Embodiments of the present invention are an inertial measurement module, includes a mount, a circuit board, an inertial measurement assembly, a thermally conductive member and a counterweight assembly. The circuit board is mounted to a surface of the mount. The inertial measurement assembly includes a thermal resistor and an inertial measurement unit. The thermally conductive member is configured to abut against the thermal resistor and the inertial measurement unit. The counterweight assembly is mounted to the surface of the mount. A first groove is arranged on an end surface of the counterweight assembly facing the mount. A receiving space is formed by the first groove and the end surface of the mount. The thermally conductive member and the inertial measurement assembly are both received in the receiving space. The thermally conductive member is arranged at a preset distance from a bottom of the first groove.

The invention relates to an aircraft having a tailless fuselage. The fuselage has a body which includes a transverse trailing edge. The aircraft further includes a wing having two sides which protrude from opposite sides of the fuselage. The body typically has a fineness ratio of between 3 and 7. Each side of the wing has an inner section having a first dihedral angle and an outer section having a second dihedral angle, the second dihedral angle being less than the first dihedral angle. At least part of the outer section is typically swept back. The configuration of the aircraft provides it with improved flight efficiency.

The invention relates to an aircraft having a tailless fuselage. The fuselage has a body which includes a transverse trailing edge. The aircraft further includes a wing having two sides which protrude from opposite sides of the fuselage. The body typically has a fineness ratio of between 3 and 7. Each side of the wing has an inner section having a first dihedral angle and an outer section having a second dihedral angle, the second dihedral angle being less than the first dihedral angle. At least part of the outer section is typically swept back. The configuration of the aircraft provides it with improved flight efficiency.

In some embodiments, an aircraft includes a flying frame having an airframe, a propulsion system attached to the airframe and a flight control system operably associated with the propulsion system wherein, the flying frame has a vertical takeoff and landing mode and a forward flight mode. A pod assembly is selectively attachable to the flying frame such that the flying frame is rotatable about the pod assembly wherein, the pod assembly remains in a generally horizontal attitude during vertical takeoff and landing, forward flight and transitions therebetween.

Vertical take-off and landing (VTOL) aircraft can provide opportunities to incorporate aerial transportation into transportation networks for cities and metropolitan areas. However, VTOL aircraft can be sensitive to uneven weight distributions, e.g., the payload of an aircraft is primarily loaded in the front, back, left, or right. When the aircraft is loaded unevenly, the center of mass of the aircraft may shift substantially enough to negatively impact performance of the aircraft. Thus, in turn, there is an opportunity that the VTOL may be loaded unevenly if seating and/or luggage placement is not coordinated. Among other advantages, dynamically assigning the VTOL aircraft payloads can increase VTOL safety by ensuring the VTOL aircraft is loaded evenly and meets all weight requirements; can increase transportation efficiency by increasing rider throughput; and can increase the availability of the VTOL services to all potential riders.

Vertical take-off and landing (VTOL) aircraft can provide opportunities to incorporate aerial transportation into transportation networks for cities and metropolitan areas. However, VTOL aircraft can be sensitive to uneven weight distributions, e.g., the payload of an aircraft is primarily loaded in the front, back, left, or right. When the aircraft is loaded unevenly, the center of mass of the aircraft may shift substantially enough to negatively impact performance of the aircraft. Thus, in turn, there is an opportunity that the VTOL may be loaded unevenly if seating and/or luggage placement is not coordinated. Among other advantages, dynamically assigning the VTOL aircraft payloads can increase VTOL safety by ensuring the VTOL aircraft is loaded evenly and meets all weight requirements; can increase transportation efficiency by increasing rider throughput; and can increase the availability of the VTOL services to all potential riders.

According to one aspect of the present disclosure, an apparatus for shifting a center of gravity of an aircraft is disclosed. The apparatus includes a propulsion component, a moveable ballast component, and an assembly configured to translate the moveable ballast component. The propulsion component is configured to assist in transitioning the aircraft between a first mobility phase and a second mobility phase. The assembly is configured to translate the moveable ballast component between an aft position and a forward position of the aircraft based on the aircraft transitioning between the first mobility phase and the second mobility phase to shift the center of gravity of the aircraft along a longitudinal axis of the aircraft.

According to one aspect of the present disclosure, an apparatus for shifting a center of gravity of an aircraft is disclosed. The apparatus includes a propulsion component, a moveable ballast component, and an assembly configured to translate the moveable ballast component. The propulsion component is configured to assist in transitioning the aircraft between a first mobility phase and a second mobility phase. The assembly is configured to translate the moveable ballast component between an aft position and a forward position of the aircraft based on the aircraft transitioning between the first mobility phase and the second mobility phase to shift the center of gravity of the aircraft along a longitudinal axis of the aircraft.

A robotic device for working on a surface includes a body including: a tool for working on the surface; a controller moving the body along the surface; a first set of at least two rotors mounted to the body and generating thrust in a first direction towards the surface; and a second set of at least two rotors mounted to the body and generating thrust in a second direction away from the surface. A sensor measures a distance between the body and the surface, and a computer adjusts the first set of rotors and the second set of rotors in response to the sensor to place the body in position to work on the surface. In particular, the first set of rotors and the second set of rotors generate a net force on the body to it in non-contact position to work on the surface.

[Object] To provide a rotary wing aircraft capable of self-leveling and ensuring a stable landing state. [Solution] The rotary wing aircraft according to the present disclosure comprises a plurality of rotary blades, an arm part for supporting the plurality of rotary blades, a mounting part for mounting an object, and a connecting part for connecting the mounting part to the arm part in a state where the mounting part is movable within a predetermined range. The position of the connecting part of the rotary wing aircraft of the present disclosure is above the center of gravity of the arm part. Thereby, self-leveling is made possible and a stable landing state can be ensured.