V / STOL aircraft

Abstract

Vertical / short take-off and landing (VTOL) aircraft include a pair of ducted lift / thrust fans that are rotatable between a first vertical lift position and a second horizontal thrust position. The lift / thrust fans are mounted cantilevered from the aircraft's fuselage to the forward of the aircraft's wings. A downward-exhausting ducted lift fan is located inside the aircraft's fuselage, behind the aircraft's pitch axis. A generator located inside the fuselage is connected to the lift / thrust fans and lift fan by a transmission system. The lift / thrust fans and lift fan are positioned relative to each other to form a triangle around the aircraft's center of gravity and center of lift.

Description

Technical Field

[0001] (Cross - reference to Related Applications) This Patent Cooperation Treaty patent application claims the priority of U.S. Provisional Patent Application No. 63 / 461,449, entitled "VTOL AIRCRAFT", filed on April 24, 2023, which is incorporated herein by reference as if fully set forth.

Background Art

[0002] In recent years, traffic congestion has increased significantly in urban areas and their suburbs. Similarly, airports of all sizes have become congested, so the time taken for long - distance travel and commuting between cities has been increasing. Also, in recent years, the demand for more efficient commercial air travel services between two points has increased significantly. At the same time, opportunities to secure land and obtain regulatory approvals for new airports are extremely rare. Airports require a large amount of land area because fixed - wing aircraft need long runways and extensive airspace for safe takeoff and landing. Building such airports is very costly for most municipalities, and even if cost is not a barrier, the noise, pollution, and safety issues associated with urban airports become problems. Therefore, in the aviation industry, there is a growing need for vertical take - off and landing (VTOL) and short - take - off and landing (STOL) aircraft that can take off, land, and be stored on relatively small - sized commercial and residential land areas, and that meet customers' needs for privacy and two - point air transportation services. Such aircraft can use existing helicopter networks at over 5000 heliports in the United States, as well as work sites, parks, and other grass or paved areas, golf courses, and other safe and legal landing areas.

[0003] Since its invention in 1939, helicopters have remained specialized aircraft due to their control systems, large rotors, and low speed and limited range. Helicopter control systems include complex mechanisms for continuously adjusting rotor pitch. Such control systems are expensive to build and maintain. Furthermore, large, exposed rotors and tail rotors present significant safety and operational challenges. Most importantly, helicopters fall far short of the speed, range, and comfort of fixed-wing aircraft. Helicopters are slow, noisy machines, with an average cruising speed of 120 miles per hour (approximately 190 kilometers per hour), a speed comparable to or exceeding that of any high-speed car on a racetrack. The average helicopter has a shorter range than any car, typically around 200 miles (approximately 320 kilometers) before landing and refueling. Private jets and other business jets, on the other hand, are far quieter, smoother, and more comfortable than helicopters. Of course, fixed-wing aircraft require airports, or at least runways.

[0004] Over several decades, numerous attempts have been made to combine the speed, range, and comfort of fixed-wing aircraft with the VTOL and hovering capabilities of helicopters. The tiltrotor category of aircraft is one such VTOL / fixed-wing aircraft (powered lift aircraft). However, tiltrotors can only perform vertical takeoffs and landings because the rotor blades hit the ground in forward flight mode. The large engine / rotor assembly also degrades the aerodynamic properties of the wing to which they are fixed. This reduces performance and further decreases safety in the event of an emergency glide landing. This is particularly problematic in tiltrotor aircraft where the rotor is vertically positioned, and in "tilt-wing" aircraft where the rotor and wing are vertically positioned. Furthermore, due to their size and complexity, tiltrotor aircraft have not been able to serve as a basis for lightweight, high-speed, compact, and affordable civilian aircraft (from a physical or engineering standpoint).

[0005] Another category of VTOL aircraft designed for high-speed flight includes helicopters with additional components such as propellers to enhance speed. These are called "compound helicopters," and include aircraft from Sikorsky's X2 technology and AVX Aircraft's coaxial rotor / dual-ducted fan technology. While Sikorsky and AVX Aircraft aircraft are not commercially produced, they are designed to achieve superior VTOL speed and hovering capabilities compared to any fixed-wing aircraft, except for tiltrotors. However, like tiltrotors, these compound helicopters have standard large helicopter blades for lift during takeoff and landing, rather than smaller, safer, quieter, and more efficient ducted fans, and therefore do not achieve the same speed and range as fixed-wing aircraft. In the mid-20th century, various prototype or experimental fixed-wing aircraft with rotary ducted fans flew. However, the engines and fans could not provide sufficient lift for cargo or passengers, and these aircraft experienced significant controllability problems.

[0006] For the past 80 years, many innovators and aerospace engineers have worked on the development of diverse helicopters and fixed-wing aircraft that combine VTOL capabilities with speed and range. Many of these conventional VTOL aircraft designs suffer from many similar shortcomings that hinder the widespread adoption of VTOL aircraft with business-class speed and range for diverse applications. Another drawback is that many of these designs require several times the horsepower of conventional aircraft to keep the aircraft airborne during takeoff and hovering. As a result, such aircraft suffer from relatively high fuel consumption rates both during hovering and in forward and level flight. [Overview of the Initiative] [Problems that the invention aims to solve]

[0007] This summary is provided to introduce, in a simplified form, some of the concepts that will be further explained in the detailed description below. This summary and the aforementioned background are not intended to identify any major or essential aspects of the subject matter described in the claims. Furthermore, this summary is not intended to be used as an aid in determining the technical scope of the subject matter described in the claims. [Means for solving the problem]

[0008] According to this technology, embodiments of the V / STOL aircraft of the present invention differ fundamentally from conventional aircraft designs. In particular, embodiments of the aircraft of the present invention provide a fixed-wing ducted fan V / STOL aircraft that uses a uniquely configured set of triangular ducted fans. This provides a practical aircraft with competitive speed, range, passenger comfort, and sufficient payload capacity.

[0009] In various embodiments, the aircraft includes an aircraft having a front end, a rear end, and a central section extending between the front and rear ends. The aircraft defines a central longitudinal axis of the aircraft. A pair of wings extend laterally outward from the aircraft. A ducted lift fan, which exhausts downward, is located inside the aircraft, between the pitch axis of the aircraft and the rear end of the aircraft. At least one retractable cover or at least one resealable cover is selectively movable between an open position and a closed position relative to the ducted lift fan. A pair of ducted lift / thrust fans are cantilevered outward from the sides of the aircraft in front of the pair of wings, and are symmetrically positioned on both sides of the aircraft's roll axis and in front of the pitch axis. The pair of ducted lift / thrust fans are selectively rotatable between a first position that provides vertical lift and a second position that provides horizontal thrust.

[0010] In the aircraft embodiment, a ducted lift fan and a pair of ducted lift / thrust fans are arranged relative to each other to form a triangle around the aircraft's center of gravity. The thrust of each of the pair of ducted lift / thrust fans is independently controllable to provide roll control of the aircraft. The pair of ducted lift / thrust fans rotate around their pivot shaft axis to provide yaw control. The thrust from the lift fan at the rear of the fuselage is controllable to provide pitch and yaw control of the aircraft.

[0011] The aircraft embodiment includes a generator located within the fuselage and operatively coupled to a pair of ducted lift / thrust fans and lift fans. In some such embodiments, the generator includes a plurality of engines operatively coupled to a single power transmission system coupled to a pair of ducted lift / thrust fans and lift fans. A first and second output shaft extend in opposite directions laterally from a gearbox operatively coupled to the plurality of engines and are coupled to a reduction gearbox associated with a pair of ducted lift / thrust fans. A third output shaft extends rearward from the gearbox and is coupled to a reduction gearbox associated with a rear lift fan housed within the fuselage.

[0012] These and other aspects of the system and method will become apparent upon consideration of the detailed description and drawings herein. However, it should be understood that the scope of the invention is not determined by whether the given subject matter is determined by the published claims, or whether the given subject matter addresses some or all of the problems described in the background art, or whether it includes any of the features or aspects described herein. [Brief explanation of the drawing]

[0013] Non-limiting and non-exclusive embodiments of the present invention, including preferred embodiments, are described with reference to the following drawings, where similar reference numerals refer to similar parts throughout the various drawings unless otherwise specified.

[0014] [Figure 1] Figure 1 shows a perspective view of one embodiment of a V / STOL aircraft of the present technology and one configuration in which the V / STOL aircraft may be configured for forward flight. [Figure 2] Figure 2 shows a bottom perspective view of the V / STOL aircraft shown in Figure 1, illustrating one configuration in which the V / STOL aircraft may be configured for landing or takeoff. [Figure 3] Figure 3 shows a front view of the V / STOL aircraft depicted in Figure 1. [Figure 4] Figure 4 shows a front view of the V / STOL aircraft depicted in Figure 2. [Figure 5] Figure 5 shows a plan view of the V / STOL aircraft depicted in Figure 1. [Figure 6] Figure 6 shows a plan view of the V / STOL aircraft depicted in Figure 2. [Figure 7] Figure 7 shows a side view of the V / STOL aircraft depicted in Figure 1. [Figure 8] Figure 8 shows a side view of the V / STOL aircraft depicted in Figure 2. [Figure 9] Figure 9 shows a rear view of the V / STOL aircraft depicted in Figure 2. [Figure 10] Figure 10 shows a partial plan view of an embodiment of a V / STOL aircraft of the present technology, illustrating one configuration in which the engine, air intake duct, and exhaust port can be located within the fuselage. [Figure 11] Figure 11 shows a schematic perspective view of an embodiment of a V / STOL aircraft of the present technology, illustrating one configuration in which the engine and transmission system may be connected to a ducted fan. [Figure 12] Figure 12 shows an isometric view of the engine and power transmission system configured for use with an embodiment of the V / STOL aircraft of this technology. [Modes for carrying out the invention]

[0015] Embodiments form part of this specification and are described in more detail below with reference to the accompanying drawings, which illustrate specific embodiments by way of example. These embodiments are disclosed in sufficient detail for those skilled in the art to implement the invention. However, the embodiments may be implemented in various different forms and should not be construed as limited to the embodiments described herein. Accordingly, the following detailed description should not be construed in a limiting sense.

[0016] Embodiments of the present technology are generally shown in FIGS. 1 to 12 as being associated with a V / STOL aircraft 10. Referring particularly to FIGS. 1 to 9, an embodiment of the V / STOL aircraft 10 includes a fuselage 12 having a front end 14, a rear end 16, and a central portion 18 extending between the front end 14 and the rear end 16. Various embodiments of the fuselage 12 are elongated and define a central longitudinal roll axis X of the V / STOL aircraft 10. In at least some embodiments, the fuselage 12 may be configured to include a passenger and flight control compartment. At the rear of the passenger and flight control compartment, the V / STOL aircraft 10 may include a storage compartment or a cargo compartment. In other embodiments, the V / STOL aircraft 10 may increase in size to accommodate more passengers and / or cargo.

[0017] A pair of wings, particularly a first wing 20 and a second wing 22, are fixed in a position fixed relative to the fuselage 12. The first wing 20 and the second wing 22 are each defined by a leading edge 24, a rear end 26, a root end 28, and an opposing tip 30. The root ends 28 of the first wing 20 and the second wing 22 are each connected to the central portion 18 of the fuselage 12 such that the first wing 20 and the second wing 22 extend laterally outward from the fuselage 12. In at least some embodiments, the first wing 20 and the second wing 22 are of a retractable wing design.

[0018] Referring in particular to Figures 2 and 6, various embodiments of the V / STOL aircraft 10 include a downward-exhausting ducted lift fan 32 located inside the fuselage 12, between the pitch axis Z of the V / STOL aircraft 10 and the rear end 16 of the fuselage 12. In this specification, the term “ducted fan” is simply a system that accelerates air as it passes through a duct or shroud. The duct primarily serves to guide a mass flow of more air through the fan blades than would be possible without a duct. This increases the “thrust,” which is the reaction force to the acceleration of the air, compared to a fan or propeller without a duct. Referring in particular to Figures 2 and 6, air is accelerated by a multi-blade fan through a horizontal duct 34. In the illustrated embodiment, the horizontal duct 34 is defined as an opening that penetrates the fuselage 12 from the rear end 16 forward, behind the pitch axis Z of the V / STOL aircraft 10. The horizontal duct 34 and the fuselage 12 can be formed as a single integrated structure, or as separate structures fixed in positions relative to each other. The dimensions of the rotor can be increased or decreased according to the dimensions of the V / STOL aircraft 10 and the desired performance characteristics.

[0019] Referring to FIGS. 1, 2, 5, 6, 8, and 9, a set of hinged "clam shell" or louvered bottom door covers 36 may be associated with the bottom outlet opening of the horizontal duct 34, and a similar set of upper door covers 38 may be associated with the upper inlet opening. The bottom door cover 36 and the upper door cover 38 may be provided to selectively move between an open position (shown in FIGS. 1 and 5) and a closed position (shown in FIGS. 2, 6, 8, and 9) in various embodiments. In particular, the bottom door cover 36 and the upper door cover 38 are arranged in an open position where the lift fan 32 operates to generate lift thrust through the horizontal duct 34. In some embodiments, when the V / STOL aircraft 10 is in forward flight, the bottom door cover 36 and the upper door cover 38 are arranged in a closed position where the lift thrust from the lift fan 32 is not desired or required. It is envisioned that the bottom door cover 36 and the upper door cover 38 may be provided as a plurality of parts that retract in the front-to-back direction or opposing lateral directions. In yet another embodiment, it is envisioned that the bottom door cover 36 and the upper door cover 38 can be provided as a plurality of louvers that rotate between a closed position and a substantially open position. In such an embodiment, one or more louvers are pivotally connected directly below the lift fan 32 and are movable between an open position and a closed position and between individual positions therebetween. In the closed position, the louvers form part of the bottom door cover 36 and close the bottom exhaust opening of the horizontal duct 34. This reduces the size of the outer panel of the bottom door cover 36. The louvers are arranged in an open position during the hovering flight of the V / STOL aircraft 10. Mechanical or electrical connection of the louvers to flight control devices such as ladder pedals enables selective control of the angular arrangement of the louvers in the open position. By selectively controlling the angular position below the bottom outlet opening of the horizontal duct 34, the thrust output of the horizontal duct 34 can be deflected to give the V / STOL aircraft 10 a yaw control function.

[0020] Referring to Figures 1 to 9, embodiments of the V / STOL aircraft 10 include a pair of ducted lift / thrust fans. In particular, the illustrated embodiments include a first lift / thrust fan 40 and a second lift / thrust fan 42 cantilevered from both sides of the fuselage 12, extending forward from the first wing 20 and the second wing 22. In various embodiments, the first lift / thrust fan 40 and the second lift / thrust fan 42 are positioned close to the fuselage 12 and the root ends 28 of the first wing 20 and the second wing 22. The rotor dimensions are expected to be increased or decreased according to the dimensions of the V / STOL aircraft 10 and the desired performance characteristics. In some embodiments, the pitch of the blades inside the rotor can be varied as required according to the desired power performance. The thrust from each lift / thrust fan is controllable independently in various embodiments.

[0021] The first lift / thrust fan 40 and the second lift / thrust fan 42 are positioned symmetrically with respect to each other on either side of the roll axis X and forward of the pitch axis Z of the V / STOL aircraft 10. Thus, the lift fan 32 and the pair of ducted lift / thrust fans are positioned relative to each other to form a triangle, and in some embodiments, they are positioned relative to each other to form a triangle around at least one of the lift centers of the first wing 20 and the second wing 22, the lift centers of the lift fan 32 and the ducted lift / thrust fan, and the center of gravity of the V / STOL aircraft 10. The first lift / thrust fan 40 and the second lift / thrust fan 42 are connected to the fuselage 12 so as to be selectively rotatable between a first position (Figure 2) that provides vertical lift and a second position (Figure 1) that provides horizontal thrust. In some embodiments, the first lift / thrust fan 40 and the second lift / thrust fan 42 are rotationally driven between the first and second positions using mechanical, hydraulic, or electromechanical actuators that can induce movement even when subjected to large external forces and, if necessary, fix the assembly in a single position.

[0022] Referring to Figures 2 and 6, in various embodiments of the V / STOL aircraft 10, the first lift / thrust fan 40 and the second lift / thrust fan 42 are positioned adjacent to the fuselage 12 and the root ends 28 of the first wing 20 and the second wing 22. In certain embodiments, the root ends 28 of the first wing 20 and the second wing 22 are shaped to define a partially curved fan recess 46 that approximates the shape of the periphery of the first lift / thrust fan 40 and the second lift / thrust fan 42. In this way, when the first lift / thrust fan 40 and the second lift / thrust fan 42 are positioned horizontally in a first position, they are housed inside the curved fan recess 46. This configuration offers several advantages compared to conventional VTOL aircraft configurations. For example, positioning a pair of ducted lift / thrust fans in front of the wing increases the velocity of the propeller airflow over the wing, generating additional lift. This additional lift is maximized by positioning the propeller as close to the wing as possible while allowing the ducts to rotate. Another advantage of this particular configuration is that it provides a “positive ground effect.” This effect occurs when air, after hitting the ground, redirects upward to help “push” the aircraft upward. In some VTOL aircraft, the relative position of the propeller and wing causes air to be drawn downwards. In this technology, the placement of a pair of ducted lift / thrust fans on the wing and fuselage helps to capture the “fountain” of air that hits the ground, redirects upward, and directly strikes the underside of the wing and the underside of the fuselage 12. In certain embodiments, the closer the pair of ducted lift / thrust fans are to the wing, the more effective this effect becomes.

[0023] Referring to Figures 10 to 12, the V / STOL aircraft 10 includes a power generator and power transmission system that supplies power to the lift fan 32, the first lift / thrust fan 40, and the second lift / thrust fan 42. A single engine can be used to power the V / STOL aircraft 10. However, the illustrated embodiment includes a first engine 48 and a second engine 50 positioned inside the fuselage 12 between the first wing 20 and the second wing 22, straddling each other. A pair of opposing intake ducts 52 penetrate the fuselage 12 forward from the first engine 48 and the second engine 50. A pair of exhaust ports 54 penetrate both sides of the central section 18 of the fuselage 12 from the first engine 48 and the second engine 50.

[0024] Referring further to Figure 12, an exemplary power transmission system for use in a V / STOL aircraft 10 includes a main combine gearbox 56 that receives power outputs from a first engine 48 and a second engine 50. In the illustrated embodiment, a first output shaft 58 and a second output shaft 60 extend laterally from the combine gearbox 56 and engage with a first reduction gear 62 and a second reduction gear 64 associated with a first lift / thrust fan 40 and a second lift / thrust fan 42, respectively. A third output shaft 66 extends rearward from the main combine gearbox 56 and engages with a third reduction gear 68 associated with a lift fan 32. In various embodiments, the output shafts described herein may be provided as dual coaxial shafts to provide redundancy in the power transmission system. In some embodiments, the main combine gearbox 56 includes sprag clutches, also known as overrunning clutches. In such embodiments, if one engine fails, the splugging clutch allows the active engine to drive all three fans in VTOL mode and the fans on both wings in CTOL mode. This is not possible in typical twin-engine propeller aircraft. Rather, such aircraft lose thrust on one side if one engine fails. The first engine 48 and the second engine 50 (CT7 engine in a particular embodiment) have a power boost mode in case one engine fails. For example, the CT7-8A6 can boost its output up to 2850 horsepower for 30 seconds at the expense of engine life.

[0025] The V / STOL aircraft 10 includes a flight control system for operating the V / STOL aircraft 10 through various flight operations. The manner of flight operations is monitored and, in some cases, directly controlled by a flight control computer. A processor associated with the flight control computer receives data inputs from one or more associated systems. For example, an embodiment of the flight control system includes multiple pilot inputs that transmit data to the flight control computer. These pilot inputs include, but are not limited to, pitch and roll commands from the control stick, yaw commands from the rudder pedals, trim commands, and output commands from the engine throttle control. In various embodiments, the flight control system is operably coupled to the aircraft's control surfaces, including elevators, ailerons, and rudders. In some embodiments, the flight control system is operably coupled to a ducted lift / thrust fan and lift fan 32, allowing for selective control of the functions of the ducted lift / thrust fan and lift fan 32. In some such embodiments, the flight control system can selectively control the pitch, output, or rotational speed of the fan blades of the ducted lift / thrust fan and lift fan 32. Embodiments of the V / STOL aircraft 10 further include motion sensors / accelerometers for measuring the aircraft's acceleration in the X, Y, and Z axes. A rate gyroscope may be provided to receive and transmit data associated with the rotation angles of pitch, yaw, and roll. One or more sensors detect the stowed and deployed states of the landing gear 70. Various peripheral systems, including an altimeter, an air data sensor system, a pitot static pressure probe, and a total temperature probe, provide environmental data to the flight control computer. Data from such peripheral systems is processed within the flight control computer, which can store such data in one or more associated memory storage systems. One or more displays or multifunction displays communicate the status of flight control to the flight crew.

[0026] As described above, the flight control system of the V / STOL aircraft 10 simplifies vertical takeoff and landing operations and transitions between hovering mode and forward flight. For example, the operator initiates vertical takeoff by positioning the lift / thrust fan in the first takeoff position and directing the thrust toward the ground as shown in Figure 2. The operator makes a pilot input to initiate the start mode. Data received in the flight control computer activates the bottom door cover 36 and the upper door cover 38 to move them to the open position. The start sequence for the lift fan 32, the first lift / thrust fan 40, and the second lift / thrust fan is then initiated. The flight control system allows the fans to reach an idling state. Once the thrust of the lift fan 32, the first lift / thrust fan 40, and the second lift / thrust fan 42 reaches a predetermined value or higher, the operator initiates hovering mode from a pilot input associated with the flight control system. The thrusts of the lift fan 32, the first lift / thrust fan 40, and the second lift / thrust fan 42 are increased until the V / STOL aircraft 10 takes off.

[0027] Once the V / STOL aircraft 10 is hovering stably, the operator selects cruise mode from the pilot input associated with the flight control computer. Signals are sent from the flight control computer to gradually tilt the first lift / thrust fan 40 and the second lift / thrust fan 42 from a first position to a second position in order to generate forward force. As the V / STOL aircraft 10 accelerates toward forward flight, lift is generated on the wings, and the V / STOL aircraft 10 cruises with the thrust of the first lift / thrust fan 40 and the second lift / thrust fan 42 directed backward. The operator can then perform manual operations using the control stick and steering pedals. Simultaneously, or alternatively, flight operations can be left to automatic operations based on data received from peripheral sensors and systems associated with the flight control computer.

[0028] The V / STOL aircraft 10 of this technology can cruise at high speeds and take off or land vertically from the ground, thus providing a vertical take-off and landing aircraft that does not require a runway for take-off or landing. If necessary, the V / STOL aircraft 10 can also perform short take-off and landing (STOL) or conventional take-off and landing.

[0029] While this technology is described in terms specific to particular structures, materials, and methodological steps, it should be understood that the present invention as defined in the appended claims is not necessarily limited to the particular structures, materials, and / or steps described. Rather, particular embodiments and steps are described as forms of carrying out the claimed invention. Since many embodiments of the invention can be carried out without departing from the spirit and scope of the invention, the invention falls within the scope of the appended claims. Unless otherwise specified, all numerical values ​​or expressions used in the specification (excluding the claims) to represent dimensions, physical properties, etc., are understood to be modified by the term “about.” At the very least, each numerical parameter enumerated in the specification or claims modified by the term “about” should be interpreted in light of the number of significant figures enumerated and by applying common rounding techniques, not with the intention of limiting the application of the doctrine of equivalents to the claims. Furthermore, it should be understood that all scope disclosed herein encompasses and provides the basis for any and all sub-scopes or any and all individual values ​​contained therein. For example, the range from 1 to 10 should be interpreted as encompassing and providing a basis for any subrange or individual value that includes the minimum value of 1 to the maximum value of 10 and / or those values. That is, all subranges that start with a minimum value of 1 or more and end with a maximum value of 10 or less (e.g., 5.5 to 10, 2.34 to 3.56, etc.), or any value from 1 to 10 (e.g., 3, 5.8, 9.9994, etc.).

Claims

1. An aircraft capable of vertical takeoff and landing, wherein the aircraft is A fuselage having a front end, a rear end, and a central portion extending between the front end and the rear end, the fuselage defining the central longitudinal axis of the aircraft, A pair of wings, each wing having a leading edge, a trailing edge, a root end connected to the central part of the fuselage, and opposing tip ends extending laterally outward from the fuselage, the root end of each wing and the fuselage defining a curved fan recess, A pair of ducted lift / thrust fans, each cantilevered from both sides of the fuselage, are symmetrically positioned on both sides of the aircraft's roll axis and in front of the aircraft's pitch axis, and are selectively rotatable between a first position providing vertical lift and a second position providing horizontal thrust, each rotatably positioned inside a curved fan recess, the curved fan recess being shaped to approximate the shape of the periphery of the ducted lift / thrust fan, and when the pair of ducted lift / thrust fans are in the first position, the pair of ducted lift / thrust fans are exposed, Between the pitch axis of the body and the rear end of the body, a lift fan with a duct is positioned inside the body and exhausts downwards, An aircraft capable of vertical takeoff and landing.

2. The aircraft according to claim 1, wherein the ducted lift fan and the pair of ducted lift / thrust fans are arranged to form a triangle with respect to the center of gravity of the aircraft.

3. The aircraft according to claim 1, wherein the ducted lift fan and the pair of ducted lift / thrust fans are arranged to form a triangle with respect to the lift center of the ducted lift fan and the pair of ducted lift / thrust fans.

4. The aircraft according to claim 1, wherein the ducted lift fan and the pair of ducted lift / thrust fans are arranged to form a triangle with respect to the center of gravity of the aircraft, the center of lift of the aircraft, and the centers of lift of the ducted lift fan and the pair of ducted lift / thrust fans.

5. The aircraft according to claim 1, wherein the ducted lift fan and the pair of ducted lift / thrust fans are arranged to form a triangle with respect to the center of gravity of the aircraft, the center of lift of the aircraft, and the centers of lift of the ducted lift fan and the pair of ducted lift / thrust fans.

6. The aircraft according to claim 1, wherein each thrust from the pair of ducted lift / thrust fans is independently controllable.

7. The aircraft according to claim 1, further comprising at least one cover that is selectively movable between an open position and a closed position relative to the ducted lift fan.

8. The aircraft according to claim 7, wherein at least one of the covers is positioned below the ducted lift fan and includes at least one louver positioned along the thrust output of the ducted lift fan, and the at least one louver is selectively rotatable along a range of angles between the open position and the closed position relative to the ducted lift fan, so that the thrust output is selectively angularly directed and provides yaw control to the aircraft.

9. The aircraft according to claim 1, further comprising a power generation device located inside the fuselage, wherein the power generation device is operatively connected to a pair of ducted lift / thrust fans and the lift fan.

10. The aircraft according to claim 9, wherein the power generation system comprises a pair of lift / thrust fans with ducts and a plurality of engines operatively connected to a single power transmission system connected to the lift fans.

11. The aircraft according to claim 10, wherein a first output shaft and a second output shaft extend in opposite lateral directions from a gearbox operably connected to a plurality of the engines and are connected to a reduction gearbox associated with a pair of ducted lift / thrust fans, and a third output shaft extends rearward from the gearbox and is connected to a reduction gearbox associated with a rear lift fan housed inside the fuselage.

12. The aircraft according to claim 1, wherein the pitch and yaw control of the aircraft is performed by changing the power distributed to the ducted lift / thrust fan and the ducted lift fan by at least one of increasing the fan blade pitch, increasing the fan rotation speed, or changing the angle of the blades at the top and / or bottom of the duct of the rear lift fan.

13. The aircraft according to claim 1, wherein roll control of the aircraft is performed by changing the power distributed to the ducted lift / thrust fan by increasing the fan blade pitch or increasing the fan rotation speed.

14. The aircraft according to claim 1, wherein yaw control of the aircraft is performed by rotating the lift / thrust fans in opposite directions.

15. A flight control system that is operationally connected to the aircraft's control surface, the lift / thrust fan with a duct, and the lift fan, so as to be able to selectively control the functions of the aircraft's control surface, the lift / thrust fan with a duct, and the lift fan. The aircraft according to claim 1, further comprising:

16. The aircraft according to claim 15, wherein the control surface of the aircraft includes elevators, ailerons, and a rudder.

17. The aircraft according to claim 15, wherein the flight control system enables selective control of the ducted lift / thrust fan and the fan blade pitch, power, or rotational speed of the lift fan.

18. An aircraft capable of vertical takeoff and landing, wherein the aircraft is A pair of ducted lift / thrust fans are symmetrically positioned on both sides of the aircraft's roll axis and in front of the aircraft's pitch axis, each cantilevered forward of a pair of wings from both sides of the fuselage, and selectively rotatable between a first position providing vertical lift and a second position providing horizontal thrust, with each root end of the wings and fuselage defining a curved fan recess shaped to approximate the shape of the periphery of the ducted lift / thrust fan, each of the pair of ducted lift / thrust fans being rotatably positioned inside the curved fan recess, and when the pair of ducted lift / thrust fans are in the first position, the pair of ducted lift / thrust fans are positioned inside the curved fan recess and the pair of ducted lift / thrust fans are exposed, Between the pitch axis of the body and the rear end of the body, a lift fan with a duct is positioned inside the body and exhausts downwards, An aircraft capable of vertical takeoff and landing.

19. The aircraft according to claim 18, wherein the ducted lift fan and the pair of ducted lift / thrust fans are arranged to form a triangle with respect to at least one of the center of gravity of the aircraft, the center of lift of the aircraft, and the centers of lift of the ducted lift fan and the pair of ducted lift / thrust fans.

20. The aircraft according to claim 18, wherein when the ducted lift / thrust fans are positioned in the first position, the positions of the pair of ducted lift / thrust fans relative to the pair of wings and the fuselage capture air that strikes the ground, turns upward, and strikes directly the underside of the wings and the underside of the fuselage.

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