An apparatus for generating thrust for air transport includes a main thrust device, and an auxiliary thrust device configured to generate auxiliary thrust so as to enable an aircraft to vertically take off and land. The apparatus further includes: wings fixed to left and right sides of a fuselage of the aircraft, rotors installed on the wings and configured to generate thrust. In particular, the main thrust device provides driving force to the rotors using motors and an engine, and the auxiliary thrust device is installed in the fuselage and has a center of gravity configured to coincide with a center of gravity of the aircraft.

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 apparatus for generating thrust for air transport includes a main thrust device, and an auxiliary thrust device configured to generate auxiliary thrust so as to enable an aircraft to vertically take off and land. The apparatus further includes: wings fixed to left and right sides of a fuselage of the aircraft, rotors installed on the wings and configured to generate thrust. In particular, the main thrust device provides driving force to the rotors using motors and an engine, and the auxiliary thrust device is installed in the fuselage and has a center of gravity configured to coincide with a center of gravity of the aircraft.

Various forms of a gyroscopically stabilised aerial vehicle are provided. The aerial vehicle comprises a jet turbine and or an electric motor coupled to a gyroscopic stabilisation assembly via a shaft assembly. In preferred embodiments the gyroscopic stabilisation assembly comprises a gyroscopic fan with alternating pivoting fan blades to provide controlled stable flight. The aerial vehicle is preferably configured for vertical take off and landing (VTOL) to enable it to be used in a wide variety of situations, including in relation to fighting fires with its exhaust gasses.

A method of controlling an aircraft having multiple configurations or modes is provided, wherein each configuration is controlled by a different control law implemented by a flight control device and transition from one configuration to another configuration is achieved by gradually blending out a control law for said one configuration and by gradually increasing an impact of a control law for said other configuration in said flight control device based on an estimated flight condition of the aircraft by dynamically adjusting, in said flight control device, respective maximum and minimum limit values of control volumes, which control volumes are defined by parameter ranges of control parameters in connection with a corresponding control law for said one configuration and for said other configuration, respectively.

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.

An aircraft including 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 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.

A method of controlling an aircraft having multiple configurations is provided, wherein each configuration is controlled by a different control law implemented by a flight control device and transition from one configuration to another configuration is achieved by gradually blending out a control law for one configuration and by gradually increasing an impact of a control law for another configuration in the flight control device based on an estimated flight condition of the aircraft by dynamically adjusting, in the flight control device, respective maximum and minimum limit values of control volumes, which control volumes are defined by parameter ranges of control parameters in connection with a corresponding control law for the one configuration and for the other configuration, respectively.

A rotor assembly includes a first rotor, a second rotor and a damper system. The first and second rotors are arranged to be rotated about a common axis for thrust generation by a drive system. The first rotor is rotatable about the common axis relative to the second rotor between a stowed configuration of the rotor assembly in which a rotor blade of the first rotor and a rotor blade of the second rotor are substantially angularly aligned and a deployed configuration in which the rotor blade of the first rotor and the rotor blade of the second rotor are angularly misaligned. The damper system is arranged to generate a damper force opposing the relative rotation between the first and second rotors in at least one of the direction towards the stowed configuration and the direction towards the deployed configuration.