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 navigable craft that includes a fuselage with a tiltable section positioned behind a non-tiltable section opposite to a nose. A set of wing assemblies connected to the non-tiltable section of the fuselage. Each wing assembly includes an airfoil connected to the non-tiltable section of the fuselage at a first cross-sectional end of the airfoil and a non-tiltable propulsion generator connected to a second cross-sectional end of the airfoil opposite to the first cross-sectional end of the airfoil. The propulsion generator extends parallel and adjacent to the non-tiltable section of the fuselage, and one or more stabilizers connected to at least one of the non-tiltable propulsion generator, the airfoil, and the fuselage. The landing assembly is connected to the propulsion generator or the airfoil. The landing assembly is aligned aerodynamically with the second cross-sectional end and extends in a direction adjacent to the tiltable section of the fuselage.

An unmanned aerial vehicle includes a vehicle body and a vehicle wing on the vehicle body. A front motor assembly is provided in the vehicle body and the vehicle wing. A front vertical air discharge pathway and a front horizontal air discharge pathway communicate with the front motor assembly. A front air diverter is disposed between a retracted position unblocking the front vertical air discharge pathway to impart vertical lift to the vehicle and an extended position blocking the front vertical air discharge pathway to impart horizontal thrust to the vehicle. A pair of rear motor assemblies is provided in the vehicle wing and each includes a rear vertical air discharge pathway and a rear horizontal air discharge pathway communicating with the rear motor assembly. A rear air diverter is disposed between a retracted position unblocking the rear vertical air discharge pathway to impart vertical lift to the vehicle and an extended position blocking the rear vertical air discharge pathway to impart horizontal thrust to the vehicle.

Embodiments of the present disclosure provide a blade-stator system and the vertical take-off and landing flight apparatus comprising the blade-stator system, the blade-stator system including a duct disposed inside a flight body, upper and lower sides of the duct being open, and an inside of the duct being hollow; a blade assembly installed rotatably inside the duct and including a blade body of which an angle is changeable; a stator assembly connected to the blade assembly and the duct, supporting the blade assembly, and rotatable by a predetermined angle; a controller electrically connected to the blade assembly and the stator assembly and configured to control driving of the blade body and the stator assembly, wherein the angle of the stator assembly is changed in response to receiving an electrical signal from the controller so as to be interlocked with a change of the angle of the blade body.

An aircraft is provided. The aircraft includes 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 fixed wing type Vertical Take-Off and Landing (VTOL) aircraft retains a conventional seating arrangement and utilizes a single point VTOL lift source, in the form of a counter-rotating centrifugal compressor assembly having co-axially aligned upper and lower impellers. Air is fed to the upper impeller through a central intake, and to the lower impeller through either a VTOL mode intake or a flight mode intake. Air is exhausted from the impellers through a plurality of main air outlets. Each main air outlet is fitted with a thrust augmentation duct that can be pivoted downward for VTOL, or rearward for forward flight. A controller alternately closes the flight mode intake when the thrust augmentation ducts are in the downwardly pointing VTOL position, and closes the VTOL mode intakes when the thrust augmentation ducts are in the rearwardly pointing flight position.

A vertical take-off and landing (VTOL) aircraft is provided comprising a fuselage (12) defining a forward end and an aft end, the fuselage accommodating at least one engine (56), a left wing (18) and a right wing (20) extending from either side of the fuselage, a lift fan drive system (22) accommodated within each wing, a forward thrust fan drive system (24) fitted proximate the aft end of the fuselage, and a stabiliser arrangement (26) proximate the forward thrust fan drive system. In an embodiment, each wing comprises a rotor housing portion (18.1, 20.1) extending away from the fuselage and a wing tip portion (18.2, 20.2) extending away from the rotor housing portion, the wing tip portion being angled towards the rear and side of the aircraft. In an embodiment, the rotor housing portion comprises two rotor housings, one forward of the aircraft's centre of gravity and one aft of the aircraft's centre of gravity.

VTOL aircraft with a thrust-to-weight ratio smaller than 0.1, during vertical take-off/landing, obtains an another lift, besides a lift generated by low-temp bypass duct (15) directing the low-temp air (18) from the turbofan engine (3) to flow, through its outlet (19) in form of low-temp planar jet (20), over the upper surface of the wing and in the direction of the wingspan, by high-temp bypass duct (15) directing the high-temp air (18) from the turbofan engine (3) to flow, through its outlet (12) in form of high-temp planar jet (13), above the low-temp planar jet (20) in the direction of the wingspan but not burn up the wing and enables the ailerons (1, 2) to control the balances of the aircraft more efficiently.