A method for realizing a vertical take-off and landing aircraft that does not use a mechanism dedicated for take-off and landing, which cannot be achieved on the basis of an existing concept of aircraft flight control, by introducing a new concept of a shoulder rotational axis and an arm rotational axis into aircraft flight control and controlling vertical take-off and landing and ordinary flight with the same mechanism. This instruction eliminates a necessity of a tail and ailerons from an airframe of the aircraft, enables reduction of manufacturing, maintenance, and running costs thereof, and makes it possible to avoid problems of maneuverability and cruising distance performance of airframes of vertical take-off and landing aircrafts.

One embodiment is an aircraft including first and second fuselages; a wing assembly connecting the first and second fuselages, wherein the first and second fuselages are parallel to one another; first and second forward propulsion systems tiltably attached to forward ends of the first and second fuselages; and first and second aft propulsion systems fixedly attached proximate aft ends of the first and second fuselages.

A rotary wing vehicle includes a body structure having an elongated tubular backbone or core, and a counter-rotating coaxial rotor system having rotors with each rotor having a separate motor to drive the rotors about a common rotor axis of rotation. The rotor system is used to move the rotary wing vehicle in directional flight.

Methods and apparatus are disclosed for deployable wing portions of an aircraft. An example method of deploying an aircraft includes separating the aircraft from a launch vehicle, the aircraft having a wing pivotably coupled to a fuselage, rotating, about an axis of rotation, the wing relative to the fuselage from a first rotational orientation to a second rotational orientation different from the first rotational orientation, wherein, in the first rotational orientation, the wing extends along a direction that substantially aligns with a longitudinal axis of the fuselage, and extending the wing in a lateral direction away from the fuselage in the second rotational orientation.

In one embodiment, a wing for an unmanned aerial vehicle is described. The unmanned aerial vehicle includes a first body of the wing with a first end proximate a body of the vehicle. A second end is opposite the first end. A first joint is on the first end of the first main body of the wing. The joint rotatably couples the wing to the vehicle. A second joint is on the second end of the vehicle. A second body of the wing is rotatably coupled to the first body via the second joint.

The aircraft comprises a fuselage defining a fuselage main axis. The fuselage comprises a docking system for fixing removable nacelles. The aircraft has wings equipped with tilting actuators for rotating wings about rotation axes parallel to the fuselage main axis and at least six propellers mechanically connected to the fuselage. The aircraft also has at least one cryo-hydrogen tank and at least one fuel cell for supplying power to the propellers, and

A capacitor for supplying power to the propellers, charged by at least one fuel cell. This capacitor stores electrical energy greater than the energy needed by all the propellers for ten seconds of hovering flight. Each propeller is equipped with a tilting actuator for rotating the propeller about a rotation axis making an angle of less than 45 degrees with a plane perpendicular to the fuselage main axis. The fuselage having a forward and a rear portion defining a forward to rear order of the propellers, in cruise flight, the two forward propellers are activated to provide vertical thrust, the intermediate propellers between the forward and rearmost propellers are not activated and the two rearmost propellers are activated to provide horizontal thrust.

A wing deployment mechanism and a design method using a pneumatic cylinder with transmission spring system (assembly) are provided. The deployment mechanism comprises frame, wing, deployment cylinder, gas canister, rotation shaft, bolts, groove, locking pin, dowel pin, flange, first spring, second spring, dowel pin hole, looking pin hole, slider, third spring. The design method includes step 1: determining the problem's specifications; step 2: constructing the equations of motion; step 3: designing a primary scheme for a system of pneumatic cylinder with transmission spring. Step 4: determining the parameters for the system; and step 5: validating the design.

A wing (9) having a base section (11) and a tip section (13) pivotably connected to the base section (11) such that the tip section (13) is pivotable between a deployed position and a stowed position in which the spanwise length of the wing (9) is smaller than in the deployed position. The wing arrangement also has an actuating arrangement (19) including a linear hydraulic actuator (21) coupled between the base section (11) and the tip section (13) such that it is operable to selectively move the tip section (13) between the deployed position and the stowed position, a first and a second hydraulic connection portion (79a, 79b) connected to the linear hydraulic actuator (21) such that they are in fluid communication with different chamber sections (27a, 27b) of a cylinder (25) of the linear hydraulic actuator (21), and a first hydraulic subsystem (81a) and a second hydraulic subsystem (81b).

An aircraft has a boom, a propulsion assembly coupled to a first end of the boom, and a first wing coupled to a second end of the boom. The propulsion assembly is coupled to the boom by a rotating joint. A second wing is optionally coupled to the rotating joint. The first wing is coupled to the boom by a rotating joint. The first wing is coupled to the rotating joint by a hinge. A vehicle with roll, pitch, and yaw maneuverability able to mirror the aircraft movements may be coupled to the second end of the boom. The vehicle body may be picked up with a vehicle chassis disconnected from the vehicle body. The boom houses an energy source to power the propulsion assembly. A rudder is coupled to the second end of the boom. A paddle is disposed between the propulsion assembly and the boom.

Recently, jobs involving transporting goods, tasks involving surveying a wide area, etc. using multicopters have increased, and it has become necessary for multicopters to fly for long periods of time, In the present invention, wings that are separate from the main body are provided all the way around or at individual locations around it to connect neighboring pairs of the multiple arms extending radially from it, in order to increase the multicopter’s lift and extend its flight time.