Exhaust region and flow direction control

Abstract

The aircraft may be equipped with a ducted fan. The ducted fan may be a series of ducted fans. The series of ducted fans may be integrated into the aircraft's wing. The ducted fan may be integrated into the aircraft's horizontal stabilizer. The wing may include movable edges, such as flaps, to provide both an exhaust area and flow diversion control. The movable edges may be articulated by pivoting the movable edges. The movable edges may extend and retract.

Description

Technical Field

[0001] Cross - Reference to Related Applications This application claims the benefit of U.S. Provisional Patent Application No. 63 / 643,378, filed on May 6, 2024, entitled "AIRCRAFT AND VARIABLE AREA EXHAUST TRAILING EDGE"; and U.S. Provisional Patent Application No. 63 / 534,467, filed on August 24, 2023, entitled "JET WING DELIVERY DRONE"; and for any and all non - limiting purposes, the entire content of each application is incorporated herein by reference.

Background Art

[0002] Technical Field [[ID=十六]]This disclosure generally relates to aircraft including one or more propulsion fans. More specifically, this disclosure relates to thrust vector control of an aircraft.

[0003] Description of Related Art Conventional take - off and landing jets may use propulsion fans that utilize open rotors and propellers. These types of conventional propulsion fans have reached their acoustic limits. Conventional propulsion fans have a number of blades supported at one end, which limits the number of blades (e.g., to 12 or less). For a conventional propulsion fan to produce sound at frequencies that are less audible to the human ear, the speed of the fan must be increased. However, due to the one - end structure, conventional propulsion fans cannot be driven at higher speeds. Additionally, since conventional propulsion fans are supported only at one end, the angle of the fan blades may change as the blade fans rotate at high speeds, and as a result, the pitch audible to the human ear changes. As a result, conventional take - off and landing jets increase noise pollution. In addition, in order to efficiently generate thrust in hover and forward flight modes, some conventional aircraft must mechanically change the pitch of the rotor blades. Conventional systems for achieving mechanical pitch changes are complex and can similarly result in an increase in noise pollution.

Summary of the Invention

[0004] The following provides a brief overview of the various embodiments described herein. This overview is not a comprehensive overview, nor is it intended to identify essential or definitive elements, nor to elaborate on the claims. The following overview serves only as an introduction to the more detailed description provided below, presenting some concepts in a simplified form.

[0005] To overcome the challenges described herein, and to overcome other challenges that may become apparent upon reading and understanding this specification, the embodiments described herein relate to systems and methods for exhaust region and / or flow deflection control. The embodiments of this disclosure relate to integrating a propulsion system into the airfoil of a vehicle or aircraft, the integration being configurable to enable thrust vector control and / or flow deflection of the vehicle. Such integration or system may be generally referred to herein as a jetfoil. In particular embodiments, a jetfoil system may comprise one or more sets of ducted fans, etc., integrated into the airfoil, such as the wings, tail, and / or other components of an aircraft. These individual sets of configurations may have at least three or more propulsors, which may be ducted fan arrays, including those described herein. The aircraft may be configured to carry passengers, cargo, or a combination thereof. The aircraft may be a passenger aircraft or a drone aircraft. Each jetfoil may include one or more thrusters, or a series of three or more thrusters, and in some embodiments, one or more flaps for controlling the aircraft's takeoff and landing modes and controlling the thruster inlet and outlet areas (e.g., exhaust regions). One or more jetfoils may use one or more thrusters (or a series of three or more thrusters) to achieve a quiet, safe, and expandable means of controlling an aircraft by blowing air at high speed over the aircraft's wings while moving (e.g., articulating) one or more components of the jetfoil (e.g., flaps).

[0006] One or more jetfoils may be integrated into an airfoil (e.g., the wings, tail, and / or other components of an aircraft configured to enable control of the aircraft's flight). One or more jetfoils may be integrated as a series of ducted fans. In some examples, a series of ducted fans together form a ducted wing. Aircraft operations, including takeoff, landing, forward flight, and / or hovering modes, are achieved by controlling the exhaust region and flow deflection of one or more jetfoils. In some examples, control of the exhaust region and flow deflection of one or more jetfoils is achieved by the articulation of one or more flaps. As an addition or alternative, in some examples, control of the exhaust region and flow deflection of one or more jetfoils is achieved by the articulation of a single element of the jetfoil. For example, a single articulated trailing edge (e.g., a flap) of the jetfoil may be articulated to modify both the thruster's exhaust region and the flow deflection caused by the configuration of the articulated trailing edge. The articulated trailing edge may be part of the articulated trailing edge of the jetfoil. In some examples, a single joint movement may be achieved by pivoting the articulated trailing edge of the jetfoil. In some examples, a single joint movement may be achieved by retracting or extending the articulated trailing edge of the jetfoil. By combining changes in the exhaust region with the articulation of the jetfoil elements required to redirect the flow, a single joint movement to control the exhaust region and flow redirection may be used to eliminate inefficiencies and reduce complexity compared to conventional systems that require mechanically changing the pitch of the rotor blades to generate thrust in hover and forward flight. [Brief explanation of the drawing]

[0007] [Figure 1A] This is a top-front perspective view from the left side of an exemplary aircraft having ducted wings in one or more exemplary configurations. [Figure 1B] A right side view of an exemplary aircraft having ducted wings in one or more exemplary arrangements. [Figure 1C] This is a front view of an exemplary aircraft having ducted wings in one or more exemplary arrangements. [Figure 1D] A left side view of an exemplary aircraft having ducted wings in one or more exemplary arrangements. [Figure 1E] This is a rear view of an exemplary aircraft having ducted wings in one or more exemplary arrangements. [Figure 1F] This is a bottom view of an exemplary aircraft having ducted wings in one or more exemplary arrangements. [Figure 1G] A top view of an exemplary aircraft having ducted wings in one or more exemplary arrangements. [Figure 2] Cross-sectional view of an exemplary jetfoil in one or more exemplary arrangements. [Figure 3A] Various rear and side views of an exemplary aircraft with flaps set to various angles for different takeoff and landing modes, in one or more exemplary configurations. [Figure 3B] Various rear and side views of an exemplary aircraft with flaps set to various angles for different takeoff and landing modes, in one or more exemplary configurations. [Figure 3C] Various rear and side views of an exemplary aircraft with flaps set to various angles for different takeoff and landing modes, in one or more exemplary configurations. [Figure 3D] Various rear and side views of an exemplary aircraft with flaps set to various angles for different takeoff and landing modes, in one or more exemplary configurations. [Figure 3E] Various rear and side views of an exemplary aircraft with flaps set to various angles for different takeoff and landing modes, in one or more exemplary configurations. [Figure 3F] Various rear and side views of an exemplary aircraft with flaps set to various angles for different takeoff and landing modes, in one or more exemplary configurations. [Figure 4A] A perspective view of an exemplary series of jetfoils in one or more exemplary configurations. [Figure 4B] A side view of an exemplary series of jetfoils in one or more exemplary arrangements. [Figure 5A] This is a cross-sectional view of an exemplary jetfoil with a ducted wing having flaps on the trailing edge of the jetfoil, in one or more exemplary arrangements. [Figure 5B] This is a cross-sectional view of an exemplary jetfoil with a ducted wing having flaps on the trailing and leading edges of the jetfoil in one or more exemplary arrangements. [Figure 5C] This is a cross-sectional view of an exemplary jetfoil with a ducted wing having flaps on the trailing edge and another leading edge of the jetfoil in one or more exemplary arrangements. [Figure 5D] This is a cross-sectional view of an exemplary jetfoil with a ducted wing having flaps on the trailing and leading edges of the jetfoil in one or more exemplary arrangements. [Figure 6A] This is a front view of an exemplary aircraft in forward flight having an integrated series of ducted fans in one or more exemplary arrangements. [Figure 6B] This is a rear view of an exemplary aircraft in forward flight having an integrated series of ducted fans in one or more exemplary arrangements. [Figure 7A] This is a front view of an exemplary aircraft in a landing configuration having an integrated series of ducted fans in one or more exemplary arrangements. [Figure 7B] This is a rear view of an exemplary aircraft in a landing configuration, having an integrated series of ducted fans in one or more exemplary arrangements. [Figure 8A] This is an exemplary top view of an aircraft in hover mode having an integrated series of ducted fans in one or more exemplary arrangements. [Figure 8B] This is a front view of an exemplary aircraft in hover mode having an integrated series of ducted fans in one or more exemplary arrangements. [Figure 8C]A bottom view of an exemplary aircraft in hover mode having an integrated series of ducted fans in one or more exemplary arrangements. [Figure 8D] A side view of an exemplary aircraft in hover mode having an integrated series of ducted fans in one or more exemplary arrangements. [Figure 9A] A top view of an exemplary aircraft in forward flight mode having an integrated series of ducted fans in one or more exemplary arrangements. [Figure 9B] A front view of an exemplary aircraft in forward flight mode having an integrated series of ducted fans in one or more exemplary arrangements. [Figure 9C] A rear view of an exemplary aircraft in forward flight mode having an integrated series of ducted fans in one or more exemplary arrangements. [Figure 9D] A side view of an exemplary aircraft in forward flight mode having an integrated series of ducted fans in one or more exemplary arrangements. [Figure 10] A perspective view of the internal components of an exemplary aircraft having an integrated series of ducted fans in one or more exemplary arrangements. [Figure 11] An exemplary aircraft utilizing an inflatable fairing is shown in one or more exemplary arrangements. [Figure 12] A side cross-sectional view of an exemplary jet foil showing an example of a first joint position of the jet foil and an example of a second joint position of the jet foil in one or more exemplary arrangements. [Figure 13] A side cross-sectional view of a ducted fan showing an example of a joint position of a jet foil flap in one or more exemplary arrangements. [Figure 14] A side cross-sectional view of a ducted fan showing an example of a joint position of a jet foil flap in one or more exemplary arrangements. [Figure 15]This is a side cross-sectional view of a ducted fan showing examples of the first joint position of a jetfoil flap and examples of the second joint position of a jetfoil flap in one or more exemplary arrangements. [Figure 16] This is a side cross-sectional view of a ducted fan showing examples of the first joint position of a jetfoil flap and examples of the second joint position of a jetfoil flap in one or more exemplary arrangements. [Figure 17] Figures 1A to 16 show exemplary flight control computers that may be part of or capable of communicating with the aircraft and related systems. [Modes for carrying out the invention]

[0008] The drawings and the following description are for illustrative purposes only and describe specific embodiments. Those skilled in the art will readily recognize from the following description that alternative embodiments of the structures and methods illustrated herein can be used without departing from the principles described herein. Several embodiments are given in detail here, and these examples are illustrated in the accompanying drawings. Note that, wherever possible, similar or identical reference numerals are used in the drawings to indicate similar or identical functions.

[0009] Figures 1A, 1B, 1C, 1D, 1E, 1F, and 1G are different illustrations of aircraft 100 having ducted wings. The general term aircraft as used herein is used to include manned and unmanned airframes or vehicles. Some vehicles may be fully controlled by one or more individuals inside the vehicle, such as a conventional pilot and / or driver. Others may have at least one mode in which they can be controlled or operated by at least one command or action originating outside the vehicle. Commands may be transmitted from one or more remote operators via one or more networks, such as network 1704 in Figure 17. Certain vehicles or airframes described herein may be at least partially controllable or operable via human controllers, non-human inputs, and inputs resulting from a combination thereof. In this regard, aircraft 100 and / or any airframes described herein may be equipped with one or more sensors (physically located on or inside the airframe, or remotely from the airframe) that can be used by one or more human or one or more non-human operators to control, pilot, and / or modify one mode of operation of the airframe. Those skilled in the art will understand that an autopilot or other features may be selectively enabled. In various embodiments, the aircraft 100 may be a passenger aircraft or a drone aircraft. Depending on the orientation of one or more flaps of the ducted wings, the aircraft 100 may operate in one of several different take-off and landing modes, such as conventional take-off and landing (CTOL), vertical take-off and landing (VTOL) mode, and short take-off and landing (STOL) mode, as described herein.

[0010] Specifically, Figure 1A is a perspective view of the upper front of aircraft 100, seen from the left side; Figure 1B is a right side view of aircraft 100 with ducted wings; Figure 1C is a front view of aircraft 100 with ducted wings; Figure 1D is a left side view of aircraft 100 with ducted wings; Figure 1E is a rear view of aircraft 100 with ducted wings; Figure 1F is a bottom view of aircraft 100 with ducted wings; and Figure 1G is a top view of aircraft 100 with ducted wings. In some examples, the use of flaps included in the ducted wings allows aircraft 100 to transition between CTOL, STOL, and VTOL modes depending on the required application.

[0011] In some examples, aircraft 100 may be a regional aircraft capable of carrying passengers and cargo. Aircraft 100 may carry multiple passengers, for example, from 5 to 30 or more passengers, depending on the configuration of aircraft 100. In some examples, aircraft 100 may be a remotely controlled drone aircraft. Aircraft 100 may be configured to carry a payload (e.g., a package). In some examples, aircraft 100 may be all-electric having a first range, such as a visual flight rules (VFR) range (e.g., less than 200 miles and / or other ranges). In some examples, aircraft 100 may be hybrid-electric (e.g., using a range extender) to achieve a second range (e.g., up to 500 miles and / or other ranges according to instrument flight rules (IFR)). In some examples, aircraft 100 may be non-electric to achieve distances greater than 500 miles and / or other ranges.

[0012] The all-electric aircraft 100 may include a battery pack. The aircraft 100 may include, for example, a liquid-cooled, propagation-resistant, quadruple-redundant battery pack with a capacity of 384 kWh and a back level of 255 Whr / kg. The battery pack may include battery cells. For example, the battery pack may include cylindrical battery cells from Farasis with a cell level of 305 watt-hours / kilogram (Whr / kg), 2C discharge / recharge, and a 2000-cycle life. The hybrid-electric aircraft 100 may use a range extender, such as a Rolls-Royce 250 kilowatt (kW) turbo-generator.

[0013] The aircraft 100 (e.g., an aircraft) may comprise a fuselage 101, a plurality of ducted wings 103, a series of jetfoils 109, a plurality of booms 105, a plurality of horizontal stabilizers 111 (e.g., wings), a plurality of vertical stabilizers 107 (e.g., wings), and one or more landing mechanisms 113. The horizontal stabilizers 111 and vertical stabilizers 107 collectively form the tail section of the aircraft 100. Note that in other embodiments, the aircraft 100 may include additional and / or alternative components beyond those shown in Figures 1A to 1E.

[0014] The fuselage 101 is the main body of the aircraft 100. The fuselage 101 may be a hollow structure. The fuselage 101 may be a single continuous structure or a modular structure comprising a number of components that collectively form the fuselage 101. In some examples, the fuselage 101 contains one or more payloads. In some examples, the aircraft 100 is all-electric. In some examples, the aircraft 100 may utilize a hybrid-electric system, as described herein, to enable longer endurance, greater payload, and / or longer range.

[0015] In some examples, the fuselage 101 may 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, which may be used to control a series of jetfoils 109, and the electrical components may be used to actuate one or more control surfaces of the aircraft 100 (e.g., control of ailerons, rudders, elevators, tubs, flaps, spoilers, slats, etc.).

[0016] A series of jetfoils 109 integrated into a ducted wing 103 may include multiple thrusters 201 (for example, as shown in Figure 2). In some examples, each jetfoil comprises a portion of the ducted wing 103 and a corresponding thruster 201 in the duct of the jetfoil 109. Each jetfoil 109 may be configured to connect to at least one other jetfoil 109. For example, multiple jetfoils 109 may be connected so as to collectively form a ducted wing 103.

[0017] In some examples, the thrusters 201 are integrated into the leading edge of the ducted wing 103 rather than the trailing edge. Integrating a series of thrusters 201 into the leading edge of the ducted wing 103 rather than the trailing edge offers several advantages. For example, thrusters 201 integrated into the leading edge of the ducted wing 103 experience less boundary layer intrusion compared to thrusters located at the trailing edge of the wing. Because the trailing edge of the ducted wing 103 acts as a noise shield, the ducted wing 103 protects people on the ground from the jet noise generated by the thrusters 201. Thus, the aircraft 100 reduces noise pollution from the ducted wing 103. Furthermore, the ducted wing 103 exhibits a greater increase in lift due to the Coanda effect, has a smaller total wetted area than a wing with separate pod-type thrusters, and the inlet of the ducted wing 103 reduces distortion of inflow at high angles of attack.

[0018] The number of thrusters 201 included in the ducted wing 103 depends on the application of the aircraft 100. For example, 32 thrusters may be used in the ducted wing 103, but any number of thrusters can be used in other embodiments. Multiple thrusters 201 may generate, for example, a continuous output of 835 kW / 1128 kW with a maximum static thrust of 4465 pounds.

[0019] One or more landing mechanisms 113 may be attached to the bottom surface of the fuselage 101. The landing mechanisms 113 may be landing gear (e.g., a three-wheeled gear), landing skids, and / or other types of landing gear.

[0020] The ducted wing 103 is the main wing of the aircraft 100, located near the fuselage. The ducted wing 103 is a central element connecting the fuselage 101, boom 105, horizontal stabilizer 111, and vertical stabilizer 107. The ducted wing 103 is located between the first end (e.g., forward) and the second end (e.g., rear) of the fuselage 101. The ducted wing 103 is configured to provide lift to the aircraft 100 for flight and, in some examples, has a dihedral angle with respect to the fuselage 101 for the purpose of ensuring stability. However, in other examples, the ducted wing 103 may have a dihedral angle with respect to the fuselage 101. The ducted wing 103 may be made of a composite material such as carbon fiber, metal (e.g., aluminum or titanium), or alloy.

[0021] In some examples, the ducted wing 103 includes a first side 103A disposed on a first side (e.g., the right side) of the fuselage 101 and a second side 103B disposed on a second side (e.g., the left side) of the fuselage 101. The first side 103A of the ducted wing 103 includes a first plurality of integrated thrusters 201A sequentially arranged along 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 thrusters 201B sequentially arranged along the length of the second side 103B of the ducted wing 103. Different sets of thrusters 201 integrated on the first side 103A and the second side 103B of the ducted wing 103 can be controlled individually. For example, the first plurality of integrated thrusters 201A can be controlled separately from the second plurality of integrated thrusters 201B.

[0022] In some examples, as shown in Figures 1A to 1G, the first side 103A and the second side 103B of the ducted wing 103 are connected to the bottom surface of the fuselage 101. In some examples, the first side 103A and the second side 103B of the ducted wing 103 may be connected to the top surface of the fuselage 101 for the purpose of improving ground clearance, passenger access, cargo loading and unloading, and package delivery. As described herein, the ducted wing 103 includes one or more control surfaces, such as flaps and ailerons, for controlling the aircraft 100 during flight and takeoff and landing.

[0023] The first side 103A and the second side 103B of the ducted wing may be configured as a single continuous structure connected to the bottom or top 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 connected to the bottom or top surface of the fuselage 101.

[0024] In some examples, the aircraft 100 includes booms 105 connected to the tips of ducted wings 103. The main body of each boom 105 extends rearward relative to the front of the fuselage 101, as shown in the side views of the aircraft in Figures 1B and 1D, such that the end of each boom is positioned in front of the end of the fuselage 101. The nose tip of the boom 105 has a toroidal volume that can be used for forward-facing camera and sensor systems. Behind the toroidal volume is space for a primary battery system. Placing the battery behind the toroidal volume allows for the loading of span loads that match the structural, aeroelastic, and nature-harmonious properties of the ducted wings 103. The volume of the boom 105 can be used not only for navigation lights but also for additional sensors (e.g., optical, auditory, visual, olfactory, and / or other sensors). The boom 105 may include air intakes for cooling the battery and sensor components.

[0025] In some examples, the aircraft 100 includes horizontal stabilizers 111 attached to the ends of booms 105. As shown in Figures 1A to 1D, the horizontal stabilizers 111 are positioned in a wingtip-mounted configuration. That is, each horizontal stabilizer 111 extends horizontally away from the sides of the booms 105 to which it is connected. The wingtip-mounted configuration of the horizontal stabilizers 111 reduces the wet area and thus reduces drag and mass compared to conventional fuselage-mounted horizontal stabilizers. Also, moving the tails 111 closer to the wingtips moves them away from the downwash of a series of thrusters 201, which complicates control at low speeds and during takeoff.

[0026] The horizontal stabilizer 111, attached to the end of the boom 105, has an elevator surface to provide longitudinal stability at all stages of flight. By positioning the horizontal stabilizer 111 closer to the wingtip, it is not subjected to the downwash of the thruster 201, which complicates control at low speeds and during takeoff and requires increased trim changes. Therefore, the length of the boom 105 is determined according to airflow modeling that indicates the location of the downwash of the jetfoil 109. The length of the boom 105 is also determined according to airflow modeling so that the horizontal stabilizer 111 is positioned in the upwash region of the vortex release of the ducted wing 103 around the boom 105. Thus, the effectiveness of the horizontal stabilizer 111 increases as the vortex release generates further lift. Under cruising conditions, the horizontal stabilizer has a net lift vector pointing in the forward flight direction, thereby reducing battery consumption due to the positive thrust component. In some examples, the horizontal stabilizer 111 includes a dihedral angle of approximately 5 degrees to assist in horizontal tip collision during landing of the aircraft 100. The horizontal stabilizer 111 may have flaps that can be operated, for example, by electromechanical actuators.

[0027] The vertical stabilizer 107 (e.g., vertical stabilizer) is positioned on the upper surface and at the rear end of the boom 105 to reduce the risk of collision between the boom and the tail. In some examples, a single vertical stabilizer is mounted on the upper surface of the corresponding boom 105 and extends upward from the upper surface of the boom 105 toward the sky, so that the vertical stabilizer 107 is positioned above the boom 105. Each vertical stabilizer 107 may have a movable control surface, such as a rudder, that enables yaw control. The movable control surface of the vertical stabilizer 107 pivots around an end connected to a portion of the vertical stabilizer 107, keeping the aircraft 100 in alignment with the direction of motion of the aircraft 100. The movable control surface may move (e.g., pivot) to change the direction of motion of the aircraft 100 (e.g., yaw control). The upward swivel away from the boom 105 also aids in the effectiveness of the vertical stabilizer 107. Further aerodynamic optimization of the vortex winding allows for a smaller vertical stabilizer 107 compared to conventional aircraft designs (e.g., with a smaller tail volume coefficient) while maintaining similar or better performance.

[0028] Figure 2 shows an example of a cross-sectional view of a jetfoil. One of the jetfoils 109 in a series may be integrated with a ducted wing 103, as shown in Figure 2. By directly integrating the duct to the leading edge of the jetfoil 109 to form at least a portion of the ducted wing 103, the drag and weight of the duct are minimized, while the distortion of the fan inflow is minimized, resulting in low noise. The ducted wing 103 aligns the airflow and eliminates the need for high-lift slats. In some examples, each jetfoil 109 includes a thruster 201 configured to generate thrust, an upper wing section 230, a lower wing section 250, and one or more flaps 210.

[0029] In some examples, the upper wing portion 230 of the jetfoil 109 comprises the upper half of a duct included in the jetfoil 109. The upper wing portion 230 is configured to control the exhaust flow of the thruster 201. The lower wing portion 250 is configured to control different takeoff 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 trailing edge of the upper wing portion 230. In some embodiments, the lower wing portion 250 may include a flap configured to pivot between different angles, where a particular angle may be associated with a particular takeoff and landing mode. For example, one angle of the flap may be associated with a conventional takeoff and landing mode, another angle of the flap with a vertical takeoff and landing mode, and yet another angle with a short takeoff and landing mode.

[0030] The first lower wing section 250A overlaps with the upper wing section 230 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 jetfoil 109. The thruster 201 is positioned between the upper wing section 230 of the jetfoil 109 and the first lower wing section 250A of the lower wing section 250.

[0031] The lower wing section 250 also includes the second lower wing section 250B. The second lower wing section 250B extends from the end of the first lower wing section 250A to the trailing edge of the lower wing section 250. As shown in Figure 2, the second lower wing section 250B does not overlap with the upper wing section 230.

[0032] In one embodiment, one or more flaps 210 are connected to an upper wing portion 230 and a lower wing portion 250. In one embodiment, the flaps 210 include a first flap 210A configured to be attached to the upper wing portion 230 and a second flap 210B 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 the flap 210 is configured to be attached to the trailing edge of the ducted wing 103. In another embodiment, one end of the flap 210 is configured to be attached to the leading edge of the ducted wing 103. Each flap 210 is configured to pivot about its attachment point to the edge of the ducted wing 103. The flaps 210 may have different configurations based on their attachment points.

[0033] In some examples, the second flap 210B may be configured to pivot around an attachment point to the trailing edge of the lower wing section 250 and to direct the airflow from the thruster 201 to control lift and drag. By controlling the direction of the airflow from the thruster 201, the second flap 210B enables multiple takeoff modes, including VTOL, STOL, and CTOL. In some examples, the first flap 210A may be configured to pivot around an attachment point to the trailing edge of the upper wing section 230 and to control the area of ​​the exhaust outlet of the thruster 201, thereby controlling efficient fan operation and, consequently, the mass flow conditions for thrust. In some examples, each flap 210 is a single-element flap. In other embodiments, some of the flaps 210 are multi-element flaps.

[0034] In some examples, the ducted wing 103 increases lift at low speeds from a conventional CLmax of 1.8 to, for example, 6.0 or higher. This allows for three times the wing loading while keeping the wing area three times smaller compared to conventional wing designs. Furthermore, by directly integrating the duct with the airfoil leading edge of the ducted wing 103, drag at high-speed cruising is reduced (for example, by more than 40%) compared to conventional wing designs. High lift is achieved without adding high pitching moments. In addition, integrating the duct with the jetfoil leading edge of the ducted wing 103 improves ride comfort, enabling low stall speeds of 61 knots, for example, on takeoff and landing runways with a balanced runway length of less than 3000.

[0035] A series of jetfoils 109 incorporated into the ducted wing 103 increase the wing's lift over a wide range of speeds and provide thrust throughout the flight envelope. By embedding the series of jetfoils 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 trim over various flight phases.

[0036] The flaps 210 include both a first flap 210A located on the top trailing edge of the ducted wing 103 (e.g., the upper wing portion 230) and a second flap 210B located on the bottom trailing edge of the ducted wing 103, and can be deflected to adjust the exhaust area ratio to match a specific cruising speed and to maintain the exhaust flow from the thruster attached to the upper surface of the lower wing to efficiently generate thrust from the thruster. By adjusting the area ratio, efficiency is optimized at any cruising speed without requiring variable-pitch thruster blades. The deflection of the flaps 210 may be automatically scheduled mechanically or electronically as a function of airspeed.

[0037] In some examples, the thrusters are integrated into the leading edge of the ducted wing 103, so that the upper wing section 230 and lower wing section 250 function like a biplane, with the vertical portion of the duct arrangement increasing the structural rigidity of the structure. As shown in Figure 2, the lower wing section 250 is longer than the upper wing section 230, and as a result, the lower wing section 250 extends beyond the tip of the first flap 210A attached to the upper wing section 230. The leading edge integration reduces strain on the thruster 201 plane regardless of the angle of attack or flight speed. This design is preferable because integrating behind the leading edge would require additional pylons to avoid boundary layer intrusion, resulting in increased drag.

[0038] In some examples, the ducted wing 103 may have a main spar and at least two secondary spars for rigidity. The ducted wing 103 may have as many as 50 thrusters, for example, to provide multi-engine redundancy. Each of these thrusters is driven by the same signal(s) from FADEC (Fully Automatic Digital Engine Control), so that the pilot can control the thrust of the entire series of thrusters 201 with a single throttle. Each of the thrusters 201 included in the series of jetfoils 109 is replaceable. The leading edges of the series of thrusters 201 are pivotable for maintenance, allowing maintenance personnel to access and remove the fan, stator, or electric motor as needed. The thrusters 201 do not pivot during their respective different takeoff and landing modes. By introducing a sweep into the ducted wing 103, the center of lift and the center of thrust can be aligned, and any nose-down pitching moment can be avoided across the entire speed range. In some examples, structural weight advantages can be obtained depending on the relative placement of the boom and tail wing to the wing closer to the fuselage.

[0039] As described herein, each duct of the series of jetfoils 109 is elliptical at the inlet lip, transitions to a cylindrical cross-section from the fan surface to the stator region, and then transitions to a rectangular cross-section so that the exhaust of the aircraft 100 is neatly and smoothly attached to the upper surface of the lower airfoil. The jetfoils 109 are designed with a balance of aerodynamics and thrust in mind without introducing a pitching moment. Inside the duct is a central body housing electric motors that drive each thruster 201. Wiring to the motors is carried out through one or more stators for power and active cooling, as necessary. In some embodiments, the upper wing section 230 and the lower wing section 250 may contain one or more payloads, such as electronic equipment, sensors, fuel, cargo, or mechanical elements.

[0040] Figures 3A to 3F show different examples of applications of the ducted wing 103 on aircraft 100. As shown in Figures 3A to 3F, the ducted wing 103 includes a plurality of second flaps 210B that are rotatable independently of each other. As shown in Figures 3A to 3F, the second flaps 210B rotate to various positions to enable various takeoff modes.

[0041] Combining the thrusters 201 in a series of arrays opens up several control and thrust vectoring possibilities. Thrust can be varied between each thruster 201 to induce yawing, rolling, and pitching moments. Relative pitch differences in the span direction between the jetfoils 109 can be utilized to increase ascent and descent rates. In some examples, the control surface may be located on the trailing edge.

[0042] The combination of ducts in the span direction within the jetfoil 109 allows them to be integrated along the wing and / or as the biplane wing itself. The series of arrangements can be positioned and extended as a biplane wing with sweep, stagger, dihedral, and tapered shapes to suit the needs of the system. The choice of whether to integrate the series of thrusters 201 as a complete biplane wing depends not only on the relative size of the thrusters 201 but also on the amount of thrust (after subtracting drag) required.

[0043] For example, Figure 3A shows the position of the second flap 210B on the lower wing section 250 during CTOL or cruising flight. As shown in Figures 3A, 3E, and 3F, while the aircraft is in 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. The second flap 210B may be controlled independently of other flaps 210, such as the first flap 210A.

[0044] Figure 3B shows the second position of the second flap 210B on the lower wing section 250 for VTOL. While the aircraft is in VTOL mode, the second flap 210B is angled downward (e.g., pivots) at the maximum pivotable angle of the second flap 210B (e.g., the second angle) to direct the thrust generated by the thruster 201 downward, as indicated by arrow 301. By directing the thrust downward, the aircraft 100 is configured for VTOL. In some examples, the maximum pivot angle of the second flap 210B is 75 degrees.

[0045] Figures 3C and 3D show the third position of the second flap 210B on the lower wing section 250 for STOL. In some examples, the STOL capability of aircraft 100 allows aircraft 100 to take off, clear obstacles of a predetermined height (e.g., 50 feet and / or other heights) within a predetermined distance (e.g., 1500 feet and / or other distances) from the start of the takeoff roll, and stop within that predetermined distance after passing the obstacles.

[0046] While 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 some examples, the second flap 210B is at an intermediate angle between the maximum pivot angle of the second flap 210B for VTOL and the angle of the second flap 210B for CTOL. Figures 3E and 3F show the second flap 210B on the lower wing section 250 for CTOL in a position optimized for CTOL, compared to Figures 3C and 3D.

[0047] Note that in some examples, the angle of the thruster 201 integrated with the ducted wing 103 is fixed in CTOL, STOL, and VTOL modes. That is, the thruster 201 does not rotate to change the direction of thrust in order to enable CTOL, STOL, or VTOL. Rather, the position (e.g., angle) of the second flap 210B changes to enable each mode of the aircraft 100, while the thruster 201 maintains a constant angle between the different modes of the aircraft 100.

[0048] Figures 4A and 4B are perspective and cross-sectional views, respectively, of a series of jetfoils 109 forming a ducted wing 103. Figures 4A and 4B show different jetfoils 109 that collectively constitute the ducted wing 103. In some examples, the series of jetfoils 109 includes a first jetfoil 109A, a second jetfoil 109B, and a third jetfoil 109C, which are arranged laterally to form part of the ducted wing 103. The first jetfoil 109A includes a first thruster 201A, a first upper wing section 230A, and a first lower wing section 250A. In some examples, the second jetfoil 109B includes a second thruster 201B, a second upper wing section 230B connected to and extending from the end of the first upper wing section 230A of the first jetfoil 109A, and a second lower wing section 250B connected to and extending from the end of the first lower wing section 250A of the first jetfoil 109A. In some examples, the third jetfoil 109C includes a third thruster 201C, a third upper wing section 230C connected to and extending from the end of the second upper wing section 230B of the second jetfoil 109B, and a third lower wing section 250C connected to and extending from the end of the second lower wing section 250B of the second jetfoil 109B. While Figures 4A and 4B show three jetfoils 109, it should be understood that, without departing from the scope of this disclosure, any number of jetfoils can be present in a series of jetfoils 109.

[0049] In some embodiments, as shown in Figures 4A and 4B, the connections between the first upper wing section 230A, the second upper wing section 230B, and the third upper wing section 230C, as well as the connections between the first lower wing section 250A, the second lower wing section 250B, and the third lower wing section 250C, are curved rather than having straight rectangular lines and edges. In these embodiments, the inlets and outlets of the corresponding thrusters 201 may be conical in shape, and the flaps 210 positioned along their edges may also be curved. One advantage of such curvature is that less material is required, which can result in weight advantages. In other examples not shown, the edges between the upper wing sections 230 and the lower wing sections 250 may be straight due to smoother connections between the thrusters 201. In these examples, the upper wing portion 230 has a straight edge rather than a curved one, and the lower wing portion 250 also has a straight edge rather than a curved one, resulting in a more uniform airflow over the ducted wing 103, resembling a two-dimensional flow across the entire ducted wing 103. Furthermore, in these embodiments with straight edges, the corresponding flaps 210 match the shape of the edges of the upper wing portion 230 and the lower wing portion 250.

[0050] Figures 5A to 5D are cross-sectional views of a jetfoil 109 included in a ducted wing 103, in several examples, having various flap configurations. Specifically, Figure 5A is a cross-sectional view of a jetfoil 109 including the aforementioned first flap 210A and second flap 210B. Figure 5B is a cross-sectional view of a jetfoil 109 including a third flap 210C in addition to the first flap 210A and second flap 20B. Figure 5C is a cross-sectional view of a jetfoil 109 including a fourth flap 210D in addition to the first flap 210A and second flap 20B. Figure 5D is a cross-sectional view of a jetfoil 109 including both the third flap 210C and the fourth flap 210D in addition to the first flap 210A and second flap 20B. Each of the multiple flaps 210 is controlled independently of each other.

[0051] Referring to Figure 5A, in some examples, each jetfoil 109 includes a thruster 201 having an inlet diameter and an outlet diameter. The jetfoil 109 has an inlet 500A with a corresponding inlet diameter and an outlet 500B with a corresponding outlet diameter, with the inlet diameter being larger than the outlet diameter in the default position.

[0052] The upper wing section 230 includes a first end 501 and a second end 503 opposite the first end 501. The lower wing section 250 also includes a first end 505 and a second end 507 opposite the first end 505 of the lower wing section 250. In some examples, the first end 501 of the upper wing section 230 and the first end 505 of the lower wing section 250 are rounded, as shown in Figure 5A.

[0053] In some examples, the first end 501 (i.e., the leading edge) of the upper wing section 230 is ahead of the first end 501 (i.e., the leading edge) of the lower wing section 250. That is, the first end 501 of the upper wing section 230 extends beyond the first end 505 of the lower wing section 250 so that the first end 501 of the upper wing section 230 does not overlap with the first end 505 of the lower wing section 250. As a result, the inlet surface area of ​​the jetfoil 109 is oblique to the airflow rather than perpendicular. The oblique inlet surface area improves low-speed performance and reduces distortion of the flow field at the inlet.

[0054] In some examples, 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, as shown in Figure 5A. In some examples, 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. The thickness of the upper wing portion 230 may increase, for example, from the first end 501 of the upper wing portion 230 to the intermediate portion 513 of the upper wing portion 230 located between the first end 501 and the second end 503 of the upper wing portion 230. In some examples, the intermediate portion 513 corresponds to (e.g., overlaps with) the position of the thruster 201 in the jetfoil 109. In these examples, the thickest part of the upper wing portion 230 is aligned with the thruster 201. The thickness of the upper wing section 230 decreases from the middle section 513 to the second end 503 of the upper wing section 230.

[0055] 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 and collectively forms the inner surface of the duct of the jetfoil 109 in which the thruster 201 is disposed. The inner surface 515 of the lower wing portion 250 includes a concave first portion 519 and a convex second portion 521.

[0056] In some examples, the concave first portion 519 of the inner surface 515 of the lower wing portion 250 overlaps with the concave inner surface 511 of the upper wing portion 230. In some examples, 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 as described herein. The thruster 201 is positioned between the concave first portion 519 of the inner surface 515 of the lower wing portion 250, which forms the duct of the jetfoil 109, and the concave portion of the inner surface 511 of the upper wing portion 230. In some examples, the duct formed by the upper wing portion 230 and the lower wing portion 250 has its maximum inner diameter at 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, which overlaps with the thruster 201. As shown in Figure 5A, the thruster 201 is closer to the inlet 500A of the duct than to the outlet 500B.

[0057] 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. The outer surface 517 of the lower wing portion 250 is convex from the first end 505 of the lower wing portion 250 to the second end 507 of the lower wing portion 250.

[0058] In some examples, the thickness of the lower wing section 250 changes from the first end 505 to the second end 507. The thickness of the lower wing section 250 may increase, for example, from the first end 505 to the middle section 523 of the lower wing section 250 that corresponds to (for example, overlaps with) the second end 503 of the upper wing section 230. In these examples, the thickest part of the lower wing section 250 is aligned with the second end 503 of the upper wing section 230. The thickness of the lower wing section 250 decreases from the middle section 523 to the second end 507.

[0059] As a result of the uneven surface of both the inner surface 511 of the upper wing section 230 and the inner surface 515 of the lower wing section 250, the inner diameter (and therefore area) of the jetfoil's duct changes from both the first end 501 of the upper wing section 230 and the first end 505 of the lower wing section 250 to the second end 503 of the upper wing section 230 and the middle section 523 of the lower wing section 250. As shown in Figure 5A, the diameter (and therefore area) of the duct increases from the jetfoil's inlet 500A to a portion of the duct that overlaps with the middle section 513 of the upper wing section, and then decreases from the middle section 513 to the outlet 500B of the duct between the second end 503 of the upper wing section 230 and the middle section 523 of the lower wing section 250.

[0060] As described herein, one or more flaps 210 may be connected to the jetfoil 109. In Figure 5A, the second end 503 of the upper wing section 230 includes a first flap 210A, and the second end 507 of the lower wing section 250 includes a second flap 210B. The first flap 210A is configured to control the outlet area of ​​the jetfoil 109's outlet 500B (e.g., an exhaust outlet). The area of ​​the outlet 500B may be reduced from its maximum area to its minimum outlet area by pivoting the first flap 210A downward, thereby changing the angle of the first flap 210A and changing the diameter of the outlet. By controlling the outlet area of ​​the jetfoil 109, the airflow can be optimized at various speeds of the aircraft 100 to achieve maximum efficiency over various speeds.

[0061] In contrast, the second flap 210B controls the direction of the exhaust flow, thereby changing the direction of the thrust. As previously mentioned, the angle (e.g., position) of the second flap 210B corresponds to a specific mode of the aircraft 100. In Figure 5A, the angle of the second flap 210B corresponds to the CTOL mode, but the second flap 210B may be angled downward to the maximum angle corresponding to the VTOL mode of the aircraft 100 or an intermediate angle corresponding to the STOL mode of the aircraft 100.

[0062] Figure 5B shows another embodiment of the jetfoil 109. The embodiment shown in Figure 5B is similar to the embodiment shown in Figure 5A. Therefore, the descriptions of components common to both the embodiments in Figure 5A and Figure 5B are omitted.

[0063] In the embodiment of Figure 5B, a third flap 210C is added to the first end 501 of the upper wing section 230. Thus, the jetfoil 109 of Figure 5B includes a first flap 210A at the second end 503 of the upper wing section 230, a second flap 210B at the second end 507 of the lower wing section 250, and a third flap 210C at the first end 501 of the upper wing section 230. The first flap 210A and the second flap 210B perform the same functions as described above with respect to Figure 5A. The third flap 210C may be configured to be positioned at different angles in order to change the inlet area of ​​the jetfoil 109's inlet 500A. The angle of the third flap 210C may be changed downward toward the center of the thruster 201 in order to control the inlet area of ​​the jetfoil 109's inlet 500A. By controlling both the outlet and inlet areas of the jetfoil 109, the inlet airflow is further optimized at various speeds of the aircraft 100, maximizing efficiency across a wide range of speeds.

[0064] Figure 5C shows another embodiment of the jetfoil 109. The embodiment shown in Figure 5C is similar to the embodiment shown in Figure 5A. Therefore, the descriptions of components common to both the embodiments in Figure 5A and Figure 5C are omitted.

[0065] In the embodiment of Figure 5C, a fourth flap 210D is added to the first end 505 of the lower wing section 250. Thus, the jetfoil 109 of Figure 5C includes a first flap 210A at the second end 503 of the upper wing section 230, a second flap 210B at the second end 507 of the lower wing section 250, and a fourth flap 210D at the first end 505 of the lower wing section 250. The first flap 210A and the second flap 210B perform the same functions as described above with respect to Figure 5A. The fourth flap 210D may be configured to be positioned at different angles in order to change the inlet area of ​​the jetfoil 109's inlet 500A. The angle of the fourth flap 210D may be changed upward toward the center of the thruster 201 in order to control the inlet area of ​​the jetfoil 109's inlet 500A. By controlling both the outlet and inlet areas of the jetfoil 109, the inlet airflow is further optimized at various speeds of the aircraft 100, maximizing efficiency across a wide range of speeds.

[0066] Figure 5D shows yet another embodiment of the jetfoil 109. The embodiment shown in Figure 5D is similar to the embodiments shown in Figures 5A to 5C. Therefore, the descriptions of components common to all embodiments in Figures 5A to 5C are omitted.

[0067] In the embodiment of Figure 5C, a third flap 210C is added to the first end 501 of the upper wing section 230, and a fourth flap 210D is added to the first end 505 of the lower wing section 250. Thus, the jetfoil 109 of Figure 5D includes a first flap 210A at the second end 503 of the upper wing section 230, a second flap 210B at the second end 507 of the lower wing section 250, a third flap 210C at the first end 501 of the upper wing section 230, and a fourth flap 210D at the first end 505 of the lower wing section 250. The first flap 210A and the second flap 210B perform the same functions as described above with respect to Figure 5A. The third flap 210C and the fourth flap 210D may be configured to be positioned at different angles in order to change the inlet diameter of the jetfoil 109 inlet 500A, and consequently, to change the inlet area of ​​the jetfoil 109 inlet 500A. By having both the third flap 210C and the fourth flap 210D, the inlet area of ​​the jetfoil 109 inlet 500A can be adjusted to a greater degree compared to the embodiments of Figures 5B and 5C in which a single flap 210 is present at the jetfoil 109 inlet, thereby further optimizing the inlet airflow at various speeds of the aircraft 100.

[0068] In some examples, the ducted wing 103 may include a control mechanism connected to each flap 210 to control the angle of the flap 210. 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 second flap 210B. The servo motor may extend the rod to pivot the flap 210 to the maximum possible angle, and may retract the rod to return it to its default position.

[0069] Figures 2 to 5D and their accompanying descriptions refer to examples of aircraft implementing a jetfoil as shown in Figure 2, but it should be understood that these are merely illustrative examples of the jetfoils described herein. It should be understood that, without departing from the scope of this disclosure, aircraft may implement jetfoils and associated structural elements having one or more modifications of design and / or function (for example, as described herein with respect to Figures 6A to 16) to achieve advantages relating to exhaust domain and flow redirection control.

[0070] Figures 6A and 6B are front and rear views, respectively, of an exemplary aircraft 600 having an integrated series of ducted fans in forward flight capable of flow redirection and thrust vectoring via a jetfoil-integrated embodiment. Aircraft 600 may be a passenger aircraft, a drone, and / or any other type of aircraft or vehicle. It should be noted that the figures of aircraft 100 are illustrative and this disclosure should not be limited to such dimensions, proportions, shapes, etc. However, it should also be noted that the proportions, shapes, dimensions, and / or other depicted characteristics shown or collected from the exemplary embodiments described herein may be novel features.

[0071] The aircraft 600 comprises a fuselage 601. In some examples, the fuselage 601 may have a roughly teardrop shape when viewed at a particular angle from the front (Figure 6A), rear (Figure 6B), top (Figure 8A), or bottom (Figure 8C). In some examples, the size of the fuselage 601 may be determined so that it has capacity to accommodate the aircraft's avionics suite, one or more batteries, payload (e.g., multiple passengers, packages, etc.), and / or other components as described herein. For example, in some examples, the size of the fuselage 601 may be increased by providing more battery handling space for a human operator within the fuselage 601 to facilitate battery replacement. In some examples, the fuselage 601 may be sized to comply with one or more regulations, design preferences, or other parameters. For example, the fuselage 601 may be sized so that the total weight of the aircraft 600 does not exceed a threshold weight (e.g., 55 pounds, and / or other thresholds).

[0072] The aircraft 600 also includes a wing assembly 605. The wing assembly 605 comprises a number of wings (e.g., two wings) attached to the fuselage 601. The wing assembly 605 is configured to facilitate takeoff, flight, and landing. The wing assembly 605 may have a wingspan of less than 2.50 meters. The illustrated wing assembly 605 comprises a series of integrated ducted fans 603. In some examples, the wing assembly 605 may have a series of two or more integrated ducted fans 603 on both sides of the fuselage 601. In some examples, the series of integrated ducted fans 603 are positioned at the leading edge of the wing assembly 605 (e.g., as shown in Figures 6A and 6B). In some examples, the series of integrated ducted fans 603 may be positioned in contact with and / or connected to the fuselage 601 (e.g., as shown in Figures 6A and 6B). It should be noted that the integrated series of ducted fans 603 may be positioned at different locations on the wing assembly 605 and at different locations relative to the fuselage 601, without departing from the scope of this disclosure. In some examples, the integrated series of ducted fans 603 occupies a large portion of the length of the wing assembly 605. For example, the integrated series of ducted fans 603 may occupy at least 80%, at least 90%, or substantially all of the wing assembly 605. In some examples, the integrated series of ducted fans 603 may occupy a length of less than 2.5 meters (e.g., 2.46 to 2.49 meters). The integrated series of ducted fans may include a movable trailing edge. In some examples, the movable trailing edge may move by articulation. In some examples, the movable trailing edge may move by extension and retraction. In this example, the integrated series of ducted fans 603 includes articulated edges 603A (e.g., flaps) that move by articulation, which may be referred to as articulated trailing edges.The integrated series of ducted fans 603 may include, for example, an articulated edge 603A that extends along the length of the integrated series of ducted fans 603 (for example, extending from the first end of the integrated series of ducted fans 603 to the second end of the integrated series of ducted fans 603). Each ducted fan included in the integrated series of ducted fans 603 may include and / or correspond to a portion of the articulated edge 603A.

[0073] An integrated series of ducted fans 603 may be and / or comprise a plurality of ducted fans 609 (for example, a plurality of ducted fans integrated on a jetfoil as described herein). Each ducted fan 609 may comprise several blades and may be characterized by a specific blade pass frequency (BPF), including exemplary parameters disclosed herein. Each ducted fan 609 may comprise an articulated edge that articulates to achieve exhaust region and flow redirection control, as described herein. The articulated edge of a ducted fan 609 may be part of and / or comprise the articulated edge 603A of an integrated series of ducted fans 603. It should be understood that the articulated edge of a given ducted fan 609 may articulate together with (for example, simultaneously with) the articulated edge of each ducted fan 609 when the articulated edge 603A articulates. In some examples, the articulated edges of a ducted fan 609 may articulate independently of any articulated edges of other ducted fans 609, either as an addition or as an alternative. Each ducted fan 609 may be aligned with the longitudinal axis of the aircraft 600 to eliminate the complexity of inlet lip separation required by some conventional aircraft. In some examples, the wing assembly 605 may extend linearly from the fuselage 601 (e.g., at a 90-degree angle). In other examples, the wing assembly 605 may be characterized by a forward sweep, a rearward sweep, dihedral configuration, dihedral configuration, and / or other relationships to the fuselage 601, without departing from the scope of this disclosure. In some examples, the terminal end of the wing assembly 605 may include one or more additional elements specific to one or more functions or missions of the aircraft 600, such as batteries, sensors, navigation lights, cargo / payload, and / or other miscellaneous equipment. For example, as shown in Figures 6A and 6B, the terminal end of the wing assembly 605 is a navigation light and / or includes one designed to assist the safe takeoff, flight, and landing of the aircraft 600. In some examples, additional elements at the terminal end of the wing assembly 605 may be located together with booms(s) as described herein.

[0074] The aircraft 600 may have a tail section as an addition or alternative. For example, the aircraft 600 may include a tail section connected to the rear portion of the fuselage 601 and having one or more tail fins designed to improve the stability of the aircraft 600. The tail section may include one or more vertical stabilizers 607 and one or more horizontal stabilizers 611. The vertical stabilizers 607 provide yaw stability by preventing rolling of the aircraft 600 during flight. In some examples, the vertical stabilizers 607 include rudder components to assist in turning the aircraft 600 during flight and / or in hover mode. The rudder components allow the aircraft 600 to change direction in the direction of airflow in hover mode, for example, to improve the stability of the aircraft 600. The horizontal stabilizers 611 may include a ducted fan 609 and / or a series of integrated ducted fans 603. For example, as shown in Figures 6A and 6B, the aircraft 600 may include two horizontal stabilizers 611, each having a single ducted fan 609. In these examples, the articulated edge of the ducted fan 609 on the horizontal stabilizer 611 may articulate independently of any other articulated edge. In certain examples, the ducted fan 609 mounted on the horizontal stabilizer 611 includes a vertical vane 615. The vertical vane 615 may be positioned in the path of the airflow generated by the thruster fan and / or other fan elements of the ducted fan 609. The vertical vane 615 provides yaw control to improve the stability of the aircraft 600 in strong winds. The vertical vane 615 may be operated / controlled, for example, to adjust the orientation of the aircraft 600 and prevent rolling of the aircraft 600 (for example, due to wind and / or other flight conditions).

[0075] In some examples, the horizontal stabilizer 611 may extend linearly (for example, at a 90-degree angle) from the rear portion of the fuselage 601. In some examples, the horizontal stabilizer 611 may include a taillet 611A. The taillet 611A may have different shapes and configurations (e.g., one or more curves, bends, etc.) designed to provide further advantages. The taillet 611A may include a single curve or bend that forms a continuous angle / arc, or several curves or bends that form several different angles / arcs between the horizontal stabilizer 611 and the taillet 611A. One or more horizontal stabilizers 611 may include a drooping (e.g., curved or bent downward) taillet 611A positioned midway along the length of the horizontal stabilizer, as shown in Figures 6A and 6B, so that a portion of the horizontal stabilizer achieves a vertical position relative to the ground during the operation of the aircraft 600. In certain cases, the tail tip device 611A may produce advantages that cannot be achieved with conventional straight horizontal tails. The tail tip device 611A may be configured to include, for example, curves or bends as described herein in order to enhance the stability of the aircraft 600 and / or generate lift and / or reduce drag and / or otherwise enhance the performance of the aircraft 600.

[0076] It should be understood that the wing assemblies 605 and horizontal stabilizers 611 described herein may comprise any number of ducted fans 609. For example, as shown in Figures 6A-6B, the main wing assembly 605 may include a series of integrated ducted fans 603 comprising a total of 12 ducted fans 609. Since each horizontal stabilizer 611 may comprise a single ducted fan 609, a total of 14 ducted fans 609 may be mounted on the aircraft 600. It should be understood that any number of alternative quantities or configurations of ducted fans 609 are included in this disclosure. For example, the number of ducted fans included in the wing assemblies and / or horizontal stabilizers may differ from the quantities shown in the drawings (e.g., Figures 6A-6B). The wing assemblies may include different quantities of ducted fans on opposite wings. For example, the number of ducted fans included in the left wing of a wing assembly may be greater or less than that on the right wing of a wing assembly. The horizontal stabilizers may include different quantities of ducted fans. For example, the number of ducted fans on the left tail wing may be more or less than that on the right tail wing of the aircraft. The left wing may contain, for example, 1 to 16 ducted fans. The right wing may contain, for example, 1 to 16 ducted fans. The left tail wing may contain, for example, 0 to 4 ducted fans. The left wing may contain, for example, 0 to 4 ducted fans.

[0077] In some examples, the aircraft 600 may include one or more landing mechanisms 613. One or more landing mechanisms 613 may comprise wheels, support struts, landing gear, floats, pontoons, and / or other components for the takeoff and landing of the aircraft 600. One or more landing mechanisms 613 may also comprise electronic devices, pressure gauges, and / or other components designed to move the landing mechanism 613 up, down, and / or otherwise between multiple configurations. The landing mechanism 613 may comprise, for example, multiple support struts having components designed to move the landing mechanism 613 between a first configuration for forward flight (Figures 6A and 6B) and a second configuration for landing or for maintaining position relative to a landing surface (e.g., grass, concrete, water, and / or other landing surfaces), as shown in Figures 6A to 7B.

[0078] As described herein, Figures 6A and 6B are a front and rear view, respectively, of an exemplary aircraft in forward flight having an integrated series of ducted fans. Figures 7A and 7B are a front and rear view, respectively, of an exemplary aircraft in a landing configuration having an integrated series of ducted fans. Figures 7A and 7B are, for example, a front and rear view of aircraft 600. The landing configuration of aircraft 600 includes one or more landing mechanisms 613 positioned in the landing configuration to provide two contact points with the landing surface. In some examples, a portion of the tail end of the fuselage 601 increases the contact points with the landing surface to enhance stability. The portion of the tail end may include further landing mechanisms 613 (e.g., wheels) to improve the handling of aircraft 600 on the ground. The landing configuration of aircraft 600 is accessible from the bottom portion of the fuselage 601, which may include a cargo compartment, a package mounting area, and / or other elements designed to receive and / or hold the payload of aircraft 600. For example, in the landing configurations shown in Figures 7A and 7B, the landing mechanism 613 maintains the fuselage 601 at a pitch angle (e.g., between 30 and 60 degrees, preferably 45 degrees) with respect to the landing surface. In some examples, the landing configuration of the aircraft 600 allows a human (or robotic) operator to access the aircraft 600 to load cargo, attach payloads, and access internal components of the aircraft 600 (e.g., to replace one or more batteries and / or activate winches located in the cargo bay and / or access other internal components) while maintaining a flight-ready state.

[0079] The aircraft described herein is capable of numerous flight modes. Aircraft 600 can operate, for example, in forward flight mode, hover mode, VTOL mode, CTOL mode, STOL mode, and / or other modes. As further described herein, aircraft 600 transitions between flight modes by articulating the articulated edges of one or more ducted fans 609 to modify the exhaust region of one or more ducted fans 609 and / or modify the direction of flow in the exhaust region, thereby controlling flow deflection. Figures 8A to 8D are top, front, bottom, and side views, respectively, of an exemplary aircraft (e.g., aircraft 600) in hover mode having an integrated series of ducted fans. Aircraft 600 maintains hover mode by controlling the thrust direction by articulating the articulated edges of one or more ducted fans. The aircraft 600 may articulate, for example, a single articulated edge 603A of an integrated series of ducted fans 603 and / or articulated edges of individual ducted fans 609. In some examples, the aircraft may pitch at a certain angle to maintain a stable position in the air. For example, the aircraft 600 shown in Figures 8A to 8D can pitch the nose of the fuselage 601 upward at a certain angle (e.g., about 30 to about 60 degrees, preferably about 45 degrees) while articulating the articulated edges of one or more ducted fans 609 or an integrated series of ducted fans 603 to utilize the Coanda effect (e.g., to enable thrust vectoring by keeping the air propelled by the integrated series of ducted fans 603 close to the surface of the articulated edges). Thus, the aircraft 600 shown in Figures 8A to 8D redirects the exhaust area of ​​one or more ducted fans 609 or an integrated series of ducted fans 603 by the pitch angle. The aircraft 600 also articulates the articulated edges 603A of an integrated series of ducted fans 603 and / or articulates the articulated edges of individual ducted fans 609 to redirect the flow so that an optimal angle (e.g., about 90 degrees) between the flow and the surface beneath the aircraft 600 is achieved.In this state, the aircraft 600 generates sufficient lift to maintain a hovering position relative to the surface. The aircraft 600 can maintain the hover mode for a predetermined period of time based on a variety of factors, including but not limited to the total weight of the aircraft 600, the weight of the aircraft 600's payload, the task parameters of the thrusters included in one or more ducted fans 609, the battery charge level, size, and / or other factors. For example, the aircraft 600 may be able to maintain the hover for a period of 2 to 4 minutes (e.g., about 2.25 minutes).

[0080] Figures 9A to 9D are a top, front, rear, and side view, respectively, of an exemplary aircraft in forward flight mode having an integrated series of ducted fans. The aircraft transitions from hover mode, VTOL mode, CTOL mode, STOL mode, and / or other modes to forward flight mode by articulating the articulated edges of one or more ducted fans 609 or an integrated series of ducted fans 603 to modify the exhaust area and flow deflection of each ducted fan and generate thrust. For example, as shown in Figures 9A to 9D, the articulated edges of one or more ducted fans 609 and / or the articulated edges 603A of an integrated series of ducted fans 603 articulate to generate lift while the ducted fans 609 generate thrust to propel the aircraft 600 in forward flight. In forward flight mode, the aircraft 600 moves the landing mechanism 613 upward, backward, and / or otherwise to improve the aerodynamics of the aircraft 600 by reducing the drag caused by the airflow that strikes the landing mechanism 613.

[0081] The aircraft described herein include several internal components that assist in flight, payload delivery, takeoff and landing, and / or other mission parameters of the aircraft. Figure 10 is a perspective view of an exemplary aircraft internal component having a series of integrated ducted fans. Aircraft 600 includes an avionics suite 1002 that provides control over several elements of aircraft 600 (e.g., providing reliable Global Positioning System (GPS) / Global Navigation Satellite System (GNSS) navigation and / or controlling navigation lighting and / or enabling main battery replacement while powering other avionic systems and / or controlling elements of aircraft 600 separately). In some examples, the avionics suite 1002 weighs less than 2 pounds.

[0082] Avionics Suite 1002 is designed to comply with optional and all aircraft regulations (e.g., FAA regulations, NDAA regulations, etc.). Avionics Suite 1002 comprises several interconnected electronic / electrical components. Avionics Suite 1002 may include, for example, a permanent avionics battery, a removable main battery, an autopilot computer, a companion computer, and / or other components or devices. The removable main battery allows for battery replacement, while the permanent avionics battery maintains power supply to other elements of Avionics Suite 1002, such as the autopilot computer and the companion computer. In some examples, the removable main battery may be removed through the cargo compartment or other openings located on the underside of the fuselage 601. In some examples, the removable main battery may be removed from the top of the fuselage 601 (e.g., through a hatch or other opening located on the forward or aft top portion of the fuselage 601). The main battery may power one or more propulsion systems (e.g., a ducted fan 609 as described herein). The autopilot computer comprises one or more processors, memory, and / or other components configured to control systems such as GPS, parachute deployment, control planes, airspeed sensors, and / or other systems that enable the aircraft 600 to perform autopilot flight. The companion computer comprises one or more processors, memory, and / or other components configured to control the aircraft 600's radio, servos, winches, landing mechanisms, cameras, LED controllers, and / or other electronic components.

[0083] The aircraft 600 may further comprise several batteries. For example, the aircraft 600 may comprise a front battery 1006 and / or a rear battery 1008. In some examples, the front battery 1006 or the rear battery 1008 may be a permanent avionics battery, a removable main battery, etc. In some examples, the front battery 1006 or the rear battery 1008 may be installed in the upper part of the inside of the fuselage 601. The aircraft 600 may further comprise a package 1004. The package may be a box, container, envelope, and / or any other payload of the aircraft 600. As shown in Figure 10, the package 1004 may be held inside the fuselage of the aircraft 600 (e.g., in a cargo hold). However, it should be understood that in some examples, without departing from the scope of this disclosure, the package 1004 may be located on the outside of the aircraft 600 and / or mounted in a different manner (e.g., as shown in Figure 11) as an addition or alternative.

[0084] Referring to Figure 11, in some examples, the package 1004 may be disposed entirely or partially outside the aircraft. The package 1004 may be suspended, for example, from the fuselage of the aircraft. In some examples, the package 1004 may be connected to one or more inflatable fairings 1016. The inflatable fairings 1016 may comprise cloth and / or other inflatable material. The aircraft may include one or more fans (e.g., one fan for each inflatable fairing) configured to selectively inflate and deflate (e.g., fold) the inflatable fairings 1016. The inflatable fairings 1016 may be deflated, for example, so as to fold against the fuselage when the package 1004 is not attached to the aircraft, thereby improving aerodynamic characteristics. The inflatable fairings 1016 may be inflated to secure and protect the package 1004. Figure 11 illustrates an inflatable fairing 1016 attached to an aircraft having one or more rotors 1018, but it should be understood that the inflatable fairing may be similarly attached to an aircraft without rotors 1018 (e.g., aircraft 600 as described herein).

[0085] Referring again to Figure 10, the aircraft 600 may be equipped with a winch 1010. The winch 1010 may be used for loading and unloading the package 1004. The aircraft 600 may be equipped with a parachute 1012. The parachute 1012 may be attached to the package 1004 or otherwise integrated with it. The parachute may be controlled by an avionics suite 1002 to deploy or deliver the package 1004. The avionics suite 1002 may, for example, deploy the parachute to safely drop the package 1004 from the aircraft 600. As an addition or alternative, the parachute 1012 may be attached to the fuselage of the aircraft 600. The parachute 1012 may be attached to the fuselage so that, when deployed, the parachute supports the weight of the aircraft 600 and allows for the safe recovery of the aircraft in an emergency. The avionics suite 1002 may, for example, deploy the parachute 1012 when an emergency is detected that interferes with or prevents the flight of the aircraft 600 while it is in flight or hover mode.

[0086] The aircraft 600 may be equipped with one or more cameras 1014. Cameras 1014 may be integrated with the avionics suite 1002 to provide information relating to the operation of the aircraft 600. Cameras 1014 may be fixed to the outer surface of the aircraft 600 (e.g., the fuselage 601 of the aircraft 600, the ends of the wing assemblies 605, the ends of the integrated series of ducted fans 603, and / or other outer surfaces, as described herein). Additionally or alternatively, camera 1014 may be located inside the fuselage of the aircraft 600 and positioned to observe the area outside the aircraft 600. Camera 1014 may be a complementary metal-oxide-semiconductor (CMOS) camera, a stereo camera, an artificial intelligence / machine learning camera, and / or other types of cameras. Camera 1014 may collect observational information used to guide precision landing, obstacle avoidance, forward flight visibility, emergency landing zone detection, package delivery recognition, in-flight navigation, and / or other functions. Camera 1014 may be a CMOS camera used, for example, to relay observational information to one or more controllers to guide the aircraft 600 for a precision landing. Camera 1014 may be a stereo camera located at the end of the wing assembly 605 and configured to provide observational information to the pilot or controller of the aircraft 600 to assist in object avoidance / detection, forward flight visibility, and / or detection of emergency landing zones. Camera 1014 may include an integrated artificial intelligence / machine learning model trained to verify the success of package delivery. The model may be trained, for example, to determine whether package 1004 has been delivered to a target area, address, person, etc., based on the observational information provided by the camera. In some examples, camera 1014 may compress and stream video or images to deliver the observational information to the avionics suite 1002, remote observation post, and / or other destinations.

[0087] As described herein, an aircraft may be equipped with a jetfoil (e.g., a series of integrated ducted fans). As shown in Figures 12 to 16 as an example, the aircraft includes at least one flap having an articulated edge that can be articulated to modify the respective exhaust area of ​​each ducted fan included in the series of integrated configurations (e.g., to increase or decrease the airflow), and simultaneously or substantially simultaneously, directs the airflow by controlling the flow deflection, such as by using the Coanda effect. In some embodiments, the articulated edge may be articulated to selectively control the flow deflection, for example, by deflecting the airflow from the thrusters of a ducted fan or series of ducted fans by up to 75 degrees. The articulated edge may control the flow deflection by modifying the angle of the airflow from the thrusters over the articulated edge via the Coanda effect. An articulated edge (e.g., a flap) may be controlled (e.g., via a control signal) by changing the position and / or orientation of the articulated edge (e.g., via the Coanda effect) so that the air layer propelled by a thruster is kept in close proximity to the surface of the articulated edge, allowing for flow redirection at a desired angle across the articulated edge. In some examples, the articulated edge may extend along the entire length of an integrated series of ducted fans. In these examples, each part of the articulated edge corresponds to one of the integrated series of ducted fans. In some examples, the aircraft may include a number of articulated edges, e.g., one articulated edge for each integrated series of ducted fans. In these examples, each articulated edge may extend along the length of its respective ducted fan. In these examples, the articulated edges of individual ducted fans may articulate independently to modify individual exhaust regions and control the flow deflection of individual airflows generated (e.g., propelled) by the ducted fans, and / or articulate collectively to modify the collective exhaust region of an integrated series of ducted fans and control the flow deflection of the collective airflow generated by the integrated series of configurations.

[0088] Figures 12–16 are side cross-sectional views of exemplary jetfoils having an articulated edge 1200 that may be used in a particular implementation configuration (e.g., comprising an integrated series of ducted fans). Referring to Figure 12, the articulated edge 1200 may be connected to the trailing edge of a ducted fan comprising an upper element (e.g., an airfoil) having a surface portion 1202, a lower element (e.g., an airfoil) having a surface portion 1204, a control assembly 1208, and a thruster 1218. The articulated edge 1200 may be part of and / or include a single articulated edge of an integrated series of ducted fans as described herein. In some examples, the articulated edge 1200 may include a linkage mechanism (e.g., several connected bars, hinges, and / or other mechanical components) configured to fix the articulated edge 1200 to the surface portion 1204. The linkage mechanism may be included in the control assembly 1208. The linkage mechanism may facilitate the articulation of the articulated edge 1200, as further described herein. In some examples, the articulated edge 1200 may include features that allow it to fail in place or safely. The articulated edge 1200 may include several redundant linkage mechanisms to reduce the risk of a single-point failure that would render, for example, a ducted fan and / or aircraft inoperable.

[0089] The thruster 1218 may be or comprise an electrically operated bladed fan. The thruster 1218 may comprise, for example, an electrically operated bladed disc configured to generate thrust. In some examples, the bladed disc may have a diameter of less than 3 inches. The thruster 1218 may be characterized by a BPF of ultrasonic frequency or nearby. In some examples, the thruster 1218 may have a diameter of 3 inches or less to reduce noise during aircraft operation. In some examples, the thruster 1218 may be composed of a flexible material having appropriate stiffness to adapt to the aerodynamic geometry of the forward flight mode, hover mode, VTOL mode, CTOL mode, STOL mode, and / or other operating modes of the aircraft described herein. The thruster 1218 may be positioned in the duct of a ducted fan (e.g., between the surface portion 1202 of the upper element and the surface portion 1204 of the lower element). The thruster 1218 may define an exhaust region behind (rear) the nose of the thruster 1218 where the airflow from the thruster 1218 contacts the surface portion 1202 and / or surface portion 1204. The surface portion 1202 of the upper element has a curvature designed to generate aerodynamic lift (e.g., in forward flight mode) and facilitate control of flow direction. The surface portion 1202 may protrude slightly forward of the leading edge 1206 of the lower element to assist inflow conditions throughout the entire process of transition between flight modes (e.g., forward flight, VTOL, and / or other modes). The surface portion 1204 of the lower element has a curvature designed to generate aerodynamic lift (e.g., in forward flight mode) and control the area distribution of the airflow downstream of the thruster 1218. The surface portion 1204 comprises an articulated edge 1200 and a leading edge 1206. The articulated edge 1200 may be, for example, a flap exposed to the external environment and may be configured to contribute to aerodynamic lift (e.g., in forward flight mode) and to provide control of flow direction (e.g., in VTOL mode). The leading edge 1206 is fixed in a stationary position relative to the articulated edge 1200 and may be located within the duct of a ducted fan. The leading edge 1206 may facilitate control of the area distribution of the downstream airflow.

[0090] The control assembly 1208 is configured to cause articulation of the articulated edge 1200. In some examples, the articulated edge 1200 of a single ducted fan may be part of a single articulated edge of an integrated series of ducted fans. In these examples, the control assembly 1208 may control the articulation of the articulated edge 1200 by causing the articulation of each articulated edge 1200 of each ducted fan in the series of ducted fans by causing the articulation of each articulated edge 1200 of each ducted fan in the series of ducted fans. The control assembly 1208 may include a communication interface, receiver, etc., configured to receive control signals (e.g., electrical signals, electromechanical signals, etc.) that instruct the control assembly to cause articulation of the articulated edge (e.g., from a remote drone control device, from an avionics suite, from a cockpit control device, and / or other sources). The control assembly 1208 may articulate the articulated edge 1200 to modify the cross-sectional exhaust region of the thruster 1218 (for example, by changing and / or altering, and / or reducing, and / or increasing, and / or otherwise modifying). The control assembly 1208 also causes flow redirection modification by articulating the articulated edge 1200 (for example, by directing the airflow caused by the ducted fan). By articulating the articulated edge 1200, for example, the ducted fan can use the Coanda effect to keep the airflow close to the surface portion 1204 of the lower element and redirect the airflow over the articulated edge 1200 (for example, over the edge of the flap). In some examples, the control assembly 1208 controls the airflow redirection of an integrated series of ducted fans by articulating a single articulated edge of the integrated series of configurations, thereby causing each articulated edge 1200 of each ducted fan in the integrated series of configurations to articulate.

[0091] As will be further detailed below, the control assembly 1208 links the modification of the cross-sectional exhaust region of the thruster 1218 with the modification of flow deflection (for example, by modifying the direction of the airflow generated by the thruster 1218 and / or the ducted fan). By articulating the articulated edge 1200, the control assembly 1208 provides the modification of the cross-sectional exhaust region and control of flow deflection described herein simultaneously during a single movement or operation of the articulated edge 1200. Thus, the use of the articulated edge 1200 reduces design complexity, decreases the number of potential points of failure in the aircraft design, and, by combining the operation of the articulated edge 1200 for flow deflection control with the modification of the exhaust region of the thruster 1218, the ducted fan can operate at its peak efficiency over a variety of operating conditions. In addition, the use of the articulated edge 1200 allows the aircraft to efficiently transition between flight modes (e.g., forward flight, VTOL, CTOL, STOL, hover mode, and / or other modes). For example, the control assembly 1208 may articulate the articulated edge 1200 between a first position for initiating forward flight of the aircraft (e.g., in VTOL mode) and a second position for initiating vertical takeoff of the aircraft. The control assembly 1208 may also articulate the articulated edge 1200 to simultaneously correct the flow deflection of the exhaust area and an integrated series of ducted fans and / or individual ducted fans. The articulation may cause the integrated series of ducted fans and / or individual ducted fans to transition between providing forward thrust and providing vertical lift relative to the ground, based on the size of the exhaust area and the angle of flow deflection. By integrating the ducted fan with the articulated edge 1200 to form a similar series of ducted fans as described herein, it becomes possible to control the flow redirection over a large portion (e.g., more than 80%) of the upper surface of the aircraft wing, thereby reducing the drag penalty, extending flight duration, and improving aircraft control during flight.

[0092] It should be understood that the first and second positions described above are merely examples, and the articulated edge 1200 may articulate to occupy additional or alternative positions. For example, the articulated edge 1200 may articulate to control flow deflection (e.g., by deflecting the exhaust flow) to achieve an optimal angle, such as the difference between the aircraft's pitch angle and the vertical axis (e.g., in VTOL mode), and / or partially deflect the exhaust flow in STOL mode, and / or enable CTOL mode by minimizing or eliminating the articulation of the articulated edge 1200 relative to the horizontal plane of the ducted fan. The articulation of the articulated edge 1200 described herein offers further advantages over conventional fixed-wing aircraft because it does not require a mechanical change in the pitch of the rotor blades. Therefore, the risk of exceeding the desired noise level is reduced or eliminated by utilizing the method described herein. In addition, by providing exhaust region and flow deflection control using a single articulated edge 1200, the need for numerous different actuators in systems utilizing several articulated edges is eliminated. Therefore, a jetfoil with an integrated series of ducted fans having a single articulated edge, as shown in Figures 12-16, saves manufacturing costs, reduces the weight of the aircraft, extends the maximum achievable flight duration, and / or increases the maximum payload weight that can be carried by the aircraft.

[0093] In some examples, the control assembly 1208 may include components configured to pivot the articulated edge 1200 around several pivot points. The control assembly 1208 may include, for example, a bar configured to pivot the articulated edge 1200 of a ducted fan and / or a series of integrated ducted fans around at least one pivot point, at least one actuator configured to drive the bar, and a link mechanism assembly connecting the articulated edge to a fixed position (e.g., the toe edge 1206). The control assembly 1208 may include, for example, pivot points 1210 and 1212 and a bar 1214. The pivot points 1210 and 1212 and the bar 1214 together may, along with one or more connecting elements (e.g., hinges, mechanical arms, bars, etc.), form a link mechanism assembly that connects the articulated edge 1200 to the toe edge 1206 of the lower element. The control assembly 1208 may include one or more additional internal components (e.g., electronic devices, motors, and / or other actuators) configured to articulate the articulated edge portion 1200 described herein.

[0094] During operation, the control assembly 1208 can move (e.g., translate) the bar 1214 to rotate the articulated edge 1200 around the flap-arc translation pivot point 1210, thereby moving the arc 1216 of the articulated edge 1200 toward or away from the center of the exhaust area of ​​the thruster 1218. The control assembly 1208 may modify the exhaust area by moving the arc 1216 of the articulated edge 1200. For example, by moving the arc 1216 toward and / or into the center of the exhaust area (e.g., to a first position 1220), the cross-sectional area of ​​the exhaust area can be reduced and / or the shape of the cross-sectional area can be changed in other ways. Similarly, by moving the arc 1216 downward toward and / or away from the center of the exhaust area (e.g., to a second position 1222), the cross-sectional area of ​​the exhaust area can be increased and / or the shape of the cross-sectional area can be changed in other ways. The two positions 1220 and 1222 shown in Figure 12 may be the maximum (limit) positions of the articulated edge 1200. The bar 1214 may be moved in a first direction (e.g., translation) around the pivot point 1210 to reduce the cross-sectional area of ​​the exhaust region in the arc 1216, and the bar 1214 may be moved in a second direction (e.g., translation) around the pivot point 1210 to increase the cross-sectional area of ​​the exhaust region in the arc 1216. Therefore, the pivot point 1210 may be called the flap-arc translation pivot point (e.g., as shown in Figure 12). The pivot point 1210 may be located at the center of the cross-sectional area at the base of the articulated edge 1200 (e.g., where the articulated edge 1200 intersects the toe edge 1206). In this example, the arc 1216 of the articulated edge 1200 may be defined via the contour of the articulated edge 1200. As shown in Figure 12, when moving between the first position 1220 and the second position 1222, the articulated edge 1200 tapers upward near the exhaust region of the thruster 1218 in the first position 1220, and reaches the apex of the arc 1216 at the point in the exhaust region where the articulated edge 1200 tapers downward toward the end of the articulated edge 1200.In other words, the thickness (diameter) of the articulated edge 1200 from top to bottom may increase from a position preceding the exhaust region of the thruster 1218 (for example, as shown in the first position 1220) to the apex of the arc 1216 where the thickness (diameter) of the articulated edge 1200 is maximum, and then decrease from the apex of the arc to the end of the articulated edge 1200. The exhaust region may be modified by changing its shape and / or dimensions by moving the articulated edge 1200 to position the apex of the arc 1216 within (or near) the exhaust region of the thruster 1218 (for example, at the center of the exhaust region), or outside (or further away from) the exhaust region.

[0095] In some examples, one or more additional effects can be achieved by using the control assembly 1208 to articulate the articulated edge 1200. For example, in addition to modifying the cross-sectional area of ​​the exhaust region, the flow deflection described herein can also be controlled by articulating the articulated edge 1200 (for example, by modifying the angle at which the airflow from the thruster 1218 deflects over the articulated edge 1200). Thus, controlling a single articulated edge 1200 of a ducted fan or a series of integrated ducted fans as described herein offers the dual advantage of controlling the cross-sectional area of ​​the exhaust region and controlling the flow deflection through a single motion. For example, by articulating a single articulated edge 1200 of a series of integrated ducted fans to move from a first position to a second position, simultaneous modification of the cross-sectional area of ​​the exhaust region and control of the flow deflection provided by the series of integrated ducted fans can be achieved. Therefore, the features described herein provide a high level of control over aircraft flight while minimizing the number of components (and associated risks and costs) required to achieve that level of control.

[0096] Figure 13 is a side cross-sectional view of a ducted fan showing an example of an articulated position of a jetfoil flap. The first position 1220 may be used in the forward flight operation mode, as shown in Figure 13. The first position may be one of several different positions that may be available. In one embodiment, the illustrated first position may represent the cruising position, while a second position, such as the position shown in Figure 14, may represent the hover position. Returning to Figure 13, the first position 1220 may be achieved by sending control signals to the control assembly of the ducted fan and / or an integrated set of ducted fans including the ducted fan, instructing the articulated edge 1200 to reduce the cross-sectional area of ​​the exhaust region. The first position 1220 of the articulated edge 1200 of the jetfoil flap may change the shape and dimensions of the exhaust region by moving the arc 1216 of the articulated edge 1200 upward and inward into or toward the exhaust region, thereby reducing the cross-sectional area of ​​the exhaust region. The first position 1220 of the articulated edge 1200 may reduce flow deflection by reducing the deflection of the airflow over or around the articulated edge 1200 (for example, to increase the speed of the aircraft and provide forward thrust).

[0097] Figure 14 is a side cross-sectional view of a ducted fan showing an example of an articulated position of a jetfoil flap. A second position 1222 may be used in hover operation mode, as shown in Figure 14. The second position 1222 can be achieved by sending a control signal to a control assembly for controlling the jetfoil flap and instructing the articulated edge 1200 to increase the cross-sectional area of ​​the exhaust region. The second position 1222 may also be achieved by increasing the shape and dimensions of the exhaust region by moving the arc 1216 of the articulated edge 1200 downward away from the exhaust region or by extending it away from the exhaust region. The second position 1222 may also be achieved by increasing the flow deflection above or around the articulated edge 1200 to provide thrust vectoring (for example, so that vertical lift is provided to the aircraft to maintain a hovering position). The articulated edge 1200 may be moved to a second position 1222 (for example, based on a control signal) so that the Coanda effect keeps the airflow propelled by the thruster 1218 near the surface of the articulated edge 1200 (for example, within a predetermined threshold / target distance) and redirects the airflow at a desired angle corresponding to the second position 1222, as described herein. Thus, the movement of the articulated edge 1200 allows for control of the direction and / or angle of the thrust.

[0098] It should be understood that additional or alternative configurations of the control assembly 1208 are included within the scope of this disclosure. For example, an alternative configuration of the control assembly 1208 corresponds to Figure 15. Figure 15 is a side cross-sectional view of a ducted fan showing an example of a first joint position of the jetfoil flap and an example of a second joint position of the jetfoil flap. In Figure 15, the articulated edge 1200 (as shown, for example, in Figures 12 to 14) is controlled by a control assembly 1508 comprising a pin 1502 and an actuator bar 1504. The pin 1502 defines the rotation point of the circular cross-section at the root of the articulated edge 1500. Thus, the angular rotation of the articulated edge 1200 is controlled by the pin 1502, which limits the movement of the articulated edge 1200 while the actuator bar 1504 is moving. The actuator bar 1504 is moved by one or more components of the control assembly 1508 (e.g., a motor). As the actuator bar 1504 moves, the pin 1502 restricts the movement of the articulated edge 1200 so that when the actuator bar 1504 moves to translate the articulated edge 1200 around the pivot point 1510, the articulated edge 1200 also rotates around the pivot point 1512 to achieve a desired position for the articulated edge 1200. Thus, the pin 1502 combines the arc translation and flap angle rotation described with respect to Figure 12 into a single element. However, in some examples, a second actuator may be used to control the flap angle independently of the arc translation.

[0099] In another example, the control assembly may include components designed to retract and extend the movable edge as an alternative to or addition to pivoting the movable trailing edge about one or more pivot points. Figure 16 shows an example of a movable edge 1600 configured to perform both articulation and extension and retraction. Figure 16 is a side cross-sectional view of a ducted fan showing an example of a first articulated position and an example of a second articulated position of the jetfoil flap. Referring to Figure 16, the control assembly 1608 may include a single actuator component (e.g., a motor) for extending and retracting the movable edge 1600. A retraction element 1602 is positioned at the end of the movable edge 1600. The retraction element 1602 may be part of the jetfoil having an opening or inlet, etc., configured to receive the movable edge when the movable edge 1600 retracts. Figure 16 shows a retraction element 1602 within a circular region, but it should be understood that the retraction element 1602 may have any shape or configuration that can receive the movable edge 1600 when it retracts, as long as it does not deviate from the scope of this disclosure. In addition, in examples where the movable edge 1600 of a jetfoil flap is part of a single movable edge of an integrated series of ducted fans, it should be understood that the retraction element 1602 may extend and / or cover and / or otherwise straddle the length of the single movable edge of the integrated series of ducted fans. In these examples, the entire single movable edge of the integrated series of ducted fans may retract into and / or extend out of the retraction element 1602 in a single motion.

[0100] During operation, the control assembly 1608 may retract the extended movable edge 1600 in the direction of arrow 1604 into the retraction element 1602 to the retracted position 1606. The retracted position 1606 may be located at any position between the maximum (extreme) extendable position and the minimum extendable position of the movable edge 1600. The retracted position 1606 may leave the rear end portion of the movable edge 1600 extended so that the flow redirection is directed beyond the end portion of the movable edge 1600, for example, as shown in Figure 16. The movable edge 1600 can retract horizontally (for example, at an angle of 180 degrees) as indicated by arrow 1604, but it should be understood that in some examples the movable edge 1600 may retract at angles other than 180 degrees. By using the control assembly 1608 to retract / extend the movable edge 1600, all the same advantages as the articulation of the movable edge 1600 described herein are achieved without requiring any additional actuator components (e.g., translationally movable bars, motors, and / or other actuator components). Thus, the control assembly 1608 configured to retract and extend the movable edge 1600 can further extend the maximum achievable flight duration of the aircraft and reduce manufacturing costs by further reducing or eliminating the weight increase of actuators in the aircraft.

[0101] An aircraft implementing one or more of the features described herein may be optimized for various mission parameters, such as maximum noise, flight range, flight duration, payload weight, payload size, delivery time, aircraft weight, maximum speed, and / or other parameters. An aircraft implementing one or more of the features described herein also achieves improvements over conventional designs (e.g., open-rotor drones and / or other designs). In some examples, the aircraft described herein is configured to fly at speeds in the range of approximately 200 to 400 miles per hour (mph) (e.g., at least 200 mph, 300 mph, or 400 mph). In other examples, the aircraft described herein is configured to fly at low speeds, for example, in the range of approximately 50 to 80 mph (e.g., 75 mph). The aircraft may be configured to accommodate different flight speeds in order to optimize the flight speed for a specific mission. The aircraft may be a drone configured to fly at 75 mph to optimize the aircraft for package delivery. Thus, the aircraft described herein achieves improvements over conventional open-rotor drone designs that cannot achieve cruising speeds above 56 mph. The improved cruising speed provided by the features described herein offers further advantages, such as reduced mission duration (e.g., enabling shorter package delivery times). For example, a 40-mile round-trip flight mission might take approximately 42.5 minutes with a conventional open-rotor design for an aircraft, but an aircraft implementing the features described herein has been shown to complete the same mission in approximately 32 minutes under the same conditions. Additionally or alternatively, the aircraft may be configured to optimize the maximum descent speed. Using the features described herein, an aircraft (e.g., a drone) can achieve a maximum descent speed of approximately 2,050 feet per minute, for example, an improvement over a conventional open-rotor design that achieves a maximum descent speed of approximately 738 feet per minute. In some examples, an aircraft implementing one or more of the features described herein achieves an improvement over the open-rotor design described herein by improving the aircraft's lift-to-drag ratio.For example, by implementing the features described herein and optimizing the aircraft for efficient exhaust region and flow diversion control, the aircraft can achieve a lift-to-drag ratio of 12.2. This represents an improvement over conventional open-rotor designs, which are known to have a maximum lift-to-drag ratio of approximately 7.4.

[0102] In certain embodiments, the hover time per flight of the aircraft may be optimized. For example, the number of ducted fans may be increased or decreased to increase or decrease the maximum hover time per flight. In some examples, the aircraft may be a drone configured to hover for a duration in the range of about 2 to 3 minutes (e.g., about 2.25 minutes), thereby optimizing the aircraft for package delivery. An aircraft that can complete a mission (e.g., flight, delivery, etc.) with a nominal hover duration in the range of 2 to 3 minutes (e.g., about 2.25 minutes) achieves improvements over conventional open-rotor designs with nominal hover times exceeding 3 minutes (e.g., 3.25 minutes) by reducing the total mission time and improving power and / or fuel efficiency.

[0103] In certain embodiments, the aircraft may be optimized for gross weight. In one embodiment, the weight of the vehicle may be, for example, about 3,000–4,000 lbm, 4,000–5,000 lbm, or 3,500–4,000 lbm; in another embodiment, the weight may be 4,500–5,500 lbm; and in yet another embodiment, the weight may be 4,200, 4,500, 4,700, 5,000, or 5,200 lbm. In certain embodiments, the aircraft may be configured for a lower gross weight (e.g., 300 lbm, 55 lbm, and / or less than 55 lbm). For example, the aircraft may be a drone configured to comply with a gross weight limit of 55 lbm, thereby optimizing the aircraft for package delivery.

[0104] In certain embodiments, the aircraft may be optimized for payload capacity. In one embodiment, the payload capacity may be in the range of 800–1,000 lbm, 1,000–1,200 lbm, or 1,200–1,400 lbm, and in yet another embodiment, it may be about 850 lbm, 900 lbm, 950 lbm, 1,000 lbm, 1,050 lbm, 1,100 lbm, 1,150 lbm, 1,200 lbm, or 1,250 lbm. In certain embodiments, the aircraft may be configured for a low payload capacity (e.g., 0–10 lbm). The aircraft may be, for example, a 0–10 lbm drone configured to carry a payload (e.g., a package as described herein) in order to optimize the aircraft for package delivery. Additionally or alternatively, an aircraft with a total weight of 300 lbm may be configured to carry a payload weighing about 30 lbm. The fuselage volume may be adjusted to optimize weight and / or payload capacity. The body may be adjusted to a volume optimized for package delivery, for example (e.g., 4-5 cubic feet (cu.ft.), 3.65 cu.ft.).

[0105] In certain embodiments, the aircraft may be optimized to reduce the noise generated by the aircraft's operation. For example, the aircraft may implement several ducted fans or a series of integrated ducted fans as described herein, so that the aircraft noise is inaudible to humans at approximately 800–1,000 feet, 1,200–1,400 feet, 2,500–2,600 feet, and / or other ranges, depending on the configuration of the ducted fans. In certain embodiments, the aircraft may be characterized by a dominant tone of approximately 35–50 A weighted decibels (dB(A)) at 100 feet, 35–40 dB(A) at 100 feet, 40–45 dB(A) at 100 feet, or 40–50 dB(A) at 100 feet. In certain embodiments, the aircraft may be configured to remain below 40 dB(A) to avoid acoustic detection in certain environments (e.g., suburban environments). In some examples, the aircraft may be configured to remain below a threshold (e.g., 40 dB(A)) in a specific mode (e.g., hover mode) and / or at a specific vertical distance (e.g., 60 feet). An aircraft implementing the features described herein may achieve noise reduction such that, while operating at approximately 60 feet, it produces noise detectable by no more than 10 people at a specific population density (e.g., 140–1500 people). Thus, the aircraft described herein achieves an improvement over open-rotor designs that may be detectable by 140–1500 people at approximately 60 feet. In some examples, the aircraft may be configured so that the ducted fan reduces the overall sound pressure level by 25–30 dB(A) compared to known aircraft. Optimizing an aircraft to reduce noise using the features described herein offers many advantages over conventional aircraft. For example, a drone aircraft implementing the ducted fan described herein can increase the number of delivery operations through noise (e.g., acoustic level) reduction. For example, noise reduction may enable drone aircraft to operate in urban or suburban environments in compliance with federal, state, and / or local government regulations.

[0106] It should be understood that the aircraft described herein may be optimized for the above-mentioned parameters and / or various parameters, without departing from the scope of this disclosure. For example, an aircraft described herein may be optimized for a round-trip flight range of 30 to 110 miles, carry a payload weight of 0 to 10 lbm, and achieve a flight speed of 60 to 100 mph. In another example, an aircraft described herein may be optimized for a round-trip flight time of 0.3 to 1.6 hours, carry a payload weight of 0 to 10 lbm, and achieve a flight speed of 60 to 100 mph.

[0107] Aspects of this disclosure further relate to one or more non-transient computer-readable media containing computer-readable instructions that, when executed by the processor, cause the processor to perform at least one of the functions outlined herein, including, but not limited to, activating aircraft control surfaces that facilitate thrust vector control of the aircraft, and / or other functions. Figure 17 shows a non-limiting example of a computer-readable medium according to a particular embodiment. Specifically, Figure 17 is a block diagram of a flight control computer 1700. Those skilled in the art will understand that the disclosure of Figure 17 may be applicable to any system, aircraft, aircraft control system, propulsion system, exhaust area control system, flow diversion control system, and / or combination thereof disclosed herein. The flight control computer 1700 may include one or more processors, such as processors 1702-1 and 1702-2 (collectively referred to herein as “processor 1702” or “processor 1702”). The processors 1702 may communicate with each other or with other components via an interconnection network or bus 1704. The processor 1702 may include one or more processing cores (referred to herein as “core 1706” or more commonly “core 1706”) that can be implemented on a single integrated circuit (IC) chip, such as cores 1706-1 and 1706-2. Although the computer 1700 is shown on a single drawing, a person skilled in the art who benefits from this disclosure will understand that one or more components may be “remote” to other components. For example, in one embodiment, one or more components may be in a separate housing from one or more other components. In some embodiments, one or more components of the computer 1700 may simply communicate wirelessly with other components of the computer 1700. In certain embodiments, one or more components of the computer 1700 may be located on or inside a part of an aircraft, and further components may be located remotely from the aircraft.

[0108] In certain embodiments, moving an aircraft control surface (e.g., a flap) including any control surface disclosed herein to a position and / or orientation may be at least partially based on one or more calculations, decisions, inputs, and / or outputs of the computer 1700. In non-limiting examples, the position and / or orientation of one or more control surfaces may be based in particular on operational parameters such as the final angle and / or final extended / retracted position to which one or more flaps move (e.g., articulate) during a particular instance in which the position and / or orientation is implemented, whether one or more control surfaces articulate at a variable speed, the variable or constant speed to be implemented, a desired speed or acceleration (including acceleration or speed reduction) along one or more directions, meteorological parameters including but not limited to wind direction or wind speed, and the weight or weight distribution of the aircraft or part of the aircraft.

[0109] This application may be extended to any of the following numbered subjects: Item 1. Aircraft, Torso and, Wings attached to the fuselage, A flap configured to transition between a first position and a second position, A series of ducted fans integrated into the wing and configured to propel airflow across the upper surface of the wing, A control assembly configured to modify the exhaust area of ​​a series of ducted fans and correct the direction of the airflow propelled across the upper surface of the wing through the movement of flaps from a first position to a second position, An aircraft equipped with multiple horizontal stabilizers. Item 2. The control assembly is, A bar configured to move the flap from a first position to a second position by articulating the flap with respect to at least one pivot point, At least one actuator configured to drive a bar, The aircraft according to item 1, comprising a link mechanism assembly connecting a bar to at least one actuator. Item 3. The aircraft described in Item 1 or 2, wherein the control assembly is configured to move the flap from a first position to a second position by retracting the flap. Item 4. An aircraft as described in any of Items 1 to 3, wherein the control assembly is configured to move the flap from a first position to a second position by extending the flap. Item 5. Further comprising at least one ducted fan connected to one of the multiple horizontal stabilizers, An aircraft according to any one of items 1 to 4, wherein at least one ducted fan connected to the horizontal stabilizer is equipped with articulated flaps. Item 6. The aircraft described in Item 5, wherein at least one ducted fan connected to the horizontal stabilizer further comprises vertical vanes. Item 7. The payload attached to the fuselage, At least one inflatable fairing attached to the payload, The aircraft according to any one of claims 1 to 6, further comprising at least one fan configured to selectively inflate and deflate at least one inflatable fairing. Item 8. Each ducted fan, An aircraft as described in any of items 1 to 7, equipped with a bladed disc having a diameter of approximately 3 inches or less than 3 inches. Item 9. An aircraft as described in any of items 1 to 8, further comprising a camera located on the underside of the fuselage. Item 10. An aircraft according to any one of items 1 to 9, further comprising at least one camera positioned at the end of a series of ducted fans. Item 11. An aircraft according to any one of items 1 to 10, further comprising a plurality of support struts configured to maintain the fuselage at a pitch angle with respect to the landing surface. Item 12. An aircraft as described in any of Items 1 through 11, in which modifications to the exhaust area include a reduction in the dimensions of the exhaust area, and modifications to the direction of airflow include a reduction in the deflection of airflow around the flaps. Item 13. An aircraft as described in any of Items 1 through 12, in which modifications to the exhaust area include increasing the dimensions of the exhaust area, and modifications to the direction of airflow include increasing the deflection of airflow around the flaps. Item 14. An aircraft according to any one of items 1 to 13, wherein the control assembly is configured to transition the aircraft between hover flight mode and forward flight mode via the movement of flaps from a first position to a second position. Item 15. An aircraft according to any one of Items 1 to 14, wherein the control assembly is configured to increase the lift-to-drag ratio of the aircraft to 12.2 or greater in cruising mode via the movement of the flaps from a first position to a second position. Item 16. An aircraft as described in any of Items 1 through 15, in which the correction of the direction of the propulsive airflow across the upper surface of the wing includes turning the direction of the airflow by 75 degrees over the flaps. Item 17. Air transport devices for aircraft, A series of ducted fans, each equipped with a thruster, An upper element located above a series of thrusters, and a lower element located below a series of thrusters, the lower element being, The leading edge and, A lower element comprising: a movable flap located on the opposite side and rear side of the leading edge of a ducted fan, the movable flap having an upper surface and a lower surface, and configured to move between a first position and a second position to direct the airflow propelled by the thruster; We will receive the control signal. Based on the control signal, the movable flap is moved between a first position and a second position to correct the thruster's exhaust region. An air transport device comprising: a control assembly configured to correct the angle of airflow deflected via the Coanda effect over the edge of a movable flap. Item 18. The control assembly is, A bar configured to articulate a movable flap with respect to at least one pivot point, At least one actuator configured to drive a bar, The air transfer device according to item 17, comprising a link mechanism assembly connecting a bar to at least one actuator. Item 19. The air transport device according to item 17 or 18, wherein the control assembly is configured to move the movable flap by retracting the movable flap. Item 20. An air-moving device according to any one of items 17 to 19, wherein the control assembly is configured to move the movable flap by extending the movable flap. Item 21. An air transport device according to any one of items 17 to 20, further comprising vertical vanes positioned within an airflow propelled by a thruster. Item 22. An air-moving device according to any one of Items 17 to 21, wherein the control assembly is configured to transition the aircraft between a hover flight mode and a forward flight mode by moving at least a movable flap between a first position and a second position. Item 23. An air transport device according to any one of items 17 to 22, wherein the movable flap defines an arc traversing the upper surface of the movable flap, and the thickness of the movable flap is greatest at the apex of the arc. Item 24. A method for controlling an aircraft, Using a series of ducted fans integrated into the aircraft wing to propel the airflow across the upper surface of the wing, The computing device transmits instructions to the control assembly to move the aircraft's wing flaps between a first position and a second position, A method comprising using a control assembly to move a flap between a first position and a second position, thereby modifying both the exhaust area of ​​at least one of a series of ducted fans and the direction of the airflow propelled across the upper surface of the wing. Item 25. The method according to Item 24, wherein moving the flap includes articulating the flap with respect to at least one pivot point. Item 26. Moving the flap includes retracting the flap, as described in Item 24 or 25. Item 27. Moving the flap is a method of any of items 24 to 26, including extending the flap. Item 28. The method of any of Items 24 to 27, wherein the aircraft transitions between hover flight mode and forward flight mode by moving the flaps. Item 29. By moving the flap, The method described in any of items 24 to 28 for correcting one or more of the aircraft's flight direction or flight speed. Item 30. Aircraft, A wing having a flap that is movable between a first position and a second position, A series of ducted fans integrated into a wing and configured to propel airflow over a flap, wherein the flap at least partially defines the exhaust region of the series of ducted fans and the direction of airflow over the edge of the flap, Based on the reception of the control signal, the flap is moved between the first and second positions, Modify the exhaust area of ​​a series of ducted fans, A control assembly configured to correct the direction of the airflow so that the airflow turns 75 degrees over the edge of the flap, An aircraft whose lift-to-drag ratio in cruising mode is 12.2 or higher. Item 31. Aircraft, A wing having a flap that is movable between a first position and a second position, A series of ducted fans integrated into a wing and configured to generate a propulsion airflow passing over a flap, wherein the flap at least partially defines the exhaust region of the series of ducted fans and the direction of the propulsion airflow, An aircraft comprising a control assembly configured to move flaps between a first position and a second position to correct the exhaust region and the direction of the propulsion airflow. Item 32. The control assembly is, A bar configured to move the flap from a first position to a second position by articulating the flap with respect to at least one pivot point, At least one actuator configured to drive a bar, The aircraft according to item 31, comprising a link mechanism assembly connecting a bar to at least one actuator. Item 33. The aircraft according to item 31 or 32, wherein the control assembly is configured to move the flap from a first position to a second position by retracting the flap. Item 34. An aircraft according to any one of items 31 to 33, wherein the control assembly is configured to move the flap from a first position to a second position by extending the flap. Item 35. An aircraft as described in any of items 31 to 34, further comprising multiple horizontal stabilizers. Item 36. Further comprising at least one ducted fan connected to one of the multiple horizontal stabilizers, The aircraft according to item 35, wherein at least one ducted fan connected to the horizontal stabilizer is equipped with articulated flaps. Item 37. An aircraft as described in Item 36, wherein at least one ducted fan connected to the horizontal stabilizer further comprises vertical vanes. Item 38. An aircraft as described in any of items 31 to 37, further comprising a fuselage to which wings are attached. Item 39. Payload attached to the fuselage, At least one inflatable fairing attached to the payload, The aircraft according to item 38, further comprising at least one fan configured to selectively inflate and deflate at least one inflatable fairing. Item 40. The aircraft described in Item 38, further comprising a camera positioned on the underside of the fuselage. Item 41. Each ducted fan, An aircraft as described in any of items 31 to 40, comprising a bladed disc having a diameter of approximately 3 inches or less than 3 inches. Item 42. An aircraft according to any one of items 31 to 41, further comprising at least one camera positioned at the end of a series of ducted fans. Item 43. An aircraft as described in any of items 31 to 42, further comprising a landing mechanism. Item 44. The aircraft according to Item 43, wherein the landing mechanism comprises a plurality of support struts configured to maintain the fuselage at a pitch angle with respect to the landing surface. Item 45. An aircraft as described in any of Items 31 to 44, in which modifications to the exhaust area include a reduction in the dimensions of the exhaust area, and modifications to the direction of airflow include a reduction in the deflection of airflow around the flaps. Item 46. An aircraft as described in any of Items 31 to 45, in which modifications to the exhaust area include increasing the dimensions of the exhaust area, and modifications to the direction of airflow include increasing the deflection of airflow around the flaps. Item 47. An aircraft according to any one of Items 31 to 46, wherein the control assembly is configured to transition the aircraft between hover flight mode and forward flight mode via the movement of flaps from a first position to a second position. Item 48. An aircraft according to any one of Items 31 to 47, wherein the control assembly is configured to increase the lift-to-drag ratio of the aircraft to 12.2 or greater in cruising mode via the movement of the flaps from a first position to a second position. Item 49. An aircraft as described in any of Items 31 to 48, in which the correction of the direction of the propulsive airflow across the upper surface of the wing includes turning the direction of the airflow by 75 degrees over the flaps.

[0110] Although examples have been given above, the features of these examples can be combined, divided, omitted, rearranged, modified, and / or expanded in any desired manner. Various changes, modifications, and improvements will be readily conceivable to those skilled in the art. Such changes, modifications, and improvements, though not expressly described herein, are intended to be part of this description and to be included in the spirit and scope of this specification. Thus, the foregoing descriptions are merely examples and not limitations.

Claims

1. It is an aircraft, Torso and, The wings connected to the fuselage, A flap configured to transition between a first position and a second position, A series of ducted fans integrated with the wing and configured to propel airflow across the upper surface of the wing, A control assembly configured to modify the exhaust area of ​​the series of ducted fans and to modify the direction of the airflow propelled across the upper surface of the wing by moving the flap from the first position to the second position, Multiple horizontal stabilizers, An aircraft equipped with [a specific feature / equipment].

2. The control assembly is A bar configured to move the flap from the first position to the second position by articulating the flap with respect to at least one pivot point, At least one actuator configured to drive the bar, A link mechanism assembly connecting the bar to the at least one actuator, The aircraft according to claim 1, comprising:

3. The aircraft according to claim 1, wherein the control assembly is configured to move the flap from a first position to a second position by retracting the flap.

4. The aircraft according to claim 1, wherein the control assembly is configured to move the flap from a first position to a second position by extending the flap.

5. The system further comprises at least one ducted fan connected to one of the multiple horizontal stabilizers, The aircraft according to claim 1, wherein at least one ducted fan connected to the horizontal stabilizer is equipped with an articulated flap.

6. The aircraft according to claim 5, wherein at least one ducted fan connected to the horizontal stabilizer further comprises vertical vanes.

7. The payload attached to the aforementioned fuselage, At least one inflatable fairing attached to the payload, The aircraft according to claim 1, further comprising at least one fan configured to selectively inflate and deflate the at least one inflatable fairing.

8. The aircraft according to claim 1, wherein each ducted fan comprises a bladed disc having a diameter of less than 3 inches.

9. The aircraft according to claim 1, further comprising a camera positioned on the bottom side of the fuselage.

10. The aircraft according to claim 1, further comprising at least one camera positioned at the end of the series of ducted fans.

11. The aircraft according to claim 1, further comprising a plurality of support struts configured to maintain the fuselage at a pitch angle with respect to the landing surface.

12. The aircraft according to claim 1, wherein the modification of the exhaust region includes reducing the dimensions of the exhaust region, and the modification of the direction of the airflow includes reducing the deflection of the airflow around the flap.

13. The aircraft according to claim 1, wherein the modification of the exhaust region includes increasing the dimensions of the exhaust region, and the modification of the direction of the airflow includes increasing the deflection of the airflow around the flap.

14. The aircraft according to claim 1, wherein the control assembly is configured to transition the aircraft between a hover flight mode and a forward flight mode via the movement of the flap from a first position to a second position.

15. The aircraft according to claim 1, wherein the control assembly is configured to increase the lift-to-drag ratio of the aircraft to 12.2 or more in cruising mode by moving the flap from the first position to the second position.

16. The aircraft according to claim 1, wherein the modification of the direction of the airflow propelling across the upper surface of the wing includes turning the direction of the airflow by 75 degrees over the flap.

17. An air transport device for aircraft, A series of ducted fans, each equipped with a thruster, An upper element located above the series of thrusters, and a lower element located below the series of thrusters, wherein the lower element comprises a leading edge and a movable flap located on the opposite side and rear side of the leading edge of the ducted fan, the movable flap having an upper surface and a lower surface, and configured to move between a first position and a second position to direct the airflow propelled by the thrusters, A control assembly configured to receive a control signal and, based on the control signal, move the movable flap between a first position and a second position to correct the exhaust region of the thruster and correct the angle of the airflow deflected via the Coanda effect over the edge of the movable flap, An air-moving device equipped with the following features.

18. The control assembly is A bar configured to articulate the movable flap with respect to at least one pivot point, At least one actuator configured to drive the bar, A link mechanism assembly connecting the bar to the at least one actuator, The air transfer device according to claim 17, comprising:

19. The air movement device according to claim 17, wherein the control assembly is configured to move the movable flap by retracting the movable flap.

20. The air transport device according to claim 17, wherein the control assembly is configured to move the movable flap by extending the movable flap.

21. The air transport device according to claim 17, further comprising vertical vanes positioned within the airflow propelled by the thruster.

22. The air transport device according to claim 17, wherein the control assembly is configured to move at least the movable flap between a first position and a second position, thereby transitioning the aircraft between a hover flight mode and a forward flight mode.

23. The air transport device according to claim 17, wherein the movable flap defines an arc that crosses the upper surface of the movable flap, and the thickness of the movable flap is greatest at the apex of the arc.

24. A method for controlling an aircraft, Using a series of ducted fans integrated into the aircraft wing to propel the airflow across the upper surface of the wing, The computing device transmits a command to the control assembly to move the flaps of the aircraft's wings between a first position and a second position. Using the control assembly, and based on the command, move the flap between a first position and a second position to modify both the exhaust area of ​​at least one of the series of ducted fans and the direction of the airflow propelled across the upper surface of the wing. A method that includes this.

25. The method according to claim 24, wherein moving the flap includes articulating the flap with respect to at least one pivot point.

26. The method according to claim 24, wherein moving the flap includes retracting the flap.

27. The method according to claim 24, wherein moving the flap includes extending the flap.

28. The method according to claim 24, wherein the aircraft transitions between a hover flight mode and a forward flight mode by moving the flaps.

29. The method according to claim 24, wherein the flight direction of the aircraft or the flight speed of the aircraft is corrected by moving the flap.

30. It is an aircraft, A wing having a flap that is movable between a first position and a second position, A series of ducted fans integrated with the wing and configured to propel airflow over the flap, wherein the flap at least partially defines the exhaust region of the series of ducted fans and the direction of the airflow over the edge of the flap, A control assembly configured to modify the exhaust area of ​​the series of ducted fans by moving the flap between a first position and a second position based on the reception of a control signal, and to modify the direction of the airflow so that the airflow turns 75 degrees over the edge of the flap, Equipped with, An aircraft having a lift-to-drag ratio of 12.2 or more in cruising mode.

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