A tail sitter aircraft is described that comprises: a fuselage arranged vertically in a take-off/landing position and transversely to a vertical direction in a cruising position of the aircraft; a single wing; at least two first engines configured to exert respective first thrusts directed along respective first axes on the tail sitter; and at least two second engines rotating about respective second axes arranged above said first axes of the first engines, with reference to the cruising position; the at least two second engines being configured to exert respective second thrusts directed along respective second axes on the tail sitter; the first and second engines being carried by the single wing; the single wing comprises a first portion and a second portion mutually staggered from one another; the second portion being arranged above said first portion, with reference to said cruising position; said first portion comprises two half-wings, extending from opposite lateral sides of the fuselage; the wing further comprises a third portion arranged below said first portion with reference to said cruising position of said aircraft.

An aircraft structure (10) comprising a fuselage (24), first and second forward wings (20, 22) mounted to and/or extending from opposing sides of the fuselage (24), a continuous rear wing span (34) defining first and second rear wings (30, 32) and a central static connecting portion (36), a first wing connecting member (42) extending between the first forward wing (20) and the first rear wing (30), a second wing connecting member (42) extending between the second forward wing (22) and the second rear wing (32), wherein the rear wing span (34) is supported by a centrally located V tail joint defined by first and second angularly inclined arms (100, 110), first and second electric motors each having rotors, are mounted to each wing (20, 22, 30, 32), each rotor is pivotal between a first configuration for vertical flight, and a second configuration for forward flight.

An embodiment of the invention provides a method where retractable ducts or shrouds are extended over propeller(s) that are fixed in wing channels on an aircraft during takeoff and landing to increase flight safety and efficiency. Fully extending the duct or shroud during takeoff increases lift and upward thrust, while retracting the duct or shroud and stowing the duct or shroud inside of the wing during forward cruise decreases aircraft drag and increases lift. Duct or shroud extension during takeoff also enables critical safety and noise cancellation functionality. The method provided for safe and efficient takeoff can be applied in reverse order for safe and efficient landing.

An aircraft has an empennage and a folding system. The folding system has aerofoils and node bodies which are connected to one another. The aerofoils have at least two nose-side aerofoils and at least two tail-side aerofoils, of which one of the nose-side aerofoils and one of the tail-side aerofoils are port-side aerofoils and one of the nose-side aerofoils and one of the tail-side aerofoils are starboard-side aerofoils. The node bodies have fuselage-side node bodies and outer node bodies. The nose-side aerofoils and tail-side aerofoils are each articulated at a first end to an associated fuselage-side node body, and the nose-side aerofoils and tail-side aerofoils are each articulated at a second end to an outer node body. The tail-side node bodies are displaceable at least partially along an associated translation axis. The folding system functions as the empennage during flight.

An aerial vehicle adapted for vertical takeoff and landing using a set of wing mounted thrust producing elements for takeoff and landing. An aerial vehicle which is adapted to vertical takeoff with the rotors in a rotated, take-off attitude then transitions to a horizontal flight path, with the rotors rotated to a typical horizontal configuration. The aerial vehicle may have deployment mechanisms which deploy electric motor driven propellers from a forward facing to a vertical orientation. The deployment mechanisms deploy the rotor forward and up as they deploy from a forward flight configuration to a vertical thrust configuration.

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 vertical takeoff and landing and stationary flight, and substantially in a direction of a forward flight in a forward flight mode.

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 vertical takeoff and landing and stationary flight, and substantially in a direction of a forward flight in a forward flight mode.

An aerial vehicle adapted for vertical takeoff and landing using mounted thrust producing elements. An aerial vehicle which is adapted to vertical takeoff with the forward rotors in a rotated, take-off attitude then transitions to a horizontal flight path, with the rotors rotated to a typical horizontal configuration. The aerial vehicle uses one or more thrust producing elements on both of the right and the left sides. The aerial vehicle may have one or more front thrust producing elements and one or more rear thrust producing elements on both of the right and the left sides of a main vehicle body.

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.

A VTOL aircraft (1) having a fuselage (2) for transporting passengers and/or load, front and rear wings (3, 4) attached to the fuselage, a right connecting beam (5a) and a left connecting beam (5b), which connecting beams structurally connect the front wing and the rear wing, and which connecting beams are spaced apart from the fuselage, and at least two lifting units (M1-M6) on each one of the connecting beams. The lifting units each include at least one propeller (6b) and at least one motor (6a) driving the propeller, preferably an electric motor, and are arranged with their respective propeller axis in an essentially vertical orientation. The front wing, at least in portions thereof, has a sweep angle γ between γ=450 and γ=135°, and the rear wing, at least in portions thereof, has a forward sweep with sweep angle β≥30°.