A drone-type air mobility vehicle includes a body, a plurality of rotors, and a plurality of rotor arms configured to connect the plurality of rotors to the body. The drone-type air mobility vehicle further includes: a plurality of air flaps provided in the rotor arms, respectively, and configured to be deployed downwards with the respect to the respective rotor arms by gas injected into the air flaps; and a controller configured to determine whether the rotors are abnormal, based on a yaw rate of the mobility vehicle and state information of the rotors, and the controller configured to determine whether to deploy the air flaps according to a result of the determination on whether the rotors are abnormal.

A High Altitude Pseudo Satellite (HAPS) aircraft is disclosed, the aircraft including at least one aeroelastic span loaded fixed wing, an aspect ratio greater than 15 and wing loading less than 6 kg/m.sup.2, where the at least one wing has a plurality of spoilers distributed across the span of the wing and each spoiler being chordwise located adjacent the centre of pressure of the wing. The HAPS aircraft further includes a control system for controlling the spoilers, sensors which allow at least one of the quantity or quantities selected from the group comprising the amount of lift at points or regions along the wing span the pitch and roll at points or regions along the wing span, the bending and torsional strain at points or regions along the wing span, or the net speed and roll and pitch angle of the wing to be determined by the control system, and the spoiler being activatable to reduce the lift experienced by the wing in the location of the spoiler in response to the quantities determined by control system.

A High Altitude Pseudo Satellite (HAPS) aircraft is disclosed, the aircraft including at least one aeroelastic span loaded fixed wing, an aspect ratio greater than 15 and wing loading less than 6 kg/m.sup.2, where the at least one wing has a plurality of spoilers distributed across the span of the wing and each spoiler being chordwise located adjacent the centre of pressure of the wing. The HAPS aircraft further includes a control system for controlling the spoilers, sensors which allow at least one of the quantity or quantities selected from the group comprising the amount of lift at points or regions along the wing span the pitch and roll at points or regions along the wing span, the bending and torsional strain at points or regions along the wing span, or the net speed and roll and pitch angle of the wing to be determined by the control system, and the spoiler being activatable to reduce the lift experienced by the wing in the location of the spoiler in response to the quantities determined by control system.

A control system for an aircraft includes a hydraulic pump, first hydraulic line, second hydraulic line, a first actuator coupled with a first control surface, a second actuator coupled with a second control surface, and a third actuator coupled with a third control surface. The first control surface and the second control surface are at a distance to each other and symmetrically relative to a symmetry axis. The third control surface is substantially on the symmetry axis, and the first hydraulic line and the second hydraulic line are connected to the hydraulic pump. The first actuator is connected to the first hydraulic line, and the second actuator is connected to the second hydraulic line. The third actuator is connected to the first hydraulic line downstream of the first actuator at a junction point, and the first hydraulic line at least partially includes a larger diameter than the second hydraulic line.

A control system for an aircraft includes a hydraulic pump, first hydraulic line, second hydraulic line, a first actuator coupled with a first control surface, a second actuator coupled with a second control surface, and a third actuator coupled with a third control surface. The first control surface and the second control surface are at a distance to each other and symmetrically relative to a symmetry axis. The third control surface is substantially on the symmetry axis, and the first hydraulic line and the second hydraulic line are connected to the hydraulic pump. The first actuator is connected to the first hydraulic line, and the second actuator is connected to the second hydraulic line. The third actuator is connected to the first hydraulic line downstream of the first actuator at a junction point, and the first hydraulic line at least partially includes a larger diameter than the second hydraulic line.

An aircraft that enables an efficient and safe transition from hovering to level-flight. The aircraft according to the present invention includes a lift generating part, a thrust generating part capable of flying and hovering, a connecting part that displaceably connects the lift generating part and the thrust generating part so that the lift generating part can maintain a positive angle of attack with respect to the flying direction at least at the time of ascending. The lift generating part is a wing part having a main surface, and at least at the time of hovering, a propulsion direction by the thrust generating part is along a direction obliquely intersecting the vertical direction. At least at the time of hovering, the propulsion direction and the main surface form an obtuse angle. At least at the time of hovering, the propulsion direction is along the vertical direction.

Installation of powered actuators in the leading edge of a control surface in order to have a better weight distribution. The systems described herein propose an actuation system with a static ground structure used to move a control surface of an aircraft. The actuation system, and the ground structure are aligned with the center of rotation of the control surface, providing the aircraft with flutter suppression. This proposal is an approach to use the actuator in a place favorable to the mass balancing and reducing or even dismissing the usage of mass balancing, saving weight and cost.

A system comprising an aerial vehicle or an unmanned aerial vehicle (UAV) configured to control pitch, roll, and/or yaw via airfoils having resiliently mounted trailing edges opposed by fuselage-house deflecting actuator horns. Embodiments include one or more rudder elements which may be rotatably attached and actuated by an effector member disposed within the fuselage housing and extendible in part to engage the one or more rudder elements.

A system comprising an aerial vehicle or an unmanned aerial vehicle (UAV) configured to control pitch, roll, and/or yaw via airfoils having resiliently mounted trailing edges opposed by fuselage-house deflecting actuator horns. Embodiments include one or more rudder elements which may be rotatably attached and actuated by an effector member disposed within the fuselage housing and extendible in part to engage the one or more rudder elements.

Installation of powered actuators in the leading edge of a control surface in order to have a better weight distribution. The systems described herein propose an actuation system with a static ground structure used to move a control surface of an aircraft. The actuation system, and the ground structure are aligned with the center of rotation of the control surface, providing the aircraft with flutter suppression. This proposal is an approach to use the actuator in a place favorable to the mass balancing and reducing or even dismissing the usage of mass balancing, saving weight and cost.