Various forms of a gyroscopically stabilised aerial vehicle are provided. The aerial vehicle comprises a jet turbine and or an electric motor coupled to a gyroscopic stabilisation assembly via a shaft assembly. In preferred embodiments the gyroscopic stabilisation assembly comprises a gyroscopic fan with alternating pivoting fan blades to provide controlled stable flight. The aerial vehicle is preferably configured for vertical take off and landing (VTOL) to enable it to be used in a wide variety of situations, including in relation to fighting fires with its exhaust gasses.

Various forms of a gyroscopically stabilised aerial vehicle are provided. The aerial vehicle comprises a jet turbine and or an electric motor coupled to a gyroscopic stabilisation assembly via a shaft assembly. In preferred embodiments the gyroscopic stabilisation assembly comprises a gyroscopic fan with alternating pivoting fan blades to provide controlled stable flight. The aerial vehicle is preferably configured for vertical take off and landing (VTOL) to enable it to be used in a wide variety of situations, including in relation to fighting fires with its exhaust gasses.

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.

Embodiments are directed to a high speed, vertical lift aircraft that has vertical take-off and landing (VTOL) capability and is capable of converting to a forward-flight mode (e.g., prop-mode). The rotors blades can be folded for high speed forward flight propelled by a turbine engine (e.g., jet-mode). The rotor blades on the tail sitter aircraft have a “stop-fold” capability, which means that the rotor blades are stopped in flight and folded back to reduce drag. This allows the tail sitter aircraft to achieve a higher speed than a tilt-rotor aircraft. In some embodiments, the tail sitter aircraft achieves both rotor-borne flight and jet-borne flight by having two separate engines. An additional advantage of the tail-sitter aircraft versus a horizontally oriented fixed engine aircraft is that supplemental jet thrust can be used for take-off if desired.

Embodiments are directed to a high speed, vertical lift aircraft that has vertical take-off and landing (VTOL) capability and is capable of converting to a forward-flight mode (e.g., prop-mode). The rotors blades can be folded for high speed forward flight propelled by a turbine engine (e.g., jet-mode). The rotor blades on the tail sitter aircraft have a “stop-fold” capability, which means that the rotor blades are stopped in flight and folded back to reduce drag. This allows the tail sitter aircraft to achieve a higher speed than a tilt-rotor aircraft. In some embodiments, the tail sitter aircraft achieves both rotor-borne flight and jet-borne flight by having two separate engines. An additional advantage of the tail-sitter aircraft versus a horizontally oriented fixed engine aircraft is that supplemental jet thrust can be used for take-off if desired.

An aircraft includes a fuselage module and at least two vertical lift rotor modules supporting at least four rotor assemblies. Each rotor assembly is supported by a rotor boom having at least one boom free end and a boom mounting portion. Each rotor assembly has at least one vertical lift rotor mounted on the boom free end. Each boom mounting portion is removably couplable to the fuselage module. The vertical lift rotor modules are configured such that when coupled to the fuselage module, a pair of the rotor assemblies are located on each of laterally opposite sides of the fuselage module, and the rotor assemblies of each pair are respectively located forward of and aft of a wing center portion. A pair of wings are configured to be removably couplable to the wing center portion. The aircraft includes a forward thrust module removably couplable to the fuselage body.

An aircraft including an engine compartment and an engine provided in the engine compartment. The aircraft further includes a ductwork housing positioned above the engine. The ductwork housing includes at least one duct. The at least one duct has an outlet port that faces downwardly. Operation of the engine causes air to flow through the duct and exit the outlet port. The outlet port is configured to direct the air flow downwardly to provide lift for the aircraft.

An aircraft including an engine compartment and an engine provided in the engine compartment. The aircraft further includes a ductwork housing positioned above the engine. The ductwork housing includes at least one duct. The at least one duct has an outlet port that faces downwardly. Operation of the engine causes air to flow through the duct and exit the outlet port. The outlet port is configured to direct the air flow downwardly to provide lift for the aircraft.

A propulsion system includes a source of compressed fluid, at least one thruster in fluid communication with the source, at least one turbine in fluid communication with the source and coupled to a propeller, and an apparatus for selectively providing the compressed fluid to one or both of the at least one thruster and the at least one turbine.