The present disclosure relates to a flying vehicle comprising an annular hollow outer body having an outer circumferential open portion and an inner circumferential open portion; a blade system disposed in the outer body and configured to allow air flow from the outer circumferential open portion to the inner circumferential open portion; a first magnetic system configured to enable the blade system to be kept to have a clearance with the annular hollow outer body and to be kept in a floated state using a first magnetic force; a second magnetic system configured to allow the blade system to rotate using a second magnetic force; and a steering system configured to allow air discharged from the inner circumferential open portion via the blade system to flow upwardly or downwardly.

An aircraft includes an airframe having at least one wing. A distributed propulsion system is attached to the airframe and includes first and second pluralities of propulsion assemblies. In a vertical takeoff and landing flight mode, each of the propulsion assemblies generates vertical thrust with rotor assemblies of the first plurality of propulsion assemblies rotating in a horizontal plane and rotor assemblies of the second plurality of propulsion assemblies rotating in a parallel horizontal plane. In a forward flight mode, each of the propulsion assemblies generates forward thrust with the rotor assemblies of the first plurality of propulsion assemblies rotating in a vertical plane and the rotor assemblies of the second plurality of propulsion assemblies rotating in a parallel vertical plane. In both the vertical takeoff and landing flight mode and the forward flight mode, a pod assembly coupled to the airframe remains in a generally horizontal attitude.

An aircraft includes an airframe having at least one wing. A distributed propulsion system is attached to the airframe and includes first and second pluralities of propulsion assemblies. In a vertical takeoff and landing flight mode, each of the propulsion assemblies generates vertical thrust with rotor assemblies of the first plurality of propulsion assemblies rotating in a horizontal plane and rotor assemblies of the second plurality of propulsion assemblies rotating in a parallel horizontal plane. In a forward flight mode, each of the propulsion assemblies generates forward thrust with the rotor assemblies of the first plurality of propulsion assemblies rotating in a vertical plane and the rotor assemblies of the second plurality of propulsion assemblies rotating in a parallel vertical plane. In both the vertical takeoff and landing flight mode and the forward flight mode, a pod assembly coupled to the airframe remains in a generally horizontal attitude.

An aircraft capable of vertical takeoff and landing, stationary flight and forward flight, includes a closed wing that provides lift whenever the aircraft is in forward flight, 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. One or more motors are disposed within or attached to the spokes. Three or more propellers are proximate to a leading edge of the one or more spokes, distributed along the one or more spokes, and operably connected to the one or more 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.

An aircraft capable of vertical takeoff and landing, stationary flight and forward flight, includes a closed wing that provides lift whenever the aircraft is in forward flight, 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. One or more motors are disposed within or attached to the spokes. Three or more propellers are proximate to a leading edge of the one or more spokes, distributed along the one or more spokes, and operably connected to the one or more 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.

Systems and methods to reduce aerodynamic drag and/or affect flight characteristics of an aerial vehicle may include adjustable fairings associated with one or more components of the aerial vehicle. The adjustable fairings may be coupled to and at least partially surround a motor, propulsion mechanism, motor arm, strut, or other component of an aerial vehicle. In addition, the adjustable fairings may be passively movable between two or more positions responsive to airflow around the fairings, and/or the adjustable fairings may be actively moved between two more positions to affect flight characteristics. Further, the adjustable fairings may include actuatable elements to alter a portion of an outer surface of the fairings to thereby affect flight characteristics. In this manner, adjustable fairings associated with various components of an aerial vehicle may reduce aerodynamic drag and/or may improve control and safety of an aerial vehicle.

An airframe design may include a bonded frame or assembly, and one or more components that may be removably attached to the bonded frame. The bonded frame may include struts, central bulkheads, a tail section, a plurality of wing sections, and motor mounts that are adhered together using adhesive. The one or more attachable components may include a forward fuselage, motors, propellers, motor pod fairings, stabilizer fins, and landing gear that are attached using fasteners. The bonded frame may reduce the number of parts of the airframe design and may also reduce complexity, cost, and weight, while also increasing stiffness and strength. Further, the various attachable components may facilitate fabrication, assembly, and maintenance of an aerial vehicle having the airframe design.

This disclosure describes a configuration of an aerial vehicle, such as an unmanned aerial vehicle, in which one or more of the propellers are positioned within a duct that includes an active airflow channel within the interior of the duct. The active airflow channel actively moves within the duct so that it remains aligned with the tips of the blades of the propeller within the duct. As the propeller and the active airflow channel rotate, at least some of the airflow structures (e.g., vortices) shed from the blades of the propeller are collected by the active airflow channel and channeled away from the propeller so that a following blade of the propeller does not pass through the collected airflow structures.

Aircraft configuration by applying the following method steps for improving the conventional box wing aircraft concept: dividing both the backward swept front and the forward swept rear wings into root and tip sections, wherein the tip sections (34) of the front wings are more backward swept than the root sections (37), and the tip sections (35) of the rear wings are more forward swept than the root sections (38). Preferred embodiments comprise moving the front wing to the nose and the rear wing towards the rear end of a long fuselage; adding a middle wing and thereby decreasing the wingspan by one third; dividing the middle wing into a backward swept root section (28) and two tip sections (29,30), one forward and another backward swept. The four wingtips on each side are interconnected by a wingtip fence (26), obtaining seven closed frame structures, as well as seven aerodynamic channels for the stream flow.

An aircraft includes a fuselage having an upper surface and a lower surface that define an airfoil shape in cross-section along a vertical plane such that horizontal movement of the fuselage through air produces a lift force in a vertical direction. The aircraft also includes a plurality of modules attached to the fuselage. Each module includes an upper jet engine directed above the upper surface of the fuselage and an opposed lower jet engine directed below the lower surface of the fuselage.