Tubular wing with flap

Abstract

A ducted wing is configured to be connected to an aircraft. The ducted wing includes an integrated array of jet wings. Each jet wing includes a propeller fan, an upper wing portion, and a lower wing portion extending beyond an end of the upper wing portion. Each jet wing includes a duct formed between the upper wing portion and the lower wing portion, with a propeller located within the duct. Further, each jet wing may have one or more flaps at a leading edge or a trailing edge of the jet wing. The jet wing may have a flap that controls an inlet area or an outlet area of the propeller fan and a flap that controls whether the aircraft is operable in one of a plurality of different takeoff modes.

Description

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims the benefit of U.S. Provisional Application No. 63 / 356,891, filed on June 29, 2022, which is incorporated herein by reference in its entirety. Technical Field

[0003] The present disclosure generally relates to aircraft including propeller fan arrays. More specifically, the present disclosure generally relates to ducted wings with integrated electric ducted fans that allow variable airflow patterns for conventional takeoff and landing (CTOL), vertical takeoff and landing (VTOL), and short takeoff and landing (STOL) of the aircraft. Background Art

[0004] Current electric conventional take-off and landing jet aircraft utilize pusher fans, which typically utilize open rotors and propellers. These types of conventional pusher fans have reached their acoustic limits. Conventional pushers include two to five blades that are supported on a single end, thereby limiting the number of blades to five or fewer blades. In order to make the frequency of the sound emitted by conventional pushers less detectable to the human ear, the speed of the fan must be increased. However, since conventional pushers are supported only by a single end structure, they cannot be driven at higher speeds. In addition, because conventional pusher fans are only supported at a single end, the angle of the fan blades may change as the blade fan rotates faster, resulting in pitch changes that are audible to the human ear. Therefore, traditional conventional take-off and landing jet aircraft increase noise pollution. Summary of the invention

[0005] A kind of aircraft with ducted wing is disclosed, and this ducted wing has embedded jet wing array.This aircraft can be configured to carry passengers, cargo or its combination.Each jet wing includes propeller and in some embodiments includes a series of flaps, and this series of flaps is used to control the take-off and landing mode of aircraft and the area of ​​the inlet and outlet of propeller.This jet wing array forms ducted wing together.One group of flaps can control the take-off and landing mode according to the setting angle of flaps, allowing to carry out CTOL, VTOL or STOL according to the angle of flaps.Another group of flaps controls the inlet area and outlet area of ​​the inlet and outlet of propeller, so as to optimize efficiency under a range of airspeeds.The propeller is embedded in the leading edge of ducted wing, so that boundary layer air ingestion is minimized.In some embodiments, each part of ducted wing can be used to carry effective load, such as sensor, equipment, battery or fuel. BRIEF DESCRIPTION OF THE DRAWINGS

[0006] Figure 1A A top front left perspective view of an aircraft having a ducted wing is illustrated according to one embodiment.

[0007] Figure 1B , Figure 1C , Figure 1D , Figure 1E , Figure 1F and Figure 1G Illustrated are respectively: a right side view of an aircraft with ducted wings, a front view of an aircraft with ducted wings, a left side view of an aircraft with ducted wings, a rear view of an aircraft with ducted wings, a bottom view of an aircraft with ducted wings, and a top view of an aircraft with ducted wings according to one embodiment.

[0008] Figure 2 A cross-sectional view of a jet wing included in a ducted wing according to one embodiment is illustrated.

[0009] Figure 3A , Figure 3B , Figure 3C , Figure 3D , Figure 3E and Figure 3F Various back and side views of an aircraft are illustrated according to one embodiment, with flaps set to various angles for different take-off and landing modes.

[0010] Figure 4A and Figure 4B A perspective view and a side view of a jet wing array of a ducted fan according to one embodiment are respectively illustrated.

[0011] picture Figure 5A , Figure 5B , Figure 5C and Figure 5D Illustrated respectively are: a cross-sectional view of the jet wing of the ducted wing according to the first embodiment, in which the flap is located at the trailing edge of the jet wing; a cross-sectional view of the jet wing of the ducted wing according to the second embodiment, in which the flap is located at the trailing edge and the leading edge of the jet wing; a cross-sectional view of the jet wing of the ducted wing according to the third embodiment, in which the flap is located at the trailing edge and the other leading edge of the jet wing; and a cross-sectional view of the jet wing of the ducted wing according to the fourth embodiment, in which the flap is located at the trailing edge and the leading edge of the jet wing.

[0012] Fig. 6A , Figure 6B and Figure 6C Various top and side views of an aircraft configured to carry passengers and cargo are illustrated according to a certain embodiment.

[0013] Fig. 7A , Figure 7B , Figure 7C , Fig.7D and Fig. 7E A top view and a side view of an aircraft configured to carry passengers are illustrated according to one embodiment. DETAILED DESCRIPTION

[0014] The accompanying drawings (figures) and the following description describe certain embodiments by way of example only. Those skilled in the art will readily recognize from the following description that alternative embodiments of the structures and methods illustrated herein may be employed without departing from the principles described herein. Reference will now be made in detail to several embodiments, examples of which are illustrated in the accompanying drawings. It should be noted that, where feasible, similar or similar reference numerals may be used in the drawings and may indicate similar or similar functionality.

[0015] Figure 1A , Figure 1B , Figure 1C , Figure 1D , Figure 1E , Figure 1F and Figure 1G Different views of an aircraft 100 having a ducted wing according to one embodiment are illustrated. Depending on the orientation of one or more flaps of the ducted wing, the aircraft 100 can be operated in one of a plurality of different take-off and landing modes, such as a conventional take-off and landing (CTOL) mode, a vertical take-off and landing (VTOL) mode, and a short take-off and landing (STOL) mode, as will be further described below.

[0016] Specifically, according to the embodiment, Figure 1A A top front left perspective view of the aircraft 100 is illustrated. Figure 1B A right side view of an aircraft 100 having a ducted wing is illustrated. Figure 1C illustrates a front view of an aircraft 100 having a ducted wing, Figure 1D A left side view of an aircraft 100 having a ducted wing is illustrated. Figure 1E A rear view of an aircraft 100 having ducted wings is illustrated. Figure 1F A bottom view of an aircraft 100 having ducted wings is illustrated, and Figure 1G A top view of an aircraft 100 having a ducted wing is illustrated. In one embodiment, the use of flaps included in the ducted wing allows the aircraft 100 to switch between CTOL mode, STOL mode, and VTOL mode depending on the desired application.

[0017] In general, aircraft 100 may be, for example, a regional aircraft capable of carrying passengers and cargo. Depending on the configuration of aircraft 100, aircraft 100 is configured to carry a number of passengers, such as 5 to more than 30 passengers. In one embodiment, aircraft 100 is an all-electric aircraft with a visual flight rules (VFR) range of less than 200 miles, a hybrid electric aircraft (using a range extender) to achieve a range of up to 500 miles under instrument flight rules (IFR), or a non-electric aircraft for distances greater than 500 miles.

[0018] The all-electric aircraft 100 may include a battery pack having a capacity of 384 kWh and a pack-level energy density of 255 Whr / kg, which is a liquid-cooled propagation-resistant quad-redundant battery pack. The battery pack may include battery cells having Farasis cylindrical packaging, a cell-level energy density of 305 Whr / kg, a 2C discharge / recharge rate, and a 2000 cycle life. A hybrid electric embodiment may use a range extender, such as a Rolls-Royce 250 kW turbine generator.

[0019] In one embodiment, an aircraft 100 (e.g., an aircraft) includes a fuselage 101, a plurality of ducted wings 103, an array of jet wings 109, a plurality of booms 105, a plurality of horizontal tail planes 111 (e.g., wings), a plurality of vertical tail planes 107 (e.g., wings), and one or more landing gears 113. The horizontal tail planes 111 and the vertical tail planes 107 together form the tail of the aircraft 100. It should be noted that in other embodiments, the aircraft 100 may include other than the horizontal tail planes 111 and the vertical tail planes 107. Figures 1A to 1E Components other than those shown.

[0020] Fuselage 101 is the main body of aircraft 100. Fuselage 101 is a hollow structure. Fuselage 101 can be a continuous structure, or can be a modular structure that includes multiple components that together form fuselage 101. In one embodiment, fuselage 101 contains one or more payloads. In one embodiment, aircraft 100 is all-electric. However, in other embodiments previously described above, aircraft 100 can utilize a hybrid electric system to achieve longer endurance, more payload, and / or longer range.

[0021] In one embodiment, the fuselage 101 may also include electrical components for controlling the aircraft 100. Examples of electrical components for controlling the aircraft 100 include one or more controllers (such as one or more processors and memory devices) for controlling the array of jet wings 109 and actuating one or more control surfaces of the aircraft 100 (e.g., controlling ailerons, rudders, elevators, ailerons, flaps, spoilers, slats, etc.).

[0022] The array of jet wings 109 integrated into the ducted wing 103 may include a plurality of propellers 201 (in Figure 2 ). In one embodiment, each jet wing includes a portion of a ducted wing 103 and a corresponding propeller 201 within the duct of the jet wing 109. Each jet wing 109 is configured to be connected to at least one other jet wing 109 to collectively form the ducted wing 103. An example propeller 201 is described in U.S. Provisional Application No. 63 / 356,891, filed on June 29, 2022, which is incorporated herein by reference in its entirety.

[0023] In one embodiment, the propeller 201 is integrated into the leading edge of the ducted wing 103 instead of the trailing edge of the ducted wing 103. Integrating the propeller 201 array into the leading edge of the ducted wing 103 instead of the trailing edge of the ducted wing provides multiple advantages. For example, the propeller 201 has less boundary layer ingestion than the propeller located at the trailing edge of the wing, and the ducted wing 103 protects personnel located on the ground from the jet noise generated by the propeller 201 because the trailing edge of the ducted wing 103 acts as a noise barrier. Therefore, the aircraft 100 reduces the noise pollution caused by the ducted wing 103. In addition, the ducted wing 103 has a high lift enhancement from the Coanda effect, a smaller total wetted area than a wing with independent pod propellers, and reduced inflow distortion at larger angles of attack due to the inlet of the ducted wing 103.

[0024] The number of propellers 201 included in the ducted wing 103 depends on the application of the aircraft 100. For example, 32 propellers may be used in the ducted wing 103, but any number of propellers may be used in other embodiments. For example, the plurality of propellers 201 may produce 835 kW continuous / 1128 kW continuous power with a maximum static thrust of 4465 lb.

[0025] One or more landing gears 113 may be attached to the bottom surface of fuselage 101. For example, landing gear 113 may be a landing gear (eg, a tricycle landing gear) or a landing skid. However, other landing gears 113 may be used in other embodiments.

[0026] The ducted wing 103 is the main inner wing of the aircraft 100. The ducted wing 103 is a central element that connects the fuselage 101, the boom 105, the horizontal tail 111, and the vertical tail 107 together. The ducted wing 103 is located between a first end (e.g., the front) and a second end (e.g., the back) of the fuselage 101. In one embodiment, the ducted wing 103 is configured to provide lift for the aircraft 100 for flight and has an angle of dihedral relative to the fuselage 101 to provide stability. However, in other embodiments, the ducted wing 103 may have an angle of dihedral relative to the fuselage 101. The ducted wing 103 may be made of a composite material such as carbon fiber, a metal (e.g., aluminum or titanium), or an alloy.

[0027] In one embodiment, the ducted wing 103 includes a first side 103A disposed on a first side (e.g., right side) of the fuselage 101 and a second side 103B disposed on a second side (e.g., left side) of the fuselage 101. The first side 103A of the ducted wing 103 includes a first plurality of integrated propellers 201A disposed sequentially across the length of the first side 103A of the ducted wing 103. Similarly, the second side 103B of the ducted wing 103 includes a second plurality of integrated propellers 201B disposed sequentially across the length of the second side 103B of the ducted wing 103. Different groups of propellers 201 integrated into each of the first side 103A and the second side 103B of the ducted wing 103 may be individually controlled. That is, for example, the first plurality of integrated propellers 201A may be controlled separately from the second plurality of integrated propellers 201B.

[0028] In one embodiment, the first side 103A and the second side 103B of the ducted wing 103 are connected to the bottom surface of the fuselage 101, such as Figures 1A to 1G However, in other embodiments that allow for improved ground clearance, passenger ingress / egress, and cargo loading / unloading, the first side 103A and the second side 103B of the ducted wing 103 may be connected to the upper surface of the fuselage 101. As will be further described below, the ducted wing 103 includes one or more control surfaces (such as flaps and ailerons) to control the aircraft 100 during flight and during takeoff and landing.

[0029] In one embodiment, the first side 103A and the second side 103B of the ducted wing may be constructed as one continuous structure connected to the lower surface or the upper surface of the fuselage 101. Alternatively, the first side 103A and the second side 103B of the ducted wing 103 may be separate structures, each coupled to the lower surface or the upper surface of the fuselage 101.

[0030] In one embodiment, aircraft 100 includes booms 105 connected to the tips of ducted wings 103. The body of each boom 105 extends rearwardly relative to the front of fuselage 101, so that the end of each boom is located forward of the end of fuselage 101, such as Figure 1B and Figure 1D 104 is shown in a side view of the aircraft in . The tip of the nose of the boom 105 can be used for a forward camera and sensor system. At the rear of this annular volume is space for a primary battery system. Placing the batteries at the rear of the annular volume allows the span-load weight to be adjusted based on the structural characteristics, aeroelastic properties and natural harmonic characteristics of the ducted wing 103. The volume in the boom 105 can be used for additional sensors (optical, auditory, visual, olfactory, etc.) as well as navigation lights. The boom 105 also has inlets for cooling the batteries and sensor components.

[0031] In one embodiment, aircraft 100 includes a horizontal tail 111 attached to the end of boom 105. Figures 1A to 1D As shown, the horizontal tail 111 is arranged in an outboard horizontal tail arrangement. That is, each horizontal tail 111 extends in the horizontal direction away from the side surface of the boom 105 connected to the horizontal tail 111. The outboard horizontal tail arrangement of the horizontal tail 111 reduces the wetted area compared to conventional fuselage-mounted horizontal stabilizers, thereby reducing drag and mass. Moving the tail 115 outboard also moves the tail away from the downwash of the propeller 201 array, which complicates control at low speed and takeoff.

[0032] The horizontal tail 111 fixed to the end of the boom 105 has an elevator surface to provide longitudinal stability in all flight phases. By placing the horizontal tail 111 on the outside, the horizontal tail 111 is not in the downwash of the propeller 201, which complicates control at low speed and takeoff and requires large adjustments. Therefore, the length of the boom 105 is determined based on airflow modeling, which indicates the location of the downwash of the jet wing 109. In addition, the length of the boom 105 is also determined based on airflow modeling so that the horizontal tail 111 is positioned in the upwash flow field of the vortex rolled up by the ducted wing 103 around the boom 105. Therefore, as the vortex rolls up to provide additional lift, the effect of the horizontal tail 111 is improved. Therefore, under cruising conditions, the horizontal tail has a net lift vector pointing in the forward flight direction, as well as a positive thrust component, thereby reducing the consumption of battery power. In one embodiment, the horizontal tail 111 includes an upper dihedral of approximately 5 degrees to help deal with horizontal tip impacts during landing of the aircraft 100. The horizontal tail 111 may have flaps which may be actuated using electromechanical actuators, for example.

[0033] The vertical tail 107 (e.g., vertical stabilizer) is located at the rear end of the boom 105 on the upper surface of the boom 105 to reduce the boom and tail impact problem. In one embodiment, a single vertical tail is attached to the upper surface of the corresponding boom 105 and extends in an upward direction toward the sky from the upper surface of the boom 105 so that the vertical tail 107 is above the boom 105. Each vertical tail 107 may have a movable control surface, such as a rudder to achieve yaw control. The movable control surface of the vertical tail 107 pivots around the end of the portion connected to the vertical tail 107 to keep the aircraft 100 consistent with the direction of movement of the aircraft 100. In order to change the direction of movement of the aircraft 100 (e.g., yaw control), the movable control surface can be moved (e.g., pivoted). The vortex roll-up from the boom 105 also contributes to the effect of the vertical tail 107. Further aerodynamic optimization of vortex roll-off may allow the size (tail volume factor) of vertical tail 107 to be smaller relative to more conventional aircraft designs while maintaining similar or better performance.

[0034] Figure 2 A cross-sectional view of a jet wing 109 from an array of jet wings 109 integrated into a ducted wing 103 according to one embodiment is illustrated. By integrating the duct directly into the leading edge of the airfoil to form the ducted wing 103, the duct drag and weight are minimized while providing minimal fan inlet distortion to achieve the lowest noise. The ducted wing 103 aligns the airflow and eliminates the need for high-lift leading edge slats. In one embodiment, each jet wing 109 includes a propeller 201 configured to generate thrust, an upper wing portion 230, a lower wing portion 250, and one or more flaps 210.

[0035] In one embodiment, the upper wing portion 230 of the jet wing 109 includes the upper half of the duct included in the jet wing 109. The upper wing portion 230 is configured to control the exhaust flow of the propeller 201. The lower wing portion 250 is configured to control the different take-off and landing modes of the aircraft 100. The lower wing portion 250 includes a first lower wing portion 250A at the leading edge of the lower wing portion 250, and extends to a position aligned with the rear end 6 of the upper wing portion 230. In some embodiments, the lower wing portion 250 may include a flap, which is configured to pivot between different angles, wherein a specific angle may be associated with a specific take-off and landing mode. For example, an angle of the flap may be associated with a conventional take-off and landing mode, another angle of the flap may be associated with a vertical take-off and landing mode, and another angle may be associated with a short-distance take-off and landing mode.

[0036] The lower wing section 250A overlaps and is connected to the upper wing section 230. The upper wing section 230 and the first lower wing section 250A together form an integrated duct of the jet wing 109. The propeller 201 is disposed between the upper wing section 230 of the jet wing 109 and the first lower wing section 250A of the lower wing section 250.

[0037] The lower wing portion 250 further includes a second lower wing portion 250B. The second lower wing portion 250B extends from the end of the first lower wing portion 250A to the trailing edge of the lower wing portion 250. Figure 2 As shown, the second lower wing portion 250B does not overlap with the upper wing portion 230 .

[0038] In one embodiment, one or more flaps 210 are connected to the upper wing portion 230 and the lower wing portion 250. In one embodiment, the flaps 210 include: a first flap 210A, which is configured to be attached to the upper wing portion 230; and a second flap 210B, which is configured to be attached to the lower wing portion 250. One end of each flap 210 is configured to be attached to the edge of the ducted wing 103. In one embodiment, one end of one flap in the flaps 210 is configured to be attached to the trailing edge of the ducted wing 103. In another embodiment, one end of one flap in the flaps 210 is configured to be attached to the leading edge of the ducted wing 103. Each flap 210 is configured to pivot to the edge of the ducted wing 103 around an attachment point. The flaps 210 may have different configurations based on their attachment points.

[0039] For example, the second flap 210B is configured to pivot to the trailing edge of the lower wing portion 250 around the attachment point, and can be configured to guide the airflow from the propeller 201 to control lift and drag. The second flap 210B allows multiple take-off modes, including VTOL, STOL and CTOL, by controlling the direction of the airflow from the propeller 201. In another example, the first flap 210A is configured to pivot to the trailing edge of the upper wing portion 230 around the attachment point, and is configured to control the outlet area of ​​the exhaust port of the propeller 201, thereby controlling the mass flow conditions for efficient fan operation, and controlling thrust therewith. In certain embodiments, each flap 210 is a single element flap. In other embodiments, some flaps 210 are multi-element flaps.

[0040] In addition, the ducted wing 103 enhances low-speed lift from a conventional 1.8 CLmax to over 6.0. This achieves a three-times higher wing loading than conventional wing designs, but with a wing area reduced to one-third. Integrating the ducts directly into the airfoil leading edge of the ducted wing 103 also reduces drag (e.g., greater than 40%) at high-speed cruise when compared to conventional wing designs. High lift is achieved without increasing high pitch moments. In addition, integrating the ducts into the jet wing leading edge of the ducted wing 103 improves ride quality and achieves a low stall speed of 61 knots with a takeoff and landing balance flight field length of less than 3,000.

[0041] The array of jet wings 109 included in the ducted wing 103 enhances the lift of the wing at multiple speeds and provides thrust throughout the flight envelope. By embedding the array of jet wings 109 into the ducted wing 103, drag is reduced while maximizing the efficiency of the thrust generated. In some embodiments, the ducted wing 103 also includes ailerons for roll control and additional flaps for adjustment in various flight phases.

[0042] Flap 210, comprising a first flap 210A (e.g., upper wing portion 230) at the top trailing edge of ducted wing 103 and a second flap 210B at the bottom trailing edge of ducted wing 103, can be deflected to customize the area ratio of the exhaust port according to a specific cruising speed and ensure that the propeller exhaust flow remains attached to the upper surface of the lower wing. Customizing the area ratio can ensure optimal efficiency at all cruising speeds without the need for variable pitch propeller blades. In one embodiment, the deflection of flap 210 can be automatically scheduled mechanically or electronically according to airspeed.

[0043] Because the propellers are integrated into the leading edge of the ducted wing 103, the upper wing section 230 and the lower wing section 250 function as a biplane, with the vertical sections of the duct array increasing the structural rigidity of the structure. Figure 2 As shown, the lower wing portion 250 is longer than the upper wing portion 230, so that the lower wing portion 250 extends beyond the end of the flap 210A attached to the upper wing portion 230. The leading edge integration also ensures that the distortion in the propeller 201 face is reduced at various angles of attack and various flight speeds. This is important because the integration of the rear of the leading edge would require additional pylons to avoid boundary layer ingestion resulting in greater drag.

[0044] The complexity of integration leads to the ducted wing 103 having a main spar and at least two secondary spars to achieve rigidity. For example, the ducted wing 103 can have up to 50 propellers to provide multi-engine redundancy. Each of these propellers is driven by the same signal from FADEC (full authority digital engine control) so that the pilot can use a single throttle to control the thrust of the propeller 201 array. Each propeller 201 included in the jet wing 109 array is replaceable. The leading edge of the propeller 201 array can be pivoted for maintenance purposes, allowing maintenance personnel to perform overhauls to remove fans, stators or motors as needed. However, the propeller 201 itself does not pivot during each take-off and landing mode in different take-off and landing modes. Sweep can be introduced into the ducted wing 103 so that the lift center and the thrust center are located at the same place to avoid any head-down pitching moment within the speed range. According to the relative arrangement of the boom and the tail and the inner wing, structural weight benefits can also be achieved.

[0045] As will be further described below, each duct of the jet wing 109 array switches from an elliptical shape at the inlet lip to a cylindrical cross-section from the fan face to the stator area, and then switches to a rectangular cross-section that allows the exhaust port of the aircraft 100 to form a clean plate that is smoothly attached to the upper surface of the lower airfoil. The jet wing 109 is specifically designed to balance air and thrust factors without introducing pitch moments. Within the duct is a central body that houses an electric motor that drives each propeller 201. If necessary, wires to the motor are guided through one or more stators for power supply and active cooling. In some embodiments, the upper wing portion 230 and the lower wing portion 250 may contain one or more payloads, such as electronic devices, sensors, fuel, cargo, or mechanical elements.

[0046] FIG. 3A to FIG. 3F Different views of an example application of a ducted wing 103 of an aircraft 100 are illustrated in accordance with some embodiments. FIG. 3A to FIG. 3F As shown, the ducted wing 103 includes a plurality of second flaps 210B, which can rotate independently of each other. FIG. 3A to FIG. 3F As shown, flap 210B is rotated to a series of positions to allow a range of takeoff modes.

[0047] The combination of thrusters 201 in an array creates several control and thrust vectoring opportunities. Thrust can be simply varied between each individual thruster 201 to induce yaw, roll or pitch moments. The relative spanwise pitch differences between the jet wings 109 can be used to facilitate faster climbs and descents. This can be further enhanced by additional control surfaces mounted at the trailing edge.

[0048] The spanwise combination of ducts within the jet wing 109 makes it well suited for integration along a wing, or even as a biplane wing itself. The array can be arranged and extended as a biplane-type wing, with sweep, shrouds, anhedral angles, and tapers to meet system requirements. The choice of integrating the array of thrusters 201 into a complete biplane-type wing depends on the amount of thrust (negative drag) required and the relative size of the thrusters 201.

[0049] For example, Figure 3A The position of the second flap 210B on the lower wing portion 250 is illustrated for use during the CTOL or cruise portion of flight. Figure 3A , Figure 3E and Figure 3F As shown, when the aircraft is in the CTOL mode, the second flap 210B is in a first position (e.g., a first angle). The first position of the second flap 210B is optimized for CTOL or cruising during flight. In one embodiment, the default position of the second flap 210B maximizes the overall length of the ducted wing 103. According to an embodiment, the second flap 210B can be controlled independently of other flaps 210 (such as the first flap 210A).

[0050] Figure 3B The second position of the second flap 210B on the lower wing portion 250 for VTOL is illustrated. When the aircraft is in VTOL mode, the second flap 210B is angled (e.g., pivoted) downward at the maximum angle (e.g., second angle) of the possible pivoting of the second flap 210B to guide the direction of the thrust generated by the propeller 201 toward the downward direction, as shown by arrow 301. By guiding the thrust downward, the aircraft 100 is configured for VTOL. In one embodiment, the maximum angle of the pivoting of the second flap 210B is a 45 degree angle. If an angle greater than 45 degrees is used, there is an efficiency loss.

[0051] Figure 3C and Figure 3D The third position of the second flap 210B on the lower wing portion 250 for STOL is illustrated. In one embodiment, the STOL capability of the aircraft 100 enables the aircraft 100 to take off and avoid obstacles at a predetermined distance (e.g., 1,500 feet) from the start of the takeoff run at a predetermined altitude (e.g., 50 feet), and to stop within the predetermined distance 1,500 feet after crossing the obstacle. Therefore, the aircraft 100 can take off or land when the length of the runway or take-off and landing area is relatively short.

[0052] In STOL mode, the second flap 210B is in a third position, which is an intermediate position between the first position of the second flap 210B for CTOL and the second position of the second flap 210B for VTOL. In one embodiment, the second flap 210B is in an intermediate angle between the maximum possible pivot angle of the second flap 210B for VTOL and the angle of the second flap 210B for CTOL. Figure 3E and Figure 3F The second flap 210B on the lower wing portion 250 for CTOL is illustrated in a position optimized for CTOL as shown in FIG. Figure 3C and Figure 3D comparison.

[0053] Note that in the CTOL mode, the STOL mode, and the VTOL mode, the angle of the propeller 201 integrated into the ducted wing 103 is fixed. That is, the propeller 201 does not rotate to change the direction of thrust to achieve CTOL, STOL, or VTOL. Instead, the position (e.g., angle) of the second flap 210B changes to achieve each mode of the aircraft 100 and allows the propeller 201 to maintain a fixed angle during the different modes of the aircraft 100.

[0054] Figure 4A and Figure 4B A perspective view and a cross-sectional view, respectively, are illustrated of an array of jet wings 109 forming a ducted wing 103 according to one embodiment. Figure 4A and Figure 4B Different jet wings 109 that together constitute the ducted wing 103 are illustrated. In one embodiment, the jet wing 109 array includes a first jet wing 109A, a second jet wing 109B, and a third jet wing 109C, which are arranged transversely to form a part of the ducted wing 103. The first jet wing 109A includes a first propeller 201A, a first upper wing portion 230A, and a first lower wing portion 250A. The second jet wing 109B includes a second propeller 201B, a second upper wing portion 230B, and a second lower wing portion 250B, the second upper wing portion is connected to the end of the first upper wing portion 230A of the first jet wing 109A and extends from the end, and the second lower wing portion is connected to the end of the first lower wing portion 250A of the first jet wing 109A and extends from the end. Finally, the third jet wing 109C includes a third propeller 201C, a third upper wing portion 230C connected to and extending from the end of the second upper wing portion 230B of the second jet wing 109B, and a third lower wing portion 250C connected to and extending from the end of the second lower wing portion 250B of the second jet wing 109B. Figure 4A and Figure 4BThree airfoils 109 are shown in FIG. 1 , but any number of airfoils may be present in the array of airfoils 109 .

[0055] In some embodiments, Figure 4A and Figure 4B As shown, the connection between the first upper wing portion 230A, the second upper wing portion 230B and the third upper wing portion 230C and the connection between the first lower wing portion 250A, the second lower wing portion 250B and the third lower wing portion 250C are curved, rather than straight rectangular lines and edges. In these embodiments, the shape of the inlet and outlet of the corresponding propeller 201 can be more in line with a cone, and the flap 210 following these edges can be similarly curved. A benefit of this curve is that it may require less material, and has a corresponding weight benefit. In other embodiments not shown, the connection between the propeller 201 can be smoother, and then form a straight line edge between each of the upper wing portion 230 and the lower wing portion 250. In this embodiment, the upper wing portion 230 has a straight edge that is not curved, and the lower wing portion 250 has a straight edge that is not curved, and the airflow above the ducted wing 103 will be more uniform and more similar to the 2-dimensional flow passing through the entire ducted wing 103. Furthermore, in this embodiment having straighter edges, the corresponding flap 210 will match the shape of the edges of the upper wing portion 230 and the lower wing portion 250 .

[0056] FIG. 5A to FIG. 5D A cross-sectional view of a jet wing 109 included in a ducted wing 103 is illustrated, with various flap arrangements, according to some embodiments. Specifically, Figure 5A A cross-sectional view of the jet wing 109 including the first flap 210A and the second flap 210B previously described above is illustrated. Figure 5B A cross-sectional view of the jet wing 109 including a third flap 210C in addition to the first flap 210A and the second flap 20B is illustrated. Figure 5C A cross-sectional view of the jet wing 109 including a fourth flap 210D in addition to the first flap 210A and the second flap 20B is illustrated. Figure 5D A cross-sectional view of the jet wing 109 including both the third flap 210C and the fourth flap 210D in addition to the first flap 210A and the second flap 210B is illustrated. Each flap of the plurality of flaps 210 is controlled independently of each other.

[0057] refer to Figure 5A In one embodiment, each jet wing 109 includes a propeller 201 having an inlet diameter and an outlet diameter. The jet wing 109 has an inlet 500A with a corresponding inlet diameter and an outlet 500B with a corresponding outlet diameter. In a default position, the inlet diameter is larger than the outlet diameter.

[0058] The upper wing portion 230 includes a first end 501 and a second end 503 opposite to the first end 501. The lower wing portion 250 also includes a first end 505 and a second end 507 opposite to the first end 505 of the lower wing portion 250. In one embodiment, each of the first end 501 of the upper wing portion 230 and the first end 505 of the lower wing portion 250 is as shown in FIG. Figure 5A shown.

[0059] In one embodiment, the first end 501 (i.e., the leading edge) of the upper wing portion 230 is in front of the first end 503 (i.e., the leading edge) of the lower wing portion 250. That is, in one embodiment, the first end 501 of the upper wing portion 230 extends beyond the first end 505 of the lower wing portion 250, so that the first end 501 of the upper wing portion 230 does not overlap with the first end 505 of the lower wing portion 250. This causes the inlet surface area of ​​the jet wing 109 to be inclined, rather than perpendicular to the airflow. The inclined inlet surface area helps low-speed performance and reduces inlet flow field distortion.

[0060] In one embodiment, the upper wing portion 230 has a convex outer surface 509 and a concave inner surface 511. The outer surface 509 of the upper wing portion 230 is not parallel to the inner surface 511 of the upper wing portion 230. Figure 5A As shown. In one embodiment, the thickness of the upper wing portion 230 changes from the first end 501 of the upper wing portion 230 to the second end 503 of the upper wing portion 230. Specifically, the thickness of the upper wing portion 230 increases from the first end 501 of the upper wing portion 230 to the middle portion 513 of the upper wing portion 230, which is located between the first end 501 and the second end 503 of the upper wing portion 230. In one embodiment, the middle portion 513 corresponds to (e.g., overlaps) the position of the propeller 201 in the jet wing 109. Therefore, in one embodiment, the thickest portion of the upper wing portion 230 is aligned with the propeller 201. The thickness of the upper wing portion 230 decreases from the middle portion 513 of the upper wing portion 230 to the second end 503 of the upper wing portion 230.

[0061] The lower wing portion 250 has an inner surface 515 facing the inner surface 511 of the upper wing portion 230. The inner surface 515 of the lower wing portion 250 is connected to the inner surface 511 of the upper wing portion 230 to jointly form the inner surface of the duct of the jet wing 109 in which the propeller 201 is disposed. The inner surface 515 of the lower wing portion 250 includes a first portion 519 of a concave shape and a second portion 521 of a convex shape.

[0062] In one embodiment, the concave first portion 519 of the inner surface 515 of the lower wing portion 250 overlaps the concave inner surface 511 of the upper wing portion 230. In one embodiment, the concave first portion 519 of the inner surface 515 of the lower wing portion 250 is included in the first lower wing portion 250A previously described above. The propeller 201 is disposed between the concave first portion 519 of the inner surface 515 of the lower wing portion 250 and the concave portion of the inner surface 511 of the upper wing portion 230 that form the duct of the jet wing 109. In one embodiment, the duct formed by the upper wing portion 230 and the lower wing portion 250 has a maximum inner diameter in the concave first portion 519 of the inner surface 515 of the lower wing portion 250 and the concave inner surface 511 of the upper wing portion 230 that overlaps with the propeller 201. Figure 5A As shown, the impeller 201 is closer to the inlet 500A than the outlet 500B of the duct.

[0063] The convex second portion 521 of the upper inner surface 515 of the lower wing portion 250 is included in the second lower wing portion 250B and therefore does not overlap with the upper wing portion 230. The lower wing portion 250 also has an outer surface 517. In one embodiment, the outer surface 517 of the lower wing portion 250 is a convex shape from the first end 505 of the lower wing portion 250 to the second end 507 of the lower wing portion 250.

[0064] In one embodiment, the thickness of the lower wing portion 250 changes from the first end 505 of the lower wing portion 250 to the second end 507 of the lower wing portion 250. Specifically, the thickness of the lower wing portion 250 increases from the first end 505 of the lower wing portion 250 to the middle portion 523 of the lower wing portion 250, which corresponds to (e.g., overlaps) the second end 503 of the upper wing portion 230. Therefore, the thickest portion of the lower wing portion 250 is aligned with the second end 503 of the upper wing portion 230. The thickness of the lower wing portion 250 decreases from the middle portion 523 of the lower wing portion 250 to the second end 507 of the lower wing portion 250.

[0065] Due to the concave and convex shapes of both the inner surface 511 of the upper wing portion 230 and the inner surface 515 of the lower wing portion 250, the inner diameter (and therefore the area) of the duct of the jet wing changes from both the first end 501 of the upper wing portion 230 and the first end 505 of the lower wing portion 250 to the second end 503 of the upper wing portion 230 and the middle portion 523 of the lower wing portion 250. Figure 5A As shown, the diameter (and therefore the area) of the duct increases from the inlet 500A of the jet wing to the portion of the duct overlapping the middle portion 513 of the upper wing portion, and decreases from the middle portion 513 to the outlet 500B of the duct between the second end 503 of the upper wing portion 230 and the middle portion 523 of the lower wing portion 250.

[0066] As previously mentioned, one or more flaps 210 may be connected to the jet wing 109. Figure 5A In the embodiment of the present invention, the second end 503 of the upper wing part 230 comprises the first flap 210A, and the second end 507 of the lower wing part 250 comprises the second flap 210B. The first flap 210A is configured to control the outlet area (for example, exhaust port outlet) of the outlet 500B of the jet wing 109. By pivoting the first flap 210A downwards, thereby changing the angle of the first flap 210A and changing the diameter of the outlet, the area of ​​the outlet 500B can be reduced to the minimum outlet area from its maximum area. The control of the outlet area of ​​the jet wing 109 allows to optimize airflow at various speeds of the aircraft 100, and allows to realize maximum efficiency at various speeds.

[0067] In contrast, the second flap 210B controls the direction of the exhaust flow, thereby changing the direction of the thrust. As previously described, the angle (eg, position) of the second flap 210B corresponds to a particular mode of the aircraft 100. Figure 5A The angle of the second flap 210B corresponds to the CTOL mode, but the second flap 210B may be angled downward to a maximum angle corresponding to the VTOL mode of the aircraft 100 or to an intermediate angle corresponding to the STOL mode of the aircraft 100 .

[0068] Figure 5B Another embodiment of the jet wing 109 is illustrated. Figure 5B The embodiment shown is similar to Figure 5A Therefore, Figure 5A and Figure 5B Components common to both embodiments have been omitted in each description.

[0069] exist Figure 5B In the embodiment of FIG. 5 , the third flap 210C is added to the first end 501 of the upper wing portion 230 . Figure 5B The jet wing 109 in the embodiment includes a first flap 210A at the second end 503 of the upper wing portion 230, a second flap 210B at the second end 507 of the lower wing portion 250, and a third flap 210C at the first end 501 of the upper wing portion 230. The first flap 210A and the second flap 210B perform the above-mentioned Figure 5A The third flap 210C can be configured to be positioned at different angles to change the inlet area of ​​the inlet 500A of the jet wing 109. For example, the angle of the third flap 210C can be changed downward toward the center of the propeller 201 to control the inlet area of ​​the inlet 500A of the jet wing 109. In addition to the outlet area of ​​the jet wing 109, the control of the inlet area further optimizes the inlet airflow at various speeds of the aircraft 100 to maximize the efficiency at various speeds.

[0070] Figure 5C Another embodiment of the jet wing 109 is illustrated. Figure 5C The embodiment shown is similar to Figure 5A Therefore, Figure 5A and Figure 5C Components common to both embodiments have been omitted in each description.

[0071] exist Figure 5C In the embodiment of FIG. 5 , a fourth flap 210D is added to the first end 505 of the lower wing portion 250 . Figure 5C The jet wing 109 in the embodiment includes a first flap 210A at the second end 503 of the upper wing portion 230, a second flap 210B at the second end 507 of the lower wing portion 250, and a fourth flap 210D at the first end 505 of the lower wing portion 250. The first flap 210A and the second flap 210B perform the above-mentioned Figure 5A The same function as described. The fourth flap 210D can be configured to be positioned at different angles to change the inlet area of ​​the inlet 500A of the jet wing 109. For example, the angle of the fourth flap 210D can be changed upward toward the center of the propeller 201 to control the inlet area of ​​the inlet 500A of the jet wing 109. In addition to the outlet area of ​​the jet wing 109, the control of the inlet area further optimizes the inlet airflow at various speeds of the aircraft 100 to maximize the efficiency at various speeds.

[0072] Figure 5D Yet another embodiment of the jet wing 109 is illustrated. Figure 5D The embodiment shown is similar to FIG. 5A to FIG. 5C Therefore, FIG. 5A to FIG. 5C The common components of both embodiments have been omitted in each description.

[0073] exist Figure 5C In the embodiment of FIG. 2 , the third flap 210C is added to the first end 503 of the upper wing portion 230 and the fourth flap 210D is added to the first end 505 of the lower wing portion 250 . Figure 5D The jet wing 109 in the embodiment includes a first flap 210A at the second end 503 of the upper wing portion 230, a second flap 210B at the second end 507 of the lower wing portion 250, a third flap 210C at the first end 501 of the upper wing portion 230, and a fourth flap 210D at the first end 505 of the lower wing portion 250. The first flap 210A and the second flap 210B perform the above-mentioned Figure 5AThe third flap 210C and the fourth flap 210D can be configured to be positioned at different angles to change the inlet diameter of the inlet 500A of the jet wing 109, and thus change the inlet area of ​​the inlet 500A of the jet wing 109. By having both the third flap 210C and the fourth flap 210D, Figure 5B and Figure 5C The inlet area of ​​the inlet 500A of the jet wing 109 can be adjusted more than in the embodiment of FIG. 1 , where a single flap 210 is provided at the inlet of the jet wing 109 to further optimize the inlet airflow at various speeds of the aircraft 100 .

[0074] In one embodiment, the ducted wing 103 may include a control mechanism connected to each flap 210 to control the angle of the flap 210. In one embodiment, the control mechanism may include a servo motor and a rod. One end of the rod is connected to the servo motor, and the second end of the rod is connected to the flap 210B. The servo motor can extend the rod to pivot the flap 210 toward its maximum possible angle, and can retract the rod, thereby returning the rod to its default position.

[0075] FIG. 6A to FIG. 6C Various top and side views of a fuselage 101 of an aircraft 100 configured to carry passengers 610 and cargo 620 are illustrated in accordance with one embodiment. FIG. 6A to FIG. 6C As shown, aircraft 100 may include one or more passengers 610 located at the front of fuselage 101 , with cargo 620 located behind passengers 610 .

[0076] 7A to 7E A top view and a side view of a fuselage 101 of an aircraft 100 configured to carry passengers 610 are illustrated according to one embodiment. In the example illustrated herein, two pilots are located at the front of the fuselage 101, and a safety divider separates the passenger cabin. In one embodiment, the passengers 610 are seated in two cabins. The first cabin uses a club-style seating arrangement, where larger passengers can sit in the row closest to the pilot to improve weight and balance in each layout. The rear-facing seats achieved by the club-style seating arrangement naturally promote improved pilot safety.

[0077] In one embodiment, the rear cockpit has a seating arrangement for two passengers facing rearward. Wide viewing windows may be located at the rear end of the fuselage 101 to improve the view from these seats.

[0078] A 5-passenger configuration similar to the passenger configuration shown in the figure, except that the rear passenger compartment is removed, the two club rows can each support two seats, and the pilot compartment can only support one pilot. The 9-passenger configuration can be reconfigured to support 12 smaller individuals (i.e., a family that may wish to fly as a unit). Each row of passenger seatbacks can be folded down to reveal a luggage compartment. These seatbacks can be folded in flight to allow for the transportation of larger luggage, which may be subject to an additional charge.

[0079] In this specification, reference to "one embodiment" or "an embodiment" means that a particular feature, structure, or characteristic is included in at least one embodiment of the present disclosure. Multiple appearances of the term "in one embodiment" in this specification are not necessarily referring to the same embodiment.

[0080] While the present disclosure has been particularly shown and described with reference to one embodiment and several alternative embodiments, it will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention.

Claims

1. A ducted wing configured to be attached to an aircraft, the ducted wing comprising: A plurality of jet wings, each of the plurality of jet wings being connected to at least one other jet wing from the plurality of jet wings to form the ducted wing together, each jet wing comprising: an upper wing portion having a first end, a second end opposite the first end, an outer surface between the first and second ends of the upper wing portion, and an inner surface opposite the outer surface of the upper wing portion and between the first and second ends of the upper wing portion; a lower wing portion having a first end, a second end opposite the first end of the lower wing portion and extending beyond the second end of the upper wing portion, an outer surface between the first end and the second end of the lower wing portion, and an inner surface extending from the inner surface of the upper wing portion to form a duct in the jet wing, the duct extending from the first end of the upper wing portion and the first end of the lower wing portion to the second end of the upper wing portion and an intermediate portion of the lower wing portion between the first end and the second end of the lower wing portion; and a propeller fan located in the duct of the jet wing, the propeller fan being closer to the first end of the upper wing section and the first end of the lower wing section than to the second end of the upper wing section, The diameter of the duct changes from the first end of the upper wing portion and the first end of the lower wing portion to the second end of the upper wing portion and the middle portion of the lower wing portion.

2. The ducted wing of claim 1 , wherein the second end of the upper wing portion comprises a first flap, the first flap being configured to change a diameter of an outlet of the duct, the outlet of the duct being located between the second end of the upper wing portion and the middle portion of the lower wing portion.

3. The ducted wing of claim 2 , wherein the first flap is configured to change the diameter of the outlet of the duct by pivoting between: a first position, the first position corresponding to a first angle of the first flap; and a second position of the first flap, the second position corresponding to a second angle, the second angle being greater than the first angle.

4. The ducted wing of claim 2 , wherein the second end of the lower wing portion includes a second flap configured to pivot between: a first position corresponding to a first angle of the second flap, the first angle being associated with a conventional takeoff and landing mode of the aircraft; a second position corresponding to a second angle of the second flap, the second angle being greater than the first angle of the second flap and being associated with a vertical takeoff and landing mode of the aircraft; and a third position corresponding to a third angle of the second flap, the third angle being between the first angle and the second angle of the second flap and being associated with a short takeoff and landing mode of the aircraft.

5. The ducted wing according to claim 4, wherein at least one of the first end of the upper wing portion or the first end of the lower wing portion comprises a third flap or a fourth flap, respectively, the third flap or the fourth flap being configured to change a diameter of an inlet of the duct, the inlet of the duct being located between the first end of the upper wing portion and the first end of the lower wing portion.

6. The ducted wing of claim 5 , wherein each of the third flap and the fourth flap is configured to change the diameter of the inlet of the duct by pivoting between: a first position corresponding to a first angle of the third flap or the fourth flap; and a second position of the third flap or the fourth flap corresponding to a second angle greater than the first angle of the third flap or the fourth flap.

7. The ducted wing of claim 1, wherein the first end of the upper wing portion extends beyond the first end of the lower wing portion such that the first end of the upper wing portion does not overlap with the first end of the lower wing portion.

8. The ducted wing of claim 1, wherein an inlet of the duct between the first end of the upper wing portion and the first end of the lower wing portion is inclined.

9. The ducted wing of claim 1 , wherein the outer surface of the upper wing portion is convex between the first end and the second end of the upper wing portion, and the inner surface of the upper wing portion is concave between the first end and the second end of the upper wing portion.

10. The ducted wing according to claim 9, wherein a thickness of the upper wing portion increases from the first end portion of the upper wing portion to a middle portion of the upper wing portion, the middle portion being located between the first end portion and the second end portion of the upper wing portion, and the thickness of the upper wing portion decreases from the middle portion to the second end portion of the upper wing portion.

11. The ducted wing according to claim 10, wherein the outer surface of the lower wing portion is convex between the first end and the second end of the lower wing portion, and a first portion of the inner surface of the lower wing portion is concave between the first end of the lower wing portion and the middle portion of the lower wing portion, and a second portion of the inner surface of the lower wing portion is convex between the middle portion of the lower wing portion and the second end of the lower wing portion.

12. The ducted wing according to claim 11, wherein a thickness of the lower wing portion increases from the first end portion of the lower wing portion to the middle portion of the lower wing portion, and the thickness of the lower wing portion decreases from the middle portion of the lower wing portion to the second end portion of the lower wing portion.

13. The ducted wing of claim 12, wherein the middle portion of the lower wing portion is aligned with the second end portion of the upper wing portion.

14. The ducted wing of claim 1, wherein the pusher fan is configured to remain at the same angle for a conventional takeoff and landing mode of the aircraft, a vertical takeoff and landing mode of the aircraft, and a short takeoff and landing mode of the aircraft.

15. An aircraft, comprising: body; a plurality of ducted wings connected to the fuselage, each of the ducted wings comprising an integrated jet wing array configured to generate thrust; a plurality of hangers, each hanger being attached from the plurality of ducted airfoils to an end of a corresponding ducted airfoil; and a plurality of horizontal tail planes, each horizontal tail plane being connected to an end of a corresponding one of the plurality of booms; Each jet wing in the integrated jet wing array comprises: an upper wing portion having a first end, a second end opposite the first end, an outer surface between the first and second ends of the upper wing portion, and an inner surface opposite the outer surface of the upper wing portion and between the first and second ends of the upper wing portion; a lower wing portion having a first end, a second end opposite the first end of the lower wing portion and extending beyond the second end of the upper wing portion, an outer surface between the first end and the second end of the lower wing portion, and an inner surface extending from the inner surface of the upper wing portion to form a duct in the jet wing, the duct extending from the first end of the upper wing portion and the first end of the lower wing portion to the second end of the upper wing portion and an intermediate portion of the lower wing portion between the first end and the second end of the lower wing portion; and a propeller fan located in the duct of the jet wing, the propeller fan being closer to the first end of the upper wing section and the first end of the lower wing section than to the second end of the upper wing section, The diameter of the duct changes from the first end of the upper wing portion and the first end of the lower wing portion to the second end of the upper wing portion and the middle portion of the lower wing portion.

16. The aircraft according to claim 15, further comprising: A plurality of vertical tail fins are provided, each vertical tail fin being connected to an end of a corresponding one of the plurality of booms.

17. The aircraft of claim 15, wherein the second end of the upper wing portion includes a first flap configured to change a diameter of an outlet of the duct, the outlet of the duct being located between the second end of the upper wing portion and the middle portion of the lower wing portion.

18. The aircraft of claim 17, wherein the first flap is configured to change the diameter of the outlet of the duct by pivoting between: a first position corresponding to a first angle of the first flap; and a second position of the first flap corresponding to a second angle greater than the first angle.

19. The aircraft of claim 17, wherein the second end of the lower wing portion includes a second flap, the second flap being configured to pivot between: a first position corresponding to a first angle of the second flap, the first angle being associated with a conventional takeoff and landing mode of the aircraft; a second position corresponding to a second angle of the second flap, the second angle being greater than the first angle of the second flap and being associated with a vertical takeoff and landing mode of the aircraft; and a third position corresponding to a third angle of the second flap, the third angle being between the first angle and the second angle of the second flap and being associated with a short takeoff and landing mode of the aircraft.

20. The aircraft of claim 19, wherein at least one of the first end of the upper wing portion or the first end of the lower wing portion comprises a third flap or a fourth flap, respectively, the third flap or the fourth flap being configured to change a diameter of an inlet of the duct, the inlet of the duct being located between the first end of the upper wing portion and the first end of the lower wing portion.

21. The aircraft of claim 20, wherein each of the third flap and the fourth flap is configured to change the diameter of the inlet of the duct by pivoting between: a first position corresponding to a first angle of the third flap or the fourth flap; and a second position of the third flap or the fourth flap corresponding to a second angle greater than the first angle of the third flap or the fourth flap.

22. The flying machine of claim 15, wherein the first end of the upper wing portion extends beyond the first end of the lower wing portion such that the first end of the upper wing portion does not overlap with the first end of the lower wing portion.

23. The aircraft of claim 15, wherein an inlet of the duct between the first end of the upper wing portion and the first end of the lower wing portion is angled.

24. The aircraft of claim 15, wherein the outer surface of the upper wing portion is convex between the first end and the second end of the upper wing portion, and the inner surface of the upper wing portion is concave between the first end and the second end of the upper wing portion.

25. The aircraft of claim 24, wherein a thickness of the upper wing portion increases from the first end portion of the upper wing portion to a middle portion of the upper wing portion, the middle portion being located between the first end portion and the second end portion of the upper wing portion, and the thickness of the upper wing portion decreases from the middle portion to the second end portion of the upper wing portion.

26. The aircraft of claim 25, wherein the outer surface of the lower wing portion is convex between the first end and the second end of the lower wing portion, and a first portion of the inner surface of the lower wing portion is concave between the first end of the lower wing portion and the middle portion of the lower wing portion, and a second portion of the inner surface of the lower wing portion is convex between the middle portion of the lower wing portion and the second end of the lower wing portion.

27. The aircraft of claim 26, wherein a thickness of the lower wing portion increases from the first end portion of the lower wing portion to the middle portion of the lower wing portion, and the thickness of the lower wing portion decreases from the middle portion of the lower wing portion to the second end portion of the lower wing portion.

28. The flying machine of claim 27, wherein the middle portion of the lower wing portion is aligned with the second end of the upper wing portion.

29. The aircraft of claim 15, wherein the pusher fan is configured to remain at the same angle for a conventional takeoff and landing mode of the aircraft, a vertical takeoff and landing mode of the aircraft, and a short takeoff and landing mode of the aircraft.

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