A device for controlling thrust vectoring of a cyclorotor includes a control cam positionable relative to a drive shaft of a cyclorotor along each of a first axis and a second axis, where the drive shaft is rotatable about a third axis. The device may further include a frame having a plurality of sides, where the frame is disposed at least partly around the drive shaft of the cyclorotor, a first positioning assembly disposed on a first side of the frame, where the first positioning assembly is structurally configured to move the frame along the first axis, and a second positioning assembly disposed on a second side of the frame, where the second positioning assembly is engaged with the control cam and structurally configured to move the control cam relative to the frame along the second axis.

The present invention refers to a personal flight apparatus with vertical take-off and landing characterized in that it is a biplane apparatus constituted by two distinct parts articulated there between, the first distinct part consisting of the cockpit 1, which is hinged to the second part of the latter, which is formed of the wings assembly 6, the cockpit 1 being attached to the wings assembly 6 by two hinges 3 fixed in the upright central vertical supports 7 of the wings, and in this way the cockpit having a limited swing possibility inside of the wings support structure which in turn they are provided with four propellers 9, of ducted type and driven by electric engines 20 disposed two on the top wing and two on the bottom wing, thus forming a kind of quadcopter, the duct 10 of each propeller being provided on the inlet lip with an annular ejection slit 11, and the electrical energy required to operate the apparatus is provided by the batteries 14 placed under the pilot's seat which through the speed regulators transmit the electric energy to the engines, the entire operation of the apparatus being managed by means of a flight computer 17 disposed in the central part of the upper wing of the biplane, and the taking off being made with the wings and the engines vertically oriented, the flight apparatus being laid on the ground by means of a landing gear 15 fixed in the wing extremities, the flight apparatus taking off as a quadcopter, and the transition to the cruise flight is made by reducing the angle of incidence of the wings, this angle decreasing naturally due to the increased resistance to advancement of the wings concurrently with the speed of translation of the flight apparatus, and in the meantime the cockpit 1 remains in a vertical position due to its lower center of gravity and due to the joints 3 which allow it to rotate relative to the wings assembly 6 and the landing is made similarly to a quadcopter, slowing down the speed leading to increasing the incidence angle of the wings until they return to the vertical plane required for landing.

A device for controlling the orientation and magnitude of cyclorotor thrust and for providing mechanical power to that cyclorotor including a system of linear actuators to position a cam or eccentric around a geared shaft. The invention includes a frame which supports the main cyclorotor shaft, provides mounting for the linear actuators, and contains the mechanical gearing system.

An aircraft safety apparatus removably disposed on at least a portion of an aircraft, the aircraft safety apparatus including a parachute canister, including a main body to store at least one item therein, and at least one parachute disposed within at least a portion of the main body to reduce a rate of descent of the aircraft in response to extraction from the main body, and a rocket canister removably connected to at least a portion of the main body to at least partially fill at least a portion of the main body with a combustible gas, and a gas canister removably connected to at least a portion of the main body to at least partially fill at least a portion of the main body with a non-combustible gas.

The invention relates to an aircraft designed as a compound helicopter with an aircraft fuselage, a main rotor arranged on the aircraft fuselage, and cyclogyro rotors which protrude laterally from the aircraft fuselage and which comprise an outer end surface. An improved torque compensation is achieved in that the cyclogyro rotors are connected to the aircraft fuselage by means of a suspension device which holds the cyclogyro rotors at the outer border of the rotors, and each cyclogyro rotor can be controlled individually and independently of the other. A torque compensation function of the main rotor can be carried out by the cyclogyro rotors.

A coleopter may have maximum lift up to tens of thousands of tons and is an optimum lift device of a disk aircraft. However, an existing coleopter may provide thrust consistent with an axial direction of the coleopter only, but cannot provide thrust perpendicular to the axial direction. Therefore, like other existing disk aircrafts, a wing ring flying saucer must be additionally provided with an aero-engine capable of specially providing thrust in a horizontal direction, otherwise cannot fly fast, while due to the extra engine, effective carrying capacity is inevitably seriously compressed, and energy consumption, pollution and noise may be increased. In the present invention, the flying saucer may be driven to fly fast without the extra engine, and can turn, brake and fly backwards. The method is as follows: fins of the wing ring or fluid generators are enabled to repeat the same deflection process while passing by a specific section in circular motions of two times or more than three times in succession, so that a force perpendicular to the axial direction is formed from an original resultant force consistent with the axial direction of the wing ring (that is, a resultant force formed by lift produced by all the fins), thereby enabling the wing ring flying saucer to fly, turn and go backwards at high speed.

A device for controlling the orientation and magnitude of cyclorotor thrust and for providing mechanical power to that cyclorotor including a system of linear actuators to position a cam or eccentric around a geared shaft. The invention includes a frame which supports the main cyclorotor shaft, provides mounting for the linear actuators, and contains the mechanical gearing system.

A cross flow fan to be incorporated into an aircraft comprises a cross flow fan rotor to be positioned in an aircraft, a drive arrangement for the cross flow fan rotor, and a plurality of vanes positioned downstream of the cross flow fan rotor. An aircraft is also disclosed.

Pipe Props Rotary Wing of the present invention is a propeller driven propulsion engine in a pipe profile with props or propellers rotating in part as rotary wings around their shafts; the props and shafts are oriented lengthwise along the pipe; and the props in rotations propel directional air transversely through and across the pipe to generate variable directional thrusts and lifts in directions also transverse to the pipe. Pipe Props Rotary Wing is a variable thrusts and lifts propeller driven propulsion engine to unify all propeller driven propulsion engines for all propeller driven aircrafts, including: propeller aircrafts, rotary wing aircrafts or helicopters, and tilt rotor aircrafts. Pipe Props Rotary Wing in a pipe profile, with props rotating in part as rotary wings, is suitable as fixed wings replacements for propeller aircrafts and tilt rotor aircrafts. Been adapted from Omni M-VAWT or Omni Multi Axes-Vertical Axis Wind Turbine with modifications, Pipe Props rotary Wing as propeller driven propulsion engines are unified also with some vertical axis wind turbines.

An aircraft defining longitudinal, lateral and vertical directions the aircraft comprising:

a main wing and a tail, each being pivotable about the lateral direction;
a plurality of main propellers mounted to the main wing, and configured to pivot with the main wing;
at least one cruise propeller mounted to the tail, and configured to pivot with the tail;
the main propellers defining a swept disc area (A.sub.disc), and the main wing defines a wing area (Awing); wherein
a ratio of the disc swept area to the main wing area (A.sub.disc:A.sub.wing) is between 1 and 2.