Safety and stability devices for aircraft

Abstract

Systems and methods for gyroscopically rotating wings for an aircraft are disclosed. In one embodiment, a safety and stability device for an aircraft includes an inner ring, an outer ring that rotates relative to the inner ring, and a motor connected to the inner ring, the motor driving the rotation of the outer ring relative to the inner ring. In some embodiments, the safety and stability device rotates in a substantially horizontal plane and at a speed sufficient to provide gyroscopic stability to the aircraft.

Description

[0001] Priority declaration

[0002] This application claims priority to U.S. patent application No. 17 / 815,483, entitled “SAFETY AND STABILITY DEVICE FORAN AIRCRAFT,” filed on July 27, 2022, which is hereby incorporated by reference. Technical Field

[0003] The present invention relates generally to aircraft. More particularly, the present invention relates to systems and methods for using spinning gyroscopic wings for aeronautical purposes. Background Art

[0004] Air travel is a common mode of transportation. However, because the aviation industry is heavily regulated and flights between some locations are relatively limited, commercial air travel can be uncomfortable, expensive, and inconvenient. In addition, because the learning curve for flying an aircraft is extremely steep, e.g., steeper than driving a car, aircraft are flown by a small number of people who are qualified to be licensed pilots. Nevertheless, air travel is an efficient mode of travel because air travel is often the shortest path between point A and point B, and because air travel can occur safely and at speeds far faster than other modes of transportation (e.g., car, rail, or walking).

[0005] While air travel has increased human mobility, there is still a desire for better travel options. For example, commercial flights can efficiently carry people thousands of miles away, but the places where aircraft can land are relatively limited. In fact, not all tourist destinations have commercial airports, and even in towns with airports, the airports are not necessarily particularly close to a person's final destination. In addition, traditional air travel is generally limited to long-distance trips, as air travel is neither efficient nor feasible for shorter trips.

[0006] In view of the foregoing, there exists a need for continuous improvements in air travel systems and methods. BRIEF DESCRIPTION OF THE DRAWINGS

[0007] Figures 1 to 4 A safety and stability device for an aircraft is shown according to an exemplary embodiment;

[0008] Figures 5 and 6 shows the internal mechanism of the safety and stabilization device according to an exemplary embodiment;

[0009] Figure 7 An aircraft implementing a safety and stability device according to an exemplary embodiment is shown; and

[0010] Figure 8 and Fig. 9 Components for connecting a fuselage and other compartments to a safety and stabilization arrangement are shown according to an exemplary embodiment. DETAILED DESCRIPTION

[0011] Although the present invention can realize many different forms of embodiments, but shown in the drawings and will be described in detail herein its specific embodiment, it should be understood that the present disclosure is considered as an example of the principles of the present invention. It is not intended to limit the present invention to the specifically shown embodiments.

[0012] Embodiments disclosed herein may include safety and stabilization devices for use in aerospace or aviation. More specifically, embodiments disclosed herein may include safety and stabilization devices that rotate around the fuselage of an aircraft. When the aircraft is in the air, the safety and stabilization device may rotate substantially horizontally relative to the ground. The safety and stabilization device is capable of rotating at a specific speed so that the safety and stabilization device can operate as a gyroscope to keep the aircraft stable and level. In addition, when the aircraft is accelerated forward, the safety and stabilization device may rotate for aerodynamic purposes to pass through the air and reduce forward drag on the fuselage of the aircraft. In addition, the safety and stabilization device may protect the fuselage and cockpit from damage, such as in the event that the aircraft is about to hit a structure such as a building, tree, bridge, utility pole, or any other obstacle.

[0013] Due to the advantages described above, the safety and stability devices described herein may allow more operators to safely fly personal aircraft or drones. The safety and stability devices increase safety and also provide flight stability, which will reduce the learning curve required to become an effective operator of an aircraft with the safety and stability devices described herein. In one embodiment, a drone with the safety and stability devices described herein may be flown safer and more stably than a conventional drone. In another embodiment described herein, a personal aircraft with the safety and stability devices described herein may allow more air travel, even for shorter distances that are not efficient or feasible for conventional air travel.

[0014] Figure 1 A safety and stabilization device 100 is shown in accordance with an exemplary embodiment. The safety and stabilization device 100 may include an inner ring 12 and an outer ring 10 that rotates relative to the inner ring 12. The inner ring 12 may operate as a hub, and the inner ring 12 may be connected to the outer ring 14 via a plurality of bearings 24, 26, 28 that may assist in the rotation of the outer ring 14. The safety and stabilization device 100 may include a plurality of bearings to meet redundancy requirements for flight as set by aviation regulatory agencies, such as the Federal Aviation Administration (FAA). Figures 1 to 6In the illustrated embodiment, the safety and stability device 100 may include three bearings, but may include more bearings. In addition, if aviation regulations change, it is conceivable to have a safety and stability device 100 with a single bearing or two bearings. The multiple bearings 24, 26, 28 may be ball bearings, roller bearings, or plain bearings, but in a preferred embodiment, the bearings are plain bearings. In any embodiment, when the outer ring 14 rotates relative to the inner ring 12, the multiple bearings 24, 26, 28 can reduce the friction between the outer ring 14 and the inner ring 12. The inner ring 12 may include a spool with two grooves, and the bearings 24, 26, 28 and the outer ring 14 can travel in the grooves.

[0015] like Figure 2 As shown, the outer ring 14 can be connected to or include a ring gear 22. The ring gear 22 can include teeth that can receive and engage another gear. When the other gear transmits rotational motion to the ring gear 22 through torque and speed, the ring gear 22 can drive the outer ring 14 to rotate. Because the outer ring 14 is connected to the ring gear 22, the rotational motion of the ring gear 22 also causes the rotational motion of the outer ring 14.

[0016] The inner ring 12 may also include a double flange 16 formed on both sides of the inner ring 12. The double flange 16 may include a hole for receiving and retaining a shaft 20. The shaft 20 may extend through the double flange 16 so that the shaft 20 is retained in each hole of the double flange 16. In some embodiments, the shaft 20 may be used as a shaft for a motor 18. The motor 18 may extend through the hole 14 in the inner ring 12, and the motor 18 may engage the ring gear 22 through the hole 14. The motor 18 may also include gear teeth that engage and mesh with the ring gear 22. Therefore, when the motor 18 rotates, the gears of the motor 18 may engage with the ring gear 22, thereby causing the outer ring 10 to rotate. The motor 18 may drive the safety and stability device 100 to very fast speeds and high revolutions per minute (RPM). With sufficient rotational speed, the safety and stability device 100 may generate gyroscopic stability for the safety and stability device 100 and any aircraft components (such as a drone or a personal aircraft) formed within the inner ring 12. Furthermore, when rotating at a given speed, the safety and stabilization device 100 may function as a wing of an aircraft.

[0017] The rotation speed of the safety and stabilization device 100 can vary depending on the translation speed of the aircraft. For example, at higher translation speeds, the rotation speed of the safety and stabilization device 100 can increase, while at lower translation speeds, the rotation speed of the safety and stabilization device 100 can decrease. The increased rotation speed at higher translation speeds promotes stability of the aircraft. In some embodiments, the rotation speed of the safety and stabilization device 100 can have a direct relationship to the translation speed of the aircraft. In another embodiment, the rotation speed of the safety and stabilization device 100 can have an exponential relationship to the translation speed of the aircraft.

[0018] More precisely, the rotation speed of the safety and stabilization device 100 can be changed according to the sensor readings, which help keep the aircraft fuselage straight and stable during flight. For example, the aircraft may include one or more gyroscope sensors to determine whether the aircraft is stable during flight. The processor can receive the measurements from the gyroscope sensors, and the processor can adjust the rotation speed of the safety and stabilization device 100 to balance the aircraft fuselage. It should be noted that rotating the safety and stabilization device 100 changes the weight ratio of the entire aircraft. Those skilled in the art will know that flying requires a balance of lift and aircraft weight and a balance of thrust and drag. Because the change in the rotation speed of the safety and stabilization device 100 may change the weight ratio, the amount of lift required for flight also changes, and according to the change in the rotation speed of the safety and stabilization device 100, the aircraft can be stabilized. The processor is programmed with various formulas and software to control the rotation speed of the safety and stabilization device 100 in response to the gyroscope sensor readings, thereby stabilizing the flying aircraft.

[0019] Furthermore, those skilled in the art recognize that aircraft with rotating objects used for flight have a "left turn tendency" and further program the processor to eliminate this known phenomenon. In any embodiment, the processor can control the rotation speed of the safety and stability device 100, and the safety and stability device 100 can include a processor. The processor can receive or measure the translation speed of the aircraft, and the processor can apply any formula by reference to the formula or other relationship programmed into the computer readable memory, and the processor can also send a signal to the motor 18 to increase or decrease the rotation speed of the safety and stability device 100 based on the gyroscope reading.

[0020] In addition to stability and safety, the rotating safety and stabilizing device 100 has additional benefits. During translational motion, as the translational speed increases, the heat at the nose of the aircraft will generally increase due to air resistance. This is also true for the aircraft disclosed herein, but because the forward-most point of the aircraft disclosed herein is the rotating safety and stabilizing device 100, the rotation of the safety and stabilizing device 100 can dissipate the heat generated throughout the safety and stabilizing device 100. This dissipation can reduce the heat load on the aircraft and also reduce the need for heat sinks at the nose or front end of the aircraft.

[0021] During takeoff, the safety and stabilization device 100 can apply the disc loading principle by slowly increasing the rotational motion of the safety and stabilization device 100 to a stable rotational speed (e.g., 2500 RPM). The rotation of the safety and stabilization device 100 can provide some lift, but not enough for takeoff or extended flight, so the aircraft disclosed herein can have additional propellers, etc. to provide extended flight. Additional propellers are also particularly needed during takeoff, and the additional propellers lift the dead weight even if the weight ratio of the aircraft is changed due to the rotation of the safety and stabilization device 100.

[0022] Figure 3 is a side view of the safety and stabilization device 100, and Figure 4 is a top view of the safety and stability device. In some embodiments, the outer ring 10 may include a soft material such as rubber and may be filled with air, similar to a tire. Alternatively, the outer ring 10 may include any material that mitigates the collision of any solid structure with which the outer ring 14 impacts, and such material may include an inflated polymer, polyethylene foam, gel, or any other soft material that reduces the collision of any forceful impact with a solid object.

[0023] Figure 5 Shown with Figure 1 The safety and stability device 100 is shown in the cross section at the center line 5-5, and Figure 6 Shown Figure 5 The safety and stabilization device 100 is shown in cross section at the center line 6-6. Figure 5 and Figure 6 The interaction between the gear motor 18 and the ring gear 22 , which results in the rotation of the outer ring 14 , is better shown.

[0024] Importantly, the safety and stabilization device 100 rotates in a substantially horizontal plane. Because the safety and stabilization device 100 rotates horizontally, the safety and stabilization device 100 provides gyroscopic stability that stabilizes the safety and stabilization device 100 and anything connected to the safety and stabilization device 100 within the circular area created by the inner ring 12. In addition, the horizontal rotation of the safety and stabilization device 100 provides protection to the aircraft fuselage on all sides of the aircraft. That is, if the aircraft strikes any structure during translational motion, the safety and stabilization device can protect the aircraft.

[0025] It should be noted that the safety and stabilization device 100 has no hub within the circular interior area created by the inner ring 12. The safety and stabilization device 100 has no hub so that additional aviation equipment can be present within and connected to the safety and stabilization device 100. The additional aviation equipment can include any aviation equipment, including drone equipment, cockpits, fuselages, cabins, cargo holds, jet engines, flaps, motors, propellers, canards, or any other equipment used in aviation.

[0026] Figure 7 Show implementation as above reference Figures 1 to 6 An aircraft embodiment 700 of the safety and stability device 100 is provided. Figure 7 As shown, the vehicle 702 fits within the hole formed by the inner ring 12 (because the safety and stabilization device 100 does not have a hub). In addition, the outer ring 14 rotates around the vehicle 702. In one embodiment, the vehicle 702 may include a plurality of propellers 710, all of which are formed within the inner ring 12 of the safety and stabilization device 100. The number of propellers 710 may vary, wherein Figure 7 An embodiment of six propellers is shown, but other embodiments may have a single propeller, two propellers, four propellers, or any number of propellers. Each propeller may be associated with a corresponding motor that drives the propeller. In addition, the propeller 710 may increase the rotation speed to increase the height of the drone embodiment 700, and the propeller 710 may reduce the rotation speed to reduce the height of the drone embodiment 700. In addition, in an embodiment where the propeller 710 is used to rotate the drone embodiment 700, rotating the propeller clockwise may reduce the speed while rotating the propeller counterclockwise to increase the speed 700 to turn the drone 700 to the left, while the counterclockwise propeller may reduce the speed while the clockwise propeller increases the speed 700 to turn the drone 700 to the right. In another embodiment, flaps on the wings or tail combined with the tilt of the aircraft may cause the drone embodiment 700 to turn left or right. In some embodiments, the aircraft 702 may include a drone, and in another embodiment, the aircraft 702 may include an aircraft driven by humans or an aircraft that carries humans and flies humans as a mode of transportation.

[0027] The aircraft 702 may also include a top plate 720 and a bottom plate (not shown), wherein the radius of the top plate and bottom plate 720 may be substantially the same as the radius of the inner ring 12. In this manner, the aircraft 702 may be connected to the inner ring 12 of the safety and stabilization device 100. In some embodiments, the top plate and bottom plate 720 may be welded to the inner ring 12 or form the inner ring 12 together, but other connection methods are also contemplated, such as replacing one aircraft 702 with another aircraft in a removable and replaceable option. The propellers 710 may rotate between the top plate and bottom plate 720, and the top plate and bottom plate 720 may include grilles placed above and below each propeller 710.

[0028] Reference again Figure 7 , the aircraft 702 may include canards 730 for use as additional wings for flight control of the drone embodiment 700. As shown, the canards 730 may include a combination of front and rear wings, as is well known in the aeronautics field. The canards 730 may be connected to and extend outwardly from a body 735, which may house important internal components such as a fuel tank, a battery, a main computer, a propeller motor, a wireless connection to a control unit operated by a person to fly the drone, or any other internal components, as is well known in the drone aeronautics field.

[0029] exist Figure 7 In the illustrated embodiment, flight may be controlled by a combination of a plurality of propellers 710, canards 730, safety and stability device 100, and propulsion engine 740. In this embodiment, propulsion engine 740 may enable translation or forward motion of the vehicle, a plurality of propellers 710 may primarily provide upward lift for drone embodiment 700, canards 730 may provide lift, control, and stability for drone embodiment 700, and safety and stability device 100 may provide stability, some lift, and aerodynamic benefits by passing through the air at high rates, thereby reducing drag on vehicle 702. In some embodiments, propellers 710 may only provide lift until canards 730 and safety and stability device 100 are able to sustain lift alone, which may occur at high translational speeds caused by the propulsion provided by propulsion engine 740, at which point the propellers may stop rotating at high rates. In some embodiments, propulsion engine 740 may be omitted, which facilitates drone embodiment 700 in which propellers 710 provide translational motion and lift. In yet another embodiment, canards 730 and / or propulsion engine 740 may be omitted. In other words, any drone configuration capable of being connected to the safety and stabilization device 100 is contemplated.

[0030] Reference Figures 8 to 9 , Figures 8 to 9 A personal aircraft embodiment 800 is shown that is configured for use with the safety and stability device 100. More specifically, Figures 8 to 9 Components for connecting the fuselage and other compartments to the safety and stability device 100 are shown. In some embodiments, the personal aircraft embodiment 800 can be operated similar to a personal helicopter for providing relatively short-distance air travel. In this manner, the personal aircraft embodiment 800 can include a main propeller and a tail rotor for control, steering, and reaction torque to prevent rotation of the personal aircraft embodiment 800. The main propeller and tail rotor are not shown, as these features will be well understood by those skilled in the art.

[0031] Figure 8 A first human aircraft embodiment 800A is shown in which the safety and stabilization device 100 is connected to the fuselage 802 via an upper rib 804 and a lower rib 806 . Figure 8 A cross section of one upper rib 804 and one lower rib 806 is shown, but the first human aircraft embodiment 800A may include multiple upper ribs 804 and multiple lower ribs 806 evenly arranged around the safety and stabilization device 100. That is, the ribs 804, 806 may surround or encircle the fuselage 802 and connect to multiple points of the circular safety and stabilization device 100. Figure 8 As shown, the upper rib 804 and the lower rib 806 are connected to the inner ring 12 and also surround the plurality of bearings 24, 26, 28, and the upper rib 804 and the lower rib 806 may also be connected to the fuselage 802 and the lower cargo hold 810. In some embodiments, the fuselage may include a cockpit of the personal aircraft embodiment 800, and a human operator may sit in the cockpit and fly the personal aircraft embodiment 800. The upper rib 804 and the lower rib 806 may include holes for aerodynamic purposes to reduce drag during translational motion of the first personal aircraft embodiment 800A.

[0032] Fig. 9 A second personal aircraft embodiment 800B is shown in which the safety and stabilization device 100 is connected to the fuselage 802 via brackets 910 . Fig. 9 A cross section of one bracket 910 is shown, but the second personal aircraft embodiment 800B may include multiple brackets 910 evenly spaced around the safety and stabilization device 100. That is, the brackets 910 may surround or wrap around the fuselage 802 and connect to multiple points of the circular safety and stabilization device 100. Fig. 9As shown, the bracket 910 is connected to the inner ring 12 and the fuselage 802 and the lower cargo hold 810. The bracket 910 may include holes for aerodynamic purposes to reduce drag during translational movement of the personal aircraft embodiment, but the holes may also include cross bracing to increase the strength of the bracket 910. In addition, the bracket 910 may include one or more L-shaped brackets 912 that connect the inner ring 12 of the safety and stabilization device 100 to the bracket 910. Although in Fig. 9 An L-shaped bracket is shown in the illustrated embodiment, but any other connection mechanism is contemplated.

[0033] exist Figures 8 to 9 In any of the embodiments shown, in an emergency, the fuselage 802 can be easily separated from the bracket 910 or the upper rib 804 and the lower rib 806. By separating the fuselage 802, the fuselage 802 can be ejected or dropped from the rest of the aircraft, and the fuselage 802 can include a parachute to allow the fuselage 802 to land safely.

[0034] although Figures 8 to 9 The embodiments described in describe a personal aircraft, but the embodiments described herein can be increased in size to allow for more passengers to be accommodated by increasing the circumference of the safety and stabilization device 100. The exemplary embodiments described herein are not limited to single seat aircraft.

[0035] As previously indicated, the exemplary embodiments described herein show an aircraft having a safety and stability device that surrounds the fuselage of the aircraft to protect the safety of the aircraft and the stability of the aircraft. An aircraft having rotating parts can provide enhanced stability and safety, which can reduce the required learning curve and allow more people to use air travel to make short trips that are usually only accessible by car, bicycle or other short travel options. Therefore, the aircraft having rotating wings described herein represents a significant improvement over the prior art.

[0036] Although several embodiments have been described in detail above, other modifications may be made. For example, other components may be added to or removed from the described systems, and other embodiments may be within the scope of the invention.

[0037] As can be seen from the foregoing, various changes and modifications may be made without departing from the spirit and scope of the present invention. It should be understood that no limitation should be placed on the specific system or method described herein, nor should any inference be made. Of course, it is intended to cover all such modifications that fall within the spirit and scope of the present invention.

Claims

1. A safety and stability device for an aircraft, comprising: Inner ring; an outer ring that rotates relative to the inner ring; a motor connected to the inner ring, the motor driving the outer ring to rotate relative to the inner ring, and The ring gear, which is connected to the outer ring, wherein the safety and stabilization device rotates in a substantially horizontal plane and at a speed sufficient to provide gyroscopic stability to the aircraft.

2. The safety and stabilization device of claim 1 further comprising a plurality of bearings present between the inner ring and the outer ring for reducing friction when the outer ring rotates relative to the inner ring.

3. The safety and stabilization device of claim 2, wherein each of the plurality of bearings comprises a ball bearing, a roller bearing or a sliding bearing.

4. The safety and stabilization device of claim 1, wherein the motor further comprises a gear that engages with the ring gear and transmits rotational motion to the ring gear and thereby to the outer ring.

5. The safety and stabilization device of claim 4, wherein the gear is engaged with the ring gear through a hole formed in the inner ring.

6. The safety and stabilization device of claim 4, wherein the inner ring further comprises a pair of flanges that retain a shaft, and the shaft retains the gear and allows rotational movement of the gear.

7. A safety and stabilization device for an aircraft, comprising: Inner ring; an outer ring that rotates relative to the inner ring; a motor connected to the inner ring, the motor driving the outer ring to rotate relative to the inner ring, wherein the safety and stabilization device rotates in a substantially horizontal plane and at a speed sufficient to provide gyroscopic stability to the aircraft, Wherein the outer ring comprises a soft material for absorbing any impact generated by the structure, the soft material comprising an air-filled polymer, polyethylene foam or gel.

8. A safety and stabilization device for an aircraft, comprising: Inner ring; an outer ring that rotates relative to the inner ring; a motor connected to the inner ring, the motor driving the outer ring to rotate relative to the inner ring, wherein the safety and stabilization device rotates in a substantially horizontal plane and at a speed sufficient to provide gyroscopic stability to the aircraft, The rotational speed sufficient to provide gyroscopic stability to the aircraft is dependent upon a reading of a gyroscopic sensor, and wherein the rotational speed sufficient to provide gyroscopic stability to the aircraft increases as the translational speed of the aircraft increases.

9. An aircraft, comprising: A safety and stability device, the safety and stability device comprising: Inner ring; an outer ring, which rotates relative to the inner ring, a motor connected to the inner ring, the motor driving the outer ring to rotate relative to the inner ring, and The ring gear, which is connected to the outer ring, wherein said safety and stabilization device rotates in a substantially horizontal plane and at a speed sufficient to provide gyroscopic stability to said aircraft; A fuselage is connected to the inner ring.

10. The aircraft of claim 9, wherein the fuselage further comprises a cockpit.

11. The aircraft of claim 9, further comprising a plurality of bearings between the inner ring and the outer ring for reducing friction when the outer ring rotates relative to the inner ring.

12. The aircraft of claim 11, wherein each of the plurality of bearings comprises a ball bearing, a roller bearing, or a plain bearing.

13. The flying machine of claim 9, wherein the electric motor further comprises a gear that engages with the ring gear and transmits rotational motion to the ring gear and thereby to the outer ring.

14. The aircraft of claim 13, wherein the gear engages the ring gear through a hole formed in the inner ring.

15. The aircraft of claim 13, wherein the inner ring further comprises a pair of flanges that retain a shaft, and wherein the shaft retains the gear and allows rotational movement of the gear.

16. An aircraft, comprising: A safety and stability device, the safety and stability device comprising: Inner ring; an outer ring, which rotates relative to the inner ring, a motor connected to the inner ring, the motor driving the outer ring to rotate relative to the inner ring, wherein said safety and stabilization device rotates in a substantially horizontal plane and at a speed sufficient to provide gyroscopic stability to said aircraft; The fuselage, which is connected to the inner ring, The fuselage includes a main body and canards.

17. The flying machine of claim 16, further comprising a top plate connected to the inner ring and a bottom plate connected to the inner ring, wherein the flying machine is formed between the top plate and the bottom plate.

18. The flying machine of claim 16, wherein the flying machine comprises a propeller.

19. An aircraft, comprising: A safety and stability device, the safety and stability device comprising: Inner ring; an outer ring, which rotates relative to the inner ring, a motor connected to the inner ring, the motor driving the outer ring to rotate relative to the inner ring, wherein the safety and stabilization device rotates in a substantially horizontal plane and at a speed sufficient to provide gyroscopic stability to the vehicle; a fuselage, which is connected to the inner ring, and At least one upper rib and a lower rib, wherein the upper rib is connected to the inner ring and the fuselage, and wherein the lower rib is connected to the inner ring and the cargo hold.

20. An aircraft, comprising: A safety and stability device, the safety and stability device comprising: Inner ring; an outer ring, which rotates relative to the inner ring, a motor connected to the inner ring, the motor driving the outer ring to rotate relative to the inner ring, wherein the safety and stabilization device rotates in a substantially horizontal plane and at a speed sufficient to provide gyroscopic stability to the vehicle; a fuselage, which is connected to the inner ring, and At least one bracket, wherein the bracket is connected to the inner ring and the fuselage.

21. An aircraft comprising: A safety and stability device, the safety and stability device comprising: Inner ring; an outer ring, which rotates relative to the inner ring, a motor connected to the inner ring, the motor driving the outer ring to rotate relative to the inner ring, wherein the safety and stabilization device rotates in a substantially horizontal plane and at a speed sufficient to provide gyroscopic stability to the vehicle; a fuselage, which is connected to the inner ring, and A propulsion engine is used to generate translational motion of the aircraft.

22. An aircraft, comprising: A safety and stability device, the safety and stability device comprising: Inner ring; an outer ring, which rotates relative to the inner ring, a motor connected to the inner ring, the motor driving the outer ring to rotate relative to the inner ring, wherein the safety and stabilization device rotates in a substantially horizontal plane and at a speed sufficient to provide gyroscopic stability to the vehicle; a fuselage, which is connected to the inner ring, and Propeller and tail rotor.

23. An aircraft comprising: A safety and stability device, the safety and stability device comprising: Inner ring; an outer ring, which rotates relative to the inner ring, a motor connected to the inner ring, the motor driving the outer ring to rotate relative to the inner ring, wherein said safety and stabilization device rotates in a substantially horizontal plane and at a speed sufficient to provide gyroscopic stability to said aircraft; a fuselage, which is connected to the inner ring, and Wherein the outer ring comprises a soft material for absorbing any impact generated by the structure, the soft material comprising an air-filled polymer, polyethylene foam or gel.

24. An aircraft, comprising: A safety and stability device, the safety and stability device comprising: Inner ring; an outer ring, which rotates relative to the inner ring, a motor connected to the inner ring, the motor driving the outer ring to rotate relative to the inner ring, wherein said safety and stabilization device rotates in a substantially horizontal plane and at a speed sufficient to provide gyroscopic stability to said aircraft; a fuselage, which is connected to the inner ring, and Wherein the rotational speed sufficient to provide gyroscopic stability to the aircraft is dependent on the translational speed of the aircraft, and wherein the rotational speed sufficient to provide gyroscopic stability to the aircraft increases as the translational speed of the aircraft increases.

25. An aircraft comprising: A safety and stability device, the safety and stability device comprising: Inner ring; an outer ring, which rotates relative to the inner ring, a motor connected to the inner ring, the motor driving the outer ring to rotate relative to the inner ring, The ring gear, which is connected to the outer ring, wherein said safety and stabilization means rotates in a substantially horizontal plane; A fuselage is connected to the inner ring.

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