In one embodiment, systems and methods include an aircraft vehicle comprising a body, a first wing coupled to the body, and a second wing coupled to the body, wherein the second wing has a length greater than the first wing, wherein each of the first wing and the second wing comprises a plurality of segments, wherein the second wing comprises a wing pylon system. The wing pylon system comprises one of the plurality of segments of the second wing, a payload, and a pylon coupling the payload to the one of the plurality of segments, the pylon being disposed underneath the one of the plurality of segments, and the payload being disposed underneath the pylon. A center of lift and a center of gravity for the aircraft vehicle are aligned and each is offset from a central axis of the body.

An aircraft includes a fuselage including a front portion and a tail, the fuselage having a longitudinal axis, rotation about which is roll rotation, a lateral axis, rotation about which is pitch rotation, and a vertical axis, rotation about which is yaw rotation. The tail is substantially in one horizontal plane and has a lateral cross section shape of an airfoil. The aircraft includes at least one wing coupled to the fuselage, an engine pivotally coupled to the aircraft so that the engine is pivotable in the yaw rotation, and an actuator coupled to the engine arranged to pivot the engine in the yaw rotation.

An aircraft includes a closed wing, a fuselage at least partially disposed within a perimeter of the closed wing, and one or more spokes coupling the closed wing to the fuselage. A source of electric power is disposed within or attached to the closed wing, fuselage or one or more spokes. A plurality of electric motors are disposed within or attached to the one or more spokes in a distributed configuration. Each electric motor is connected to the source of electric power. A propeller is operably connected to each of the electric motors and proximate to a leading edge of the one or more spokes. One or more processors are communicably coupled to the plurality of electric motors. A longitudinal axis of the fuselage is substantially vertical in the vertical takeoff and landing and the stationary flight, and substantially in a direction of flight in the forward flight.

A multi-segment oblique flying wing aircraft which has three distinct segments including two outer wing segments and a central wing segment. The central segment may be thicker in the vertical direction and adapted to hold pilots and passengers. The outer wing segments may be substantially thinner and may taper as they progress outboard from the wing center. The multi-segment oblique flying wing aircraft be adapted for rotating into a high speed flight configuration, or may be adapted for take-off and cruise at a constant angle. In an extreme flight case, the central wing segment may rotate to a local sweep of ninety degrees.

Provided is a flight efficiency improving system for a compound helicopter with a rotor and fixed wings. In forward flight of the compound helicopter, the flight efficiency improving system does not perform a cyclic pitch control of the rotor so as to allow a difference in lift generated by the rotor between an advancing side and a retreating side of the rotor, or the flight efficiency improving system performs the cyclic pitch control to an extent that does not completely eliminate the difference. The fixed wings are provided respectively on left and right sides of a body and are asymmetric to each other so that influence of an aerodynamic interference between the rotor and the fixed wings is reduced.

An aircraft comprises a fuselage, first and second wing segments each having a leading edge and a trailing edge, a plurality of spokes coupling the fuselage to the first and second wing segments, one or more motors disposed within or attached to the plurality of spokes, and three or more propellers proximate to a leading edge of the plurality of spokes, distributed along the plurality of spokes, and operably connected to the motors to provide lift whenever the aircraft is in vertical takeoff and landing and stationary flight and provide thrust whenever the aircraft is in forward flight. When the aircraft is in vertical takeoff and landing and stationary flight, the fuselage is approximately vertical. When the aircraft is in forward flight, the fuselage is approximately in the direction of the forward flight and extends forward beyond the leading edges of the first wing segment and the second wing segment.