A remotely controlled multirotor aircraft for acquiring images and an interface device for controlling the aircraft, wherein the aircraft includes a receiving component adapted to receive a direction and/or orientation signal which can be transmitted by an interface device, wherein the direction and/or orientation signal defines a direction in which the aircraft must move and/or be oriented, and a flight control component adapted to control the attitude of the aircraft and configured for reading the direction and/or orientation signal, determining, on the basis of the direction and/or orientation signal, the direction in which the aircraft must move and/or be oriented, and generating a control signal adapted to make the aircraft take an attitude such as to make it move and/or be oriented in the predetermined direction.

A remotely controlled multirotor aircraft having a frame that includes a first and a second peripheral portions, to which at least one first and one second motor can be respectively coupled, and a central portion including a first end and a second end, to which the first peripheral portion and the second peripheral portion are respectively coupled, so that the first peripheral portion develops in a plane that is different from that in which the second peripheral portion develops; furthermore, the central portion also includes a coupling mechanism allowing the coupling between the central portion and a mobile device having video acquisition ability.

A propulsion system coupled to a vehicle. The system includes a convex surface, a diffusing structure coupled to the convex surface, and at least one conduit coupled to the convex surface. The conduit is configured to introduce to the convex surface a primary fluid produced by the vehicle. The system further includes an intake structure coupled to the convex surface and configured to introduce to the diffusing structure a secondary fluid accessible to the vehicle. The diffusing structure comprises a terminal end configured to provide egress from the system for the introduced primary fluid and secondary fluid.

In an example, a composite structure having a variable gage is described. The composite structure includes a first end having a first gage, a second end having a second gage, which is less than the first gage, a plurality of continuous plies, and a plurality of drop-off plies. Each continuous ply extends from the first end to the second end. Each drop-off ply includes a tip having a tapered shape. Each drop-off ply extends from the first end to a respective position of the tip of the drop-off ply between the first end and the second end. The tips of the plurality of drop-off plies are arranged in a monotonically-inward pattern.

In an example, a composite structure having a variable gage is described. The composite structure includes a first end having a first gage, a second end having a second gage, which is less than the first gage, a plurality of continuous plies, and a plurality of drop-off plies. Each continuous ply extends from the first end to the second end. Each drop-off ply includes a tip having a blunt-end shape. Each drop-off ply extends from the first end to a respective position of the tip of the drop-off ply between the first end and the second end. The plurality of drop-off plies are separated from each other by at least one of the plurality of continuous plies.

A propulsion system coupled to a vehicle. The system includes an ejector having an outlet structure out of which propulsive fluid flows at a predetermined adjustable velocity. A control surface having a leading edge is located directly downstream of the outlet structure such that propulsive fluid from the ejector flows over the control surface.

A heavy-lift UAV frame includes a central frame portion having a symmetrical shape and forming a pocket area for receiving an avionics package. Top and bottom plates are secured to the central frame portion and include four corner members that extend diagonally outward therefrom. A plurality of boom arms are pivotally connected to the corner members and transition between an extended position for flight and a retracted position for storage and transport. Each boom arm includes a complementary dimension to one side of the central frame portion and is arranged parallel thereto when in the retracted position.

Methods of manufacturing a panel for a vehicle that includes forming a stringer from separate charges. The method can include positioning a forming sheet between the charges that are aligned in an overlapping arrangement. The charges can be held together and the forming sheet can be used to separate the ends of the charges to form flanges that extend outward from a blade. While still secured together, the formed stringer can be moved to a panel and positioned with the flanges contacting against the panel. Filler material can be positioned in an opening formed between the ends of the flanges.

Typical composite panels are brittle and unable to support transverse pressure loads that might be imposed on the panels. For example, the use of typical panels around fuel tanks of a vehicle are unable to support transverse pressure loads that might be imposed on the fuel tanks during a crash of the vehicle or a ballistic impact to the fuel tanks. In the embodiments described herein, panels include face sheets that are bonded to a foam core. The foam core includes a corrugated core sheet that is formed from a highly ductile material, such as Polyethylene or Aluminum. When a transverse pressure load is imposed on the panel, core crush of the foam occurs as the core sheet elongates from its original corrugated shape to a curve shape during deformation. This allows the panel to dissipate the energy of the transverse pressure load applied to the panel.

We describe an aircraft design, which is capable of vertical takeoff and landing and also high-speed cruise on a fixed wing. The aircraft comprises a fuselage with a probe-deployment mechanism, which deploys a sample-gathering probe, located at a front end of the fuselage. A main wing is coupled to a middle section of the fuselage, wherein a right motor and right propeller are coupled to a right side of the main wing, and a left motor and left propeller are coupled to a left side of the main wing. The right and left propellers are angled with respect to the fuselage enabling the aircraft to pitch up to a vertical-takeoff mode and pitch down a horizontal-cruising mode. A pitch motor and pitch propeller are located at the rear end of the fuselage, wherein the pitch propeller is angled to provide substantially vertical thrust to control a pitch of the fuselage.