduced bending moment and reduced negative interference between the winglets while also managing ground clearance.

An aircraft defining a longitudinal centerline and extending between a forward end and an aft end is provided. The aircraft includes a fuselage extending longitudinally between the forward end of the aircraft and the aft end of the aircraft; a primary wing assembly extending laterally outwardly with respect to the longitudinal centerline from a portion of the fuselage; a first engine mounted to the primary wing assembly; and a first engine wing assembly extending outward from the first engine.

An aircraft defining a longitudinal centerline and extending between a forward end and an aft end is provided. The aircraft includes a fuselage extending longitudinally between the forward end of the aircraft and the aft end of the aircraft; a primary wing assembly extending laterally outwardly with respect to the longitudinal centerline from a portion of the fuselage; a first engine mounted to the primary wing assembly; and a first engine wing assembly extending outward from the first engine.

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.

An aircraft (5) including a wing (3) and a winglet (1) at the end of the wing, the winglet including: a root (7); a tip (9); a transition region (11) extending away from the root; and a wing-like region (13) extending from the distal end of the transition region to the tip. When the aircraft wing (3) is under the worst-case static loading, the tip of the winglet is located at the maximum spanwise extent of the winglet (1), but when the aircraft wing (3) is under the no-load condition, the wing-like region (13) is canted inboard such that the tip (9) of the winglet (1) is located inboard of the maximum spanwise extent of the winglet.

An aircraft (5) including a wing (3) and a winglet (1) at the end of the wing, the winglet including: a root (7); a tip (9); a transition region (11) extending away from the root; and a wing-like region (13) extending from the distal end of the transition region to the tip. When the aircraft wing (3) is under the worst-case static loading, the tip of the winglet is located at the maximum spanwise extent of the winglet (1), but when the aircraft wing (3) is under the no-load condition, the wing-like region (13) is canted inboard such that the tip (9) of the winglet (1) is located inboard of the maximum spanwise extent of the winglet.