Systems and methods for loading a cargo aircraft are described. The system includes at least one rail disposed in an interior cargo bay of a cargo aircraft that extends at an angle relative to an interior bottom contact surface of a forward portion of the interior cargo bay, through a kinked portion and an aft portion of the interior cargo bay. Payload-receiving fixtures are described that can be used in conjunction with the rail system, allowing for large cargo, such as wind turbine blades, to be transported by aircraft. Methods of loading a cargo aircraft can include advancing the large payload into the interior cargo bay of the aircraft such that at least one of the payload-receiving fixtures rises relative to a plane defined by the interior bottom contact surface of the forward portion of the interior cargo bay. Various systems, methods, components, and related tooling are also provided.

A liquid propelled unmanned aerial vehicle includes a carrier and a nozzle assembly mounted to the carrier. The nozzle assembly includes a nozzle adapted to eject a liquid propulsion jet, and a liquid inlet connection in fluid communication with the nozzle to connect the nozzle assembly to a pressurized liquid source. The nozzle has a variable orientation relative to the carrier. A control unit is operationally connected to the moveable nozzle so as to control the orientation of the nozzle and thereby the direction of the propulsion jet. A stabilising weight is suspended from the carrier and arranged such that a centre of gravity of the aerial vehicle is located in use below the nozzle.

A liquid propelled unmanned aerial vehicle includes a carrier and a nozzle assembly mounted to the carrier. The nozzle assembly includes a nozzle adapted to eject a liquid propulsion jet, and a liquid inlet connection in fluid communication with the nozzle to connect the nozzle assembly to a pressurized liquid source. The nozzle has a variable orientation relative to the carrier. A control unit is operationally connected to the moveable nozzle so as to control the orientation of the nozzle and thereby the direction of the propulsion jet. A stabilising weight is suspended from the carrier and arranged such that a centre of gravity of the aerial vehicle is located in use below the nozzle.

A movable ballast system for an aircraft includes first and second ballast docks secured to the aircraft. The first ballast dock includes a first housing and a first ballast tray and a first stop plate secured within the first housing. The first ballast tray includes a plurality of channels. The second ballast dock is positioned aft of a CG of the aircraft and includes a second housing and a second ballast tray and a second stop plate secured within the second housing. The second ballast tray includes a plurality of channels. The movable ballast system includes a plurality of movable ballasts, each movable ballast of the plurality of movable ballasts being configured to fit within at least one channel of each of the plurality of channels of the first and second ballast trays.

A movable ballast system for an aircraft includes first and second ballast docks secured to the aircraft. The first ballast dock includes a first housing and a first ballast tray and a first stop plate secured within the first housing. The first ballast tray includes a plurality of channels. The second ballast dock is positioned aft of a CG of the aircraft and includes a second housing and a second ballast tray and a second stop plate secured within the second housing. The second ballast tray includes a plurality of channels. The movable ballast system includes a plurality of movable ballasts, each movable ballast of the plurality of movable ballasts being configured to fit within at least one channel of each of the plurality of channels of the first and second ballast trays.

A movable ballast system for an aircraft includes first and second ballast docks secured to the aircraft. The first ballast dock includes a first housing and a first ballast tray secured within the first housing. The first ballast tray includes a plurality of channels. The second ballast dock is positioned aft of a CG of the aircraft and includes a second housing and a second ballast tray secured within the second housing. The second ballast tray includes a plurality of channels. The movable ballast system includes a plurality of movable ballasts, each movable ballast of the plurality of movable ballasts being configured to fit within at least one channel of each of the plurality of channels of the first and second ballast trays.

A fixed-wing cargo aircraft having a kinked fuselage to extend the useable length of a continuous interior cargo bay while still meeting a tailstrike requirement is disclosed. The fuselage defines a continuous interior cargo bay along a majority of its length and a pitch axis about which the cargo aircraft rotates during takeoff while still on the ground. The fuselage includes a forward portion defining longitudinal-lateral plane of the cargo aircraft an aft portion extending aft from the pitch axis to the aft end and containing an aft region of the continuous interior cargo bay that extends along a majority of a length of the aft portion. The aft portion has a centerline extending above the forward upper surface of the aircraft.

According to one aspect of the present disclosure, an apparatus for shifting a center of gravity of an aircraft is disclosed. The apparatus includes a propulsion component, a moveable ballast component, and an assembly configured to translate the moveable ballast component. The propulsion component is configured to assist in transitioning the aircraft between a first mobility phase and a second mobility phase. The assembly is configured to translate the moveable ballast component between an aft position and a forward position of the aircraft based on the aircraft transitioning between the first mobility phase and the second mobility phase to shift the center of gravity of the aircraft along a longitudinal axis of the aircraft.

According to one aspect of the present disclosure, an apparatus for shifting a center of gravity of an aircraft is disclosed. The apparatus includes a propulsion component, a moveable ballast component, and an assembly configured to translate the moveable ballast component. The propulsion component is configured to assist in transitioning the aircraft between a first mobility phase and a second mobility phase. The assembly is configured to translate the moveable ballast component between an aft position and a forward position of the aircraft based on the aircraft transitioning between the first mobility phase and the second mobility phase to shift the center of gravity of the aircraft along a longitudinal axis of the aircraft.

An aircraft for vertical take-off and landing includes an aircraft frame having an open frame portion, at least one vertical thruster, a pod, separable from the aircraft and including a cabin to contain at least one of cargo and passengers, where the pod, when mounted to the aircraft, defines at least a portion of the aircraft frame, and a mounting system including at least one attachment member configured to attach the pod to the open frame portion. Such aircraft is capable of flight with and without the pod.