Flying Car PPRW (Pipe Prop Rotary Wing) of the present invention transforms a road legal car into a true flying car for travels on and off roadways as well as travels in airways. Flying Car PPRW is mounted on top, powered from below, and has a smaller footprint of the road legal car for unrestricted roadway travels. Flying Car PPRW incorporates a general PPRW documented in patent application Ser. No. 16/128,537 filed on Sep. 12, 2018; and both Flying Car PPRW and the general PPRW are each a propeller driven propulsion engine in a pipe profile with props or propellers rotating in part as rotary wings. Flying Car PPRW enhances propulsion performances through the shaping of airflow field patterns around props and by the increased relative airflow velocities between props of interacting planet and sun airfoils. The PPRW props in rotations propels directional air for lift and thrust forces transversely through and across the pipe along the length of the pipe; and when vectored, the air thrust and lift forces are turned into variable lift and thrust forces for takeoffs, landings, and air flights of the true flying car travelling in airways.

Flying Car PPRW (Pipe Prop Rotary Wing) of the present invention transforms a road legal car into a true flying car for travels on and off roadways as well as travels in airways. Flying Car PPRW is mounted on top, powered from below, and has a smaller footprint of the road legal car for unrestricted roadway travels. Flying Car PPRW incorporates a general PPRW documented in patent application Ser. No. 16/128,537 filed on Sep. 12, 2018; and both Flying Car PPRW and the general PPRW are each a propeller driven propulsion engine in a pipe profile with props or propellers rotating in part as rotary wings. Flying Car PPRW enhances propulsion performances through the shaping of airflow field patterns around props and by the increased relative airflow velocities between props of interacting planet and sun airfoils. The PPRW props in rotations propels directional air for lift and thrust forces transversely through and across the pipe along the length of the pipe; and when vectored, the air thrust and lift forces are turned into variable lift and thrust forces for takeoffs, landings, and air flights of the true flying car travelling in airways.

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.

The ridge structure has ridge elements provided on a top face of a leading edge region directly downstream of a leading edge, which is a laminar flow region of a wing having a swept-back angle relative to a mainstream and provided with a leading edge, and extending in parallel toward downstream of the mainstream. When an angle of a ridgeline connecting vertexes of the ridge elements in an extending direction of the ridge elements relative to x direction is OR, an angle of a flow line of a boundary layer external edge of the mainstream relative to the x direction is θe, and an angle of a wavefront of stationary cross-flow instability, which is a mode in which a stationary disturbance amplifies inside a boundary layer of the surface and appears as a stationary vortex row, relative to the x direction is θcf, θR is between θe and θcf.

The ridge structure has ridge elements provided on a top face of a leading edge region directly downstream of a leading edge, which is a laminar flow region of a wing having a swept-back angle relative to a mainstream and provided with a leading edge, and extending in parallel toward downstream of the mainstream. When an angle of a ridgeline connecting vertexes of the ridge elements in an extending direction of the ridge elements relative to x direction is OR, an angle of a flow line of a boundary layer external edge of the mainstream relative to the x direction is θe, and an angle of a wavefront of stationary cross-flow instability, which is a mode in which a stationary disturbance amplifies inside a boundary layer of the surface and appears as a stationary vortex row, relative to the x direction is θcf, θR is between θe and θcf.

An aircraft comprising a wing having a spanwise lift distribution extending from a root to a tip, the lift distribution defining an inboard region defining a positive lift contribution, an outboard region defining a negative lift contribution, and an intermediate region defining a neutral lift contribution, the neutral region being spaced from the tip and from the root. A propulsion system is provided, comprising a wing mounted propulsor. The wing mounted propulsor has a rotational axis (x) positioned substantially at a span of the wing where a value of δLift/δSpan is at a maximum for the span of the wing, and may be located at the intermediate region along the span of the wing.

An aircraft comprising a wing having a spanwise lift distribution extending from a root to a tip, the lift distribution defining an inboard region defining a positive lift contribution, an outboard region defining a negative lift contribution, and an intermediate region defining a neutral lift contribution, the neutral region being spaced from the tip and from the root. A propulsion system is provided, comprising a wing mounted propulsor. The wing mounted propulsor has a rotational axis (x) positioned substantially at a span of the wing where a value of δLift/δSpan is at a maximum for the span of the wing, and may be located at the intermediate region along the span of the wing.

The invention discloses an aircraft generating a larger thrust and lift by fluid continuity. First open channels used to extend fluid paths are formed in front parts and/or middle parts of windward sides of wings of the aircraft and extend from sides, close to the fuselage, of the wings to sides, away from the fuselage, of the wings, and the first open channels are concave channels or convex channels, so that a pressure difference in a direction identical with a moving direction is generated from back to front due to different flow speeds of fluid flowing over the windward sides of the wings in a lengthwise direction and a widthwise direction to reduce fluid resistance, and a larger pressure difference and lift are generated due to different flow speeds on the windward sides and leeward sides of the wings.

The invention discloses an aircraft generating a larger thrust and lift by fluid continuity. First open channels used to extend fluid paths are formed in front parts and/or middle parts of windward sides of wings of the aircraft and extend from sides, close to the fuselage, of the wings to sides, away from the fuselage, of the wings, and the first open channels are concave channels or convex channels, so that a pressure difference in a direction identical with a moving direction is generated from back to front due to different flow speeds of fluid flowing over the windward sides of the wings in a lengthwise direction and a widthwise direction to reduce fluid resistance, and a larger pressure difference and lift are generated due to different flow speeds on the windward sides and leeward sides of the wings.

An aircraft wing (2) including a main wing (3) and a wing tip device (4) at the tip of the main wing (3), wherein the wing tip device (4) has a variation of leading edge droop with respect to unrolled span-wise position such that flow separation on the wing tip device (4) first occurs in an outboard region (O) of the wing tip device (4). The leading edge droop of the wing tip device (4) may be a maximum in an outboard region (O) of the wing tip device.