An aircraft that includes a canard having a leading edge and a trailing edge, a forward swept and fixed wing having a trailing edge, and a plurality of tilt rotor submodules. The plurality of tilt rotor submodules includes a first tilt rotor submodule where the leading edge of the canard contacts the first tilt rotor submodule at position that is within a range of 40% to 60%, inclusive, of the length of the first tilt rotor submodule where 0% corresponds to a forward tip of the first tilt rotor submodule and 100% corresponds to an aft tip of the first tilt rotor submodule. The trailing edge of the canard contacts the first tilt rotor submodule at position that is within a range of 55% to 80%, inclusive, of the length of the first tilt rotor submodule. The plurality of tilt rotor submodules also includes a second tilt rotor submodule that is coupled to the trailing edge of the forward swept and fixed wing.

An aircraft is provided which includes a fuselage having a first wing with curved wingtips positioned above a second wing having curved wingtips. Rotor assemblies located in between the curved wingtips of the first and second wing, are employable to both provide vertical thrust for vertical take off of the aircraft and auto rotation to generate electric energy to recharge an onboard electric power supply. The first wing may be formed in a V-shape, and additional rotor assemblies to provide forward and vertical thrust to the airplane can be included on rotatable canards.

An aircraft is provided which includes a fuselage having a first wing with curved wingtips positioned above a second wing having curved wingtips. Rotor assemblies located in between the curved wingtips of the first and second wing, are employable to both provide vertical thrust for vertical take off of the aircraft and auto rotation to generate electric energy to recharge an onboard electric power supply. The first wing may be formed in a V-shape, and additional rotor assemblies to provide forward and vertical thrust to the airplane can be included on rotatable canards.

A long-distance drone is disclosed having a canard wing configuration with a cabin attached to a left main wing and a right main wing. There is a left forewing and a right forewing connected together to form a single-piece forewing. There is a left linear support connecting the left forewing to the left main wing, and a right linear support connecting the right forewing to the right main wing. A plurality of propellers is disposed on the left and the right linear supports.

A ground effect craft having a ground effect wing, a plurality of sponsons, and a control system is disclosed. The ground effect wing may include a fore ground effect wing and an aft ground effect wing. The ground effect wing may generate a stabilizing moment on at least one sponson to stabilize the around effect craft. The plurality of sponsons may be dynamically coupled to the body. The plurality of sponsons may be dynamically coupled to each other. The dynamic coupling may permit the sponsons to move relatively independent of the body and each other, thereby stabilizing the ground effect craft. The ground effect craft may include a stabilizing wing.

This invention relates to an airplane capable of hovering, hyper-short takeoff and landing (hyper-STOL) and vertical takeoff and landing (VTOL) while assuming a positive pitch angle. The airplane comprises at least a pair of wings, at least one vertical propulsor, and at least two horizontal propulsors whose thrust vectors are tiltable with a tilt angle that is adjustable from 0° to 76° relative to the airplane's longitudinal axis when viewed from a side view. The impeller of the vertical propulsor may be fixed-pitch or variable-pitch.

A vehicle, includes a main body. A fluid generator is coupled to the main body and produces a fluid stream. At least one tail conduit is fluidly coupled to the generator. First and second fore ejectors are coupled to the main body and respectively coupled to a starboard side and port side of the vehicle. The fore ejectors respectively comprise an outlet structure out of which fluid flows. At least one tail ejector is fluidly coupled to the tail conduit. The tail ejector comprises an outlet structure out of which fluid flows. A primary airfoil element includes a closed wing having a leading edge and a trailing edge. The leading and trailing edges of the closed wing define an interior region. The at least one propulsion device is at least partially disposed within the interior region.

A vehicle, includes a main body. A fluid generator is coupled to the main body and produces a fluid stream. At least one tail conduit is fluidly coupled to the generator. First and second fore ejectors are coupled to the main body and respectively coupled to a starboard side and port side of the vehicle. The fore ejectors respectively comprise an outlet structure out of which fluid flows. At least one tail ejector is fluidly coupled to the tail conduit. The tail ejector comprises an outlet structure out of which fluid flows. A primary airfoil element includes a closed wing having a leading edge and a trailing edge. The leading and trailing edges of the closed wing define an interior region. The at least one propulsion device is at least partially disposed within the interior region.

An electrical power distribution network of an electric power system of an aircraft is operated in at least one normal operation mode such that it provides for load sharing across electrical power sources (A, B, C, D) with respect to electrical loads (AA, BB, CC, DD), wherein the electrical power distribution network, in case of an electrical fault, is operated in at least one electrical failure mitigating operation mode, which provides for electric fault isolation, such that a network portion of the electrical power distribution network including the electrical fault is isolated from at least one other network portion of the of the electrical power distribution network.

An electrical power distribution network of an electric power system of an aircraft is operated in at least one normal operation mode such that it provides for load sharing across electrical power sources (A, B, C, D) with respect to electrical loads (AA, BB, CC, DD), wherein the electrical power distribution network, in case of an electrical fault, is operated in at least one electrical failure mitigating operation mode, which provides for electric fault isolation, such that a network portion of the electrical power distribution network including the electrical fault is isolated from at least one other network portion of the of the electrical power distribution network.