An aircraft having a longitudinal axis determining a fore-aft direction, comprising at least two floats configured to support the aircraft on a ground medium located below the floats with a ground-facing side of the floats, wherein each float comprises: a first support wheel and a second support wheel, the first support wheel being located within the float further in the fore direction than the second support wheel, wherein at least the first support wheel is located within the float so that it protrudes partly out of the ground-facing side of the float; wherein the first support wheel protrudes out of the ground-facing side of the float so that an angle between a first line z1 tangential to a float profile line, intersecting the float profile line in front of the first support wheel on the ground-facing side, which has the smallest angle with respect to the horizontal axis of the float, and which intersects the profile line within a circle C concentric with the first support wheel and of a radius 2R being two times larger than a radius R of the first support wheel, the first line z1 intersecting the circumference of the first support wheel in point B, and a second line z2 tangential to the circumference of the first support wheel point B, wherein the first line z1 and the second line z2 are comprised within the same, vertical plane, which is parallel to the fore-aft direction, is comprised in a range 145-175.

An aircraft having a longitudinal axis determining a fore-aft direction, comprising at least two floats configured to support the aircraft on a ground medium located below the floats with a ground-facing side of the floats, wherein each float comprises: a first support wheel and a second support wheel, the first support wheel being located within the float further in the fore direction than the second support wheel, wherein at least the first support wheel is located within the float so that it protrudes partly out of the ground-facing side of the float; wherein the first support wheel protrudes out of the ground-facing side of the float so that an angle between a first line z1 tangential to a float profile line, intersecting the float profile line in front of the first support wheel on the ground-facing side, which has the smallest angle with respect to the horizontal axis of the float, and which intersects the profile line within a circle C concentric with the first support wheel and of a radius 2R being two times larger than a radius R of the first support wheel, the first line z1 intersecting the circumference of the first support wheel in point B, and a second line z2 tangential to the circumference of the first support wheel point B, wherein the first line z1 and the second line z2 are comprised within the same, vertical plane, which is parallel to the fore-aft direction, is comprised in a range 145-175.

A helicopter includes a propulsion system, gimbal assembly, and a controller. The propulsion system includes a first rotor assembly and a second rotor assembly. The first rotor assembly comprises a first motor coupled to a first rotor and the second rotor assembly comprises a second motor coupled to a second rotor. The second rotor is coaxial to the first rotor and is configured to be counter-rotating to the first rotor. The gimbal assembly couples a fuselage of the helicopter to the propulsion system. The controller is communicably coupled to the gimbal assembly and is configured to provide instructions to the gimbal assembly in order to weight-shift the fuselage of the helicopter, thereby controlling movements of the helicopter.

A helicopter includes a propulsion system, gimbal assembly, and a controller. The propulsion system includes a first rotor assembly and a second rotor assembly. The first rotor assembly comprises a first motor coupled to a first rotor and the second rotor assembly comprises a second motor coupled to a second rotor. The second rotor is coaxial to the first rotor and is configured to be counter-rotating to the first rotor. The gimbal assembly couples a fuselage of the helicopter to the propulsion system. The controller is communicably coupled to the gimbal assembly and is configured to provide instructions to the gimbal assembly in order to weight-shift the fuselage of the helicopter, thereby controlling movements of the helicopter.

A ground manoeuvering device comprises a housing with a fastening device for the skid, a hydraulic apparatus as well as an outer wheel and an inner wheel on two aligned horizontal axles on the hydraulic apparatus, respectively one on the inside and one on the outside beside the skid. The hydraulic apparatus comprises an extendable piston and an engagement shaft with a lever attached in a swivellable manner. When the lever is rocked, the piston is extended from the hydraulic apparatus and thereby lifts the housing vertically upwards. The engagement shaft is aligned in the wheel running direction and the lever extends, in the operating state, in the wheel axle direction of the outer wheel. In addition, the lever comprises a tread section, in order to raise the fastened skid onto the two wheels using the hydraulic apparatus while standing conveniently beside the helicopter repeatedly stepping with the foot on the tread section.

The invention is to an optionally piloted aircraft that can takeoff and land conventionally or vertically, and can convert between the two. The aircraft is immune to one or more engine failures during vertical flight through multiple engines and the use of a virtual nozzle. Aerodynamic controls are similarly redundant. Hovering flight is enabled with a novel stabilization system. Long range efficient cruise is achieved by turning off some engines in flight and sealing them into an aerodynamic fairing to achieve low drag. The resulting aircraft is capable of CTOL and VTOL, and is capable of converting between the two modes while in the air or on the ground. The aircraft can also be easily taxied on the ground in the conventional manner. Automatic controls considerably reduce the amount of training a pilot needs to fly and land the aircraft in either VTOL or CTOL mode.

The invention is to an optionally piloted aircraft that can takeoff and land conventionally or vertically, and can convert between the two. The aircraft is immune to one or more engine failures during vertical flight through multiple engines and the use of a virtual nozzle. Aerodynamic controls are similarly redundant. Hovering flight is enabled with a novel stabilization system. Long range efficient cruise is achieved by turning off some engines in flight and sealing them into an aerodynamic fairing to achieve low drag. The resulting aircraft is capable of CTOL and VTOL, and is capable of converting between the two modes while in the air or on the ground. The aircraft can also be easily taxied on the ground in the conventional manner. Automatic controls considerably reduce the amount of training a pilot needs to fly and land the aircraft in either VTOL or CTOL mode.

A landing gear system for an aircraft includes an aft landing gear fitting coupled to the aircraft and a cross tube rotatably coupled to the aft landing gear fitting. The landing gear system also includes first and second wheel fittings coupled to the first and second ends of the cross tube, respectively, and first and second wheels rotatably coupled to the first and second wheel fittings, respectively.

A landing gear system for an aircraft includes an aft landing gear fitting coupled to the aircraft and a cross tube rotatably coupled to the aft landing gear fitting. The landing gear system also includes first and second wheel fittings coupled to the first and second ends of the cross tube, respectively, and first and second wheels rotatably coupled to the first and second wheel fittings, respectively.

The safety tripod includes a tripod, a flight driving machine mounted on the tripod to enable the tripod to fly, a landing base for seating the tripod on the ground when the tripod lands, and a standing guide mounted on the tripod to enable the tripod to stand up.