Drone attitude stabilized aircraft with central reverse boosted lift propulsion

Abstract

Provided herein are aircraft comprising a proximal reverse boosted lift propeller and three or more distal propellers for transporting a cargo and / or one or more people. An attitude stabilized aircraft comprises: an aircraft frame; three or more distal propellers, where each distal propeller is driven by a distal motor above and / or below its distal propeller, and each distal motor is coupled to the aircraft frame in an array having a polygonal shape; and a primary proximal propeller driven by a primary proximal motor, the primary proximal motor is coupled to the aircraft frame within the polygonal shape, and at least a portion of the primary proximal motor is above the primary proximal propeller.

Description

DRONE ATTITUDE STABILIZED AIRCRAFT WITH CENTRAL REVERSEBOOSTED LIFT PROPULSIONCROSS-REFERENCE

[0001] This application claims priority to U.S. Provisional Patent Application No. 63 / 580,595, filed September 5, 2023, which is entirely incorporated herein by reference.BACKGROUND

[0002] Aerial drones have been used for a variety of applications such as surveillance, delivery, military operations, and entertainment. Such aircraft with lower weight and higher thrust can more efficiently transport a mass of cargo.SUMMARY

[0003] One aspect provided herein is an attitude stabilized aircraft comprising: an aircraft frame; three or more distal propellers, where each distal propeller is driven by a distal motor, and each distal motor is coupled to the aircraft frame in an array having a polygonal shape; and a primary proximal propeller driven by a primary proximal motor, the primary proximal motor is coupled to the aircraft frame within the polygonal shape, and at least a portion of the primary proximal motor is above the primary proximal propeller.

[0004] In some embodiments, the aircraft frame comprises a landing gear. In some embodiments, one or more of the distal propellers, the proximal propeller, or both, have a fixed pitch. In some embodiments, one or more of the distal propellers, the primary proximal propeller, or both rotate about an axis perpendicular to the polygonal shape. In some embodiments, one or more of the distal propellers, the primary proximal propeller, or both rotate about an axis up to about 45 degrees from perpendicular to the polygonal shape. In some embodiments, one or more of the distal propellers, the primary proximal propeller, or both rotate about an axis that is adjustable within about 125 degrees to about -125 degrees from perpendicular to the polygonal shape.

[0005] In some embodiments, one or more of the distal propellers, the primary proximal propeller, or both, have a variable pitch.

[0006] In some embodiments, a secondary distal propeller is driven by a secondary distal motor as a coaxial arrangement. For instance, the secondary distal propeller is coaxial to one of the distal propellers. In some embodiments, the aircraft further comprises a tail rotor motor driving a tail distal propeller for yaw stability. In some embodiments, the tail distal propeller is fixed pitch. In some embodiments, the tail distal propeller is variable pitched. In someembodiments, the three or more distal motors, the primary proximal motor, or any combination thereof comprise an electric motor, a jet engine, a turboprop engine, an internal combustion engine, a hydrogen engine, or any combination thereof. In some embodiments, two or more of the three or more distal propellers rotate in counter rotational directions. In some embodiments, one or more of the three or more distal propellers and the primary proximal propeller rotate in counter rotational directions. In some embodiments, one or more of the three or more distal propellers and the primary proximal propeller rotate in the same rotational direction. In some embodiments, one or more of the three or more distal propellers and the primary proximal propeller rotate at the same speed. In some embodiments, one or more of the three or more distal propellers and the primary proximal propeller rotate at different speeds.

[0007] The primary proximal propeller may provide substantially the lifting thrust while the distal propellers may not contribute substantially to the lifting thrust. In some embodiments, a percentage of thrust provided by the primary proximal propeller compared to thrust provided by the three or more distal propellers is about 80%. For example, during normal operation of the propellers, the thrust provided by the primary proximal propeller may be about 80% whereas the thrust provided by the distal propellers may be about 20%. However, the percentage of thrust provided by the primary proximal propeller or distal propellers may vary from 100% to 0% depending on various situations. For instance, when the proximal propeller is in a failure mode and not able to provide 80% of the total thrust required for flight, the distal propellers can provide up to 100% of the thrust required for flight.

[0008] In some embodiments, a diameter of the primary proximal propeller is substantially larger than a diameter of the distal propellers.

[0009] In some embodiments, a propeller disc (defined by a diameter or radius of the propeller) of the distal propellers does not overlap with the primary proximal propeller disc as seen from above (along the yaw axis). In some embodiments, at least a portion of the propeller disc of the distal propellers overlaps with the primary proximal propeller disc as seen from above (along the yaw axis). In some embodiments, the primary proximal propeller is smaller than the body of the aircraft (e.g., a length or width of the aircraft body). In some embodiments, the primary proximal propeller is larger than the body of the aircraft.

[0010] In some embodiments, the aircraft further comprises one or more secondary distal propellers, wherein each of the one or more secondary distal propellers is coaxial to one of the distal propellers, and wherein each of the one or more secondary distal propellers extends below at least a portion of the aircraft frame. In some embodiments, the secondary distalpropeller is offset from the distal propellers. In some embodiments, the secondary distal propeller has a fixed pitch. In some embodiments, one or more of the secondary distal propellers rotates about an axis perpendicular to the polygonal shape. In some embodiments, one or more of the secondary distal propellers rotates about an axis up to about 45 degrees from perpendicular to the polygonal shape. In some embodiments, one or more of the secondary distal propellers rotates about an axis that is adjustable within about 125 degrees to about -125 degrees from perpendicular to the polygonal shape.

[0011] In some embodiments, the secondary distal propeller has a variable pitch.

[0012] In some embodiments, the aircraft further comprises a secondary proximal propeller. In some cases, the secondary proximal propeller is coaxial to the primary proximal propeller, and wherein at least a portion of the primary proximal motor is below the secondary proximal propeller. Alternatively, an axis of the secondary proximal propeller is parallel and offset from the axis of the primary proximal propeller. In some embodiments, at least a portion of the primary proximal motor is above the secondary proximal propeller. In some embodiments, at least a portion of the secondary proximal propeller is above the primary proximal propeller. In some embodiments the secondary proximal propeller is not coaxial to the primary proximal propeller, and no portion of the propeller disc of the secondary proximal propeller overlaps the propeller disc of the primary proximal propeller as seen from above. In some embodiments, the secondary proximal propeller is adjacent and parallel to the primary proximal propeller. In some embodiments, the aircraft further comprises two or more secondary proximal propellers. In some embodiments, the primary proximal motor drives the secondary proximal propeller. In some embodiments, the aircraft further comprises a secondary proximal motor driving the secondary proximal propeller. In some embodiments, the secondary proximal motor comprises an electric motor, a jet engine, a turboprop engine, an internal combustion engine, a hydrogen engine, or any combination thereof. In some embodiments, the secondary proximal propeller has a fixed pitch. In some embodiments, the secondary proximal propeller rotates about an axis perpendicular to the polygonal shape. In some embodiments, the secondary proximal propeller rotates about an axis up to about 45 degrees from perpendicular to the polygonal shape. In some embodiments, the secondary proximal propeller rotates about an axis that is adjustable within about 125 degrees to about - 125 degrees from perpendicular to the polygonal shape. In some embodiments, the secondary proximal propeller has a different diameter from the primary proximal propeller. In some embodiments, the secondary proximal propeller has the same diameter from the primary proximal propeller.

[0013] In some embodiments, the secondary proximal propeller has a variable pitch.

[0014] In some embodiments, the primary proximal propeller and the secondary proximal propeller rotate in counter rotational directions. In some embodiments, the primary proximal propeller and the secondary proximal propeller rotate in the same rotational direction. In some embodiments, the primary proximal propeller and the secondary proximal propeller rotate at the same speed. In some embodiments, the primary proximal propeller and the secondary proximal propeller rotate at the different speeds. In some embodiments, one or more of the three or more distal propellers and the secondary proximal propeller rotate at the same speed. In some embodiments, one or more of the three or more distal propellers and the secondary proximal propeller rotate at different speeds. In some embodiments, the aircraft further comprises a cargo container removably coupled to the aircraft frame. In some embodiments, the aircraft further comprises a cargo container permanently coupled to the aircraft frame. In some embodiments, the aircraft further comprises a cargo container hanging beneath the aircraft frame with flexibility relative to the aircraft frame in various degrees of freedom. In some embodiments, the aircraft further comprises a human passenger carrying area permanently coupled to the aircraft frame. In some embodiments, the aircraft further comprises a human passenger carrying area flexibly coupled to the aircraft frame. In some embodiments, the aircraft further comprises a human passenger carrying area hanging beneath the aircraft frame. In some embodiments, the aircraft further comprises an energy storage device powering the three or more primary distal motors, the primary proximal motor, or any combination thereof. In some embodiments, the energy storage device is removably coupled to the aircraft frame. In some embodiments, the aircraft further comprises comprising a fuel tank configured to contain a fuel to power the three or more primary distal motors, the primary proximal motor, or any combination thereof. In some embodiments, the aircraft further comprises a sensor measuring a position, velocity, acceleration, orientation, an image data, or any combination thereof; and a non-transitory computer-readable storage media encoded with instructions executable by one or more processors to direct at least one of the three or more distal propellers, the primary proximal propeller, or both based on the measured data. In some embodiments, the sensor comprises a GPS sensor, a tachometer, an accelerometer, a tilt sensor, a camera, or any combination thereof. In some embodiments, the aircraft further comprises a communication device receiving an instruction, and wherein the processors direct based on the instruction. In some embodiments, the instruction comprises a location, an orientation, a velocity, an acceleration, or any combination thereof of the aircraft.In some embodiments, the aircraft further comprises an artificial intelligence (Al) based algorithm for autonomous or semi-autonomous navigation and obstacle avoidance.

[0015] In some embodiments, the aircraft has a width, a length, or both, of about 1 foot to 80 feet.

[0016] In some embodiments, the aircraft has a height of about 0.3 feet to about 30 feet.

[0017] In some embodiments, the aircraft has a weight of about 2 pounds to about 50,000 pounds.

[0018] In some embodiments, the aircraft has a payload of about 0.1 pounds to about 30,000 pounds.

[0019] In some embodiments, the payload can constitute up to 70% of the aircraft's maximum total weight, significantly surpassing the typical 50% ratio found in traditional helicopters and drones.BRIEF DESCRIPTION OF THE DRAWINGS

[0020] The novel features of the disclosure are set forth with particularity in the appended claims. A better understanding of the features and advantages of the present disclosure will be obtained by reference to the following detailed description that sets forth illustrative embodiments, in which the principles of the disclosure are utilized, and the accompanying drawings of which:

[0021] FIG. 1A shows a front-top-right perspective view of a first exemplary aircraft, per one or more embodiments herein;

[0022] FIG. IB shows a top view of the first exemplary aircraft, per one or more embodiments herein;

[0023] FIG. 2A shows a front-right perspective view of the first exemplary aircraft, per one or more embodiments herein;

[0024] FIG. 2B shows a top-left perspective view of the first exemplary aircraft, per one or more embodiments herein;

[0025] FIG. 3 shows a front-top-right perspective view of the first exemplary aircraft with the frame exposed, per one or more embodiments herein;

[0026] FIG. 4A shows a front-top-left perspective view of a second exemplary aircraft, per one or more embodiments herein;

[0027] FIG. 4B shows a top-left perspective view of the second exemplary aircraft, per one or more embodiments herein;

[0028] FIG. 5A shows a front-right perspective view of a third exemplary aircraft, per one or more embodiments herein;

[0029] FIG. 5B shows a back-left perspective view of the third exemplary aircraft, per one or more embodiments herein;

[0030] FIG. 6A shows a front-right perspective view of a fourth exemplary aircraft, per one or more embodiments herein;

[0031] FIG. 6B shows a top-back-left perspective view of the fourth exemplary aircraft, per one or more embodiments herein;

[0032] FIG. 7A shows a top-front perspective view of the fourth exemplary aircraft, per one or more embodiments herein;

[0033] FIG. 7B shows a bottom view of the fourth exemplary aircraft, per one or more embodiments herein;

[0034] FIG. 8A shows a bottom view diagram of the fourth exemplary aircraft, per one or more embodiments herein;

[0035] FIG. 8B shows a bottom view diagram of a fifth exemplary aircraft, per one or more embodiments herein;

[0036] FIG. 8C shows a bottom view diagram of a sixth exemplary aircraft, per one or more embodiments herein;

[0037] FIG. 9A shows a bottom view diagram of the first exemplary aircraft, per one or more embodiments herein;

[0038] FIG. 9B shows a bottom view diagram of the second exemplary aircraft, per one or more embodiments herein;

[0039] FIG. 9C shows a bottom view diagram of the third exemplary aircraft, per one or more embodiments herein;

[0040] FIG. 10A shows a bottom view diagram of a seventh exemplary aircraft, per one or more embodiments herein;

[0041] FIG. 10B shows a bottom view diagram of an eighth exemplary aircraft, per one or more embodiments herein;

[0042] FIG. 10C shows a bottom view diagram of a ninth exemplary aircraft, per one or more embodiments herein;

[0043] FIG. 11A shows a bottom view diagram of a tenth exemplary aircraft, per one or more embodiments herein;

[0044] FIG. 11B shows a bottom view diagram of an eleventh exemplary aircraft, per one or more embodiments herein;

[0045] FIG. 11C shows a bottom view diagram of a twelfth exemplary aircraft, per one or more embodiments herein;

[0046] FIG. 11D shows a bottom view diagram of thirteenth exemplary aircraft, per one or more embodiments herein;

[0047] FIG. 12A shows a bottom view diagram of a fourteenth exemplary aircraft, per one or more embodiments herein;

[0048] FIG. 12B shows a bottom view diagram of a fifteenth exemplary aircraft, per one or more embodiments herein;

[0049] FIG. 12C shows a bottom view diagram of a sixteenth eighth exemplary aircraft, per one or more embodiments herein;

[0050] FIG. 13A shows a bottom view diagram of a seventeenth exemplary aircraft, per one or more embodiments herein;

[0051] FIG. 13B shows a bottom view diagram of an eighteenth exemplary aircraft, per one or more embodiments herein;

[0052] FIG. 13C shows a bottom view diagram of a nineteenth exemplary aircraft, per one or more embodiments herein;

[0053] FIG. 14A-D show a bottom view diagram of exemplary aircrafts with a primary proximal propeller, and one or more secondary proximal propeller offset from the primary proximal propeller.DETAILED DESCRIPTION

[0054] A helicopter’s single variable pitch rotor system has several moving parts (e.g., swash plate, linkages) whose maintenance is often expensive. Further, the placement of a helicopter’s rotor system above its body provides reduced lift and efficiency from blocked downward airflow.

[0055] As such, embodiments herein are directed to an aircraft having a centrally positioned boosted lift propulsion engine and a plurality of drone motors for attitude stability. The drone autopilot computer systems and electric drone motors herein enable vertical flight with recognized advantages over the traditional helicopter format. The aircraft herein enables cargo to be carried close to the center of mass for increased stability. Further, the aircraft herein have reduced weight to enable increasing flight distances and cargo carrying capacity. The aircraft herein enables human flight with or without cargo carrying capacity. Further, the aircraft herein can carry cargo or people hanging beneath the aircraft.Stabilized Aircraft

[0056] Provided herein, per FIG. 1A-FIG. 3 is an attitude stabilized first exemplary aircraft 100. As shown, the first exemplary aircraft 100 comprises an aircraft frame 110, four distal propellers 160, and a primary proximal propeller 140.

[0057] In some embodiments, each distal propeller 160 is driven by a distal motor below its distal propeller 160. In some embodiments, the primary proximal propeller 140 is driven by a primary proximal motor 130. In some embodiments, at least a portion of the primary proximal motor 130 is above the primary proximal propeller 140. In some embodiments, at least a portion of the primary proximal propeller 140 is below a portion of the airframe 110. In some embodiments, the primary proximal propeller 140 being below the portion of the airframe 110 enables the high mass to payload ratio herein. In some embodiments, the primary proximal propeller 140 being below the portion of the airframe 110 advantageously enables greater lift of the primary proximal propeller 140, as the airframe 110 does not block its downward lifting airflow. In some embodiments, at least a portion of the primary proximal motor 130 is above the primary proximal propeller 140 advantageously enables greater lift of the primary proximal propeller 140, as the airframe 110 does not block its downward lifting airflow. In some cases, the proximal propeller is removable for easier storage and transport.

[0058] In some embodiments, one or more of the distal propellers 160, the primary proximal propeller 140, or both, have a fixed pitch. In some embodiments, the fixed pitch of the distal propellers 160, the primary proximal propeller 140, or both, reduces the number of parts, and their maintenance costs, as compared to a propeller with variable pitch. In some embodiments, one or more of the distal propellers 160, the primary proximal propeller 140, or both, have a variable pitch. In some embodiments, one or more of the distal propellers 160, the primary proximal propeller 140, or both rotate about an axis perpendicular to the polygonal shape. In some embodiments, one or more of the distal propellers 160, the primary proximal propeller 140, or both rotate about an axis up to about 45 degrees from perpendicular to the polygonal shape. In some embodiments, one or more of the distal propellers 160, the primary proximal propeller 140, or both rotate about an axis that is adjustable within about 125 degrees to about -125 degrees from perpendicular to the polygonal shape.

[0059] In some embodiments, a distance from the axis of rotation of at least one distal propeller 160 to the center of mass of the aircraft 190 is larger than the radius of the at least one distal propeller 160. In some embodiments, the distance from the axis of rotation of the atleast one distal propeller 160 to the center of mass of the aircraft 190 enables the distal propellers 160 to provide sufficient stability to the first exemplary aircraft 100. In some embodiments, the distance from the axis of rotation of the at least one distal propeller 160 to the center of mass of the aircraft 190 enables the distal propellers 160 to provide sufficient stability to the first exemplary aircraft 100 with less torque, enabling the use of lighter primary distal motors 150. In some embodiments, the primary proximal propeller 140 is a reverse boosted lift propeller. In some embodiments, a diameter of the primary proximal propeller is substantially larger than a diameter of the distal propellers.

[0060] In some embodiments, each primary distal motor 150 is coupled to the aircraft frame 110 in an array having a polygonal shape. In some embodiments, the primary proximal motor 130 is coupled to the aircraft frame 110 within the polygonal shape formed by the array of distal motors. In some embodiments, the primary proximal motor 130 is coupled to the aircraft frame 110 at a center of the polygonal shape formed by the array of primary distal motors 150. FIGS. 1A-4B, 9A-9C, and 12A-12C show exemplary aircraft with four distal propellers and four distal motors in a rectangular polygonal shape. FIGS. 6A-8D and 11A- 11C show exemplary aircraft with three distal propellers and three distal motors in a triangular polygonal shape. FIGS. 10A-10C and 13A-13C show exemplary aircraft with six distal propellers and six distal motors in a hexagonal polygonal shape.

[0061] In some embodiments, two or more of the three or more distal propellers 160 rotate in counter rotational directions. In some embodiments, one or more of the three or more distal propellers 160 and the primary proximal propeller 140 rotate in counter rotational directions. In some embodiments, one or more of the three or more distal propellers 160 and the primary proximal propeller 140 rotate in the same rotational direction. In some embodiments, one or more of the three or more distal propellers 160 and the primary proximal propeller 140 rotate at the same speed. In some embodiments, one or more of the three or more distal propellers 160 and the primary proximal propeller 140 rotate at different speeds.

[0062] The primary proximal propeller may provide substantially the lifting thrust while the distal propellers may not contribute substantially to the lifting thrust. In some embodiments, the percentage of thrust provided by the primary proximal propeller 140 is 0% to 99% of the total thrust. In some embodiments, the percentage of thrust provided by the three or more distal propellers 160 is 0% to 100% of total thrust. In some embodiments, a percentage of thrust provided by the primary proximal propeller compared to thrust provided by the three or more distal propellers is about 80%. For example, during normal operation of the propellers, the thrust provided by the primary proximal propeller may be about 80% whereas the thrustprovided by the distal propellers may be about 20%. However, the percentage of thrust provided by the primary proximal propeller or distal propellers may vary from 100% to 0% depending on various situations. For instance, when the proximal propeller is in a failure mode and not able to provide 80% of the total thrust required for flight, the distal propellers can provide up to 100% of the thrust required for flight.

[0063] In some embodiments, the diameter of the primary proximal propeller 140 can be smaller than the overall width or length of the aircraft body. In some embodiments, the diameter of the primary proximal propeller 140 can be larger than the overall width or length of the aircraft body. In some embodiments, a propeller disc (defined by a diameter or radius of the propeller) of the distal propellers 160 does not overlap with the primary proximal propeller disc 140 as seen from above (along the yaw axis). In some embodiments, at least a portion of the propeller disc of the distal propellers overlaps with the primary proximal propeller disc as seen from above (along the yaw axis). In some embodiments, the primary proximal propeller is smaller than the body of the aircraft. In some embodiments, the primary proximal propeller is larger than the body of the aircraft.

[0064] In some embodiments, the aircraft further comprises a secondary proximal propeller 240. FIGS. 4A and 4B, show a second exemplary aircraft 200, wherein the secondary proximal propeller 240 is coaxial to the primary proximal propeller 140.

[0065] FIGS. 5A and 5B, show a third exemplary aircraft 300 wherein the secondary proximal propeller 240 is parallel and offset from the primary proximal propeller 140. For example, an axis of the secondary proximal propeller 240 is parallel and offset from the axis of the primary proximal propeller 140. In the illustrated embodiment, no portion of the propeller disc of the secondary proximal propeller overlaps the propeller disc of the primary proximal propeller as seen from above. In some embodiments, the secondary proximal propeller is adjacent and parallel to the primary proximal propeller. FIGS. 6A-8A show a fourth exemplary aircraft 400. In some embodiments, per FIGS. 6A-7B the fourth exemplary aircraft 400 comprises a yaw propeller 690 perpendicular to the primary proximal propeller 140 that counters the torque of the reverse boost propeller.

[0066] FIG. 8B shows a bottom view diagram of a fifth exemplary aircraft 500 comprising three primary distal propellers 160, a primary proximal propeller 140, and a secondary proximal propeller 240 coaxial to and above the primary proximal propeller 140. The “primary distal propeller” 160 can be the same as the “distal propeller” 160 as described elsewhere herein. FIG. 8C shows a bottom view diagram of a sixth exemplary aircraft 600comprising three primary distal propellers 160, a primary proximal propeller 140, and a secondary proximal propeller 240 offset from the primary proximal propeller 140.

[0067] FIG. 9A shows a bottom view diagram of the first exemplary aircraft 100 comprising four primary distal propellers 160 and a primary proximal propeller 140. FIG. 9B shows a bottom view diagram of the second exemplary aircraft 100 comprising four primary distal propellers 160, a primary proximal propeller 140, and a secondary proximal propeller 240 coaxial to and above the primary proximal propeller 140. FIG. 9C shows a bottom view diagram of the third exemplary aircraft 300 comprising four primary distal propellers 160, a primary proximal propeller 140, and a secondary proximal propeller 240 coaxial to and above the primary proximal propeller 140.

[0068] FIG. 10A shows a bottom view diagram of a seventh exemplary aircraft 700 comprising six primary distal propellers 160 and a primary proximal propeller 140. FIG. 10B shows a bottom view diagram of an eighth exemplary aircraft 800 comprising six primary distal propellers 160, a primary proximal propeller 140, and a secondary proximal propeller 240 coaxial to and above the primary proximal propeller 140. FIG. 10C shows a bottom view diagram of a ninth exemplary aircraft 900 comprising six primary distal propellers 160, a primary proximal propeller 140, and a secondary proximal propeller 240 coaxial to and above the primary proximal propeller 140.

[0069] In some embodiments, the aircraft further comprises one or more secondary distal propellers 260, wherein each of the one or more secondary distal propellers 260 is coaxial to one of the primary distal propellers 160, and wherein each of the one or more secondary distal propellers 260 extends below at least a portion of the aircraft frame 110. In some embodiments, the secondary distal propeller 260 has a fixed pitch. In some embodiments, the secondary distal propeller 260 has a variable pitch. In some embodiments, the secondary proximal propeller 240 has a fixed pitch. In some embodiments, the secondary distal propeller 260 is driven by the primary distal motor 150. In some embodiments, the aircraft further comprises a secondary distal motor driving the secondary distal propeller 260.

[0070] In some embodiments, one or more of the secondary distal propellers 260 rotates about an axis perpendicular to the polygonal shape. In some embodiments, one or more of the secondary distal propellers 260 rotates about an axis up to about 45 degrees from perpendicular to the polygonal shape. In some embodiments, one or more of the secondary distal propellers 260 rotates about an axis that is adjustable within about 0 degrees to about 45 degrees from perpendicular to the polygonal shape. In some embodiments, one or more ofthe secondary distal propellers rotates about an axis that is adjustable within about 125 degrees to about -125 degrees from perpendicular to the polygonal shape.

[0071] In some embodiments, the secondary proximal propeller 240 rotates about an axis perpendicular to the polygonal shape. In some embodiments, the secondary proximal propeller 240 rotates about an axis up to about 45 degrees from perpendicular to the polygonal shape. In some embodiments, the secondary proximal propeller 240 rotates about an axis that is adjustable within about 0 degrees to about 45 degrees from perpendicular to the polygonal shape. In some embodiments, the secondary proximal propeller 240 rotates about an axis that is adjustable within about 125 degrees to about -125 degrees from perpendicular to the polygonal shape.

[0072] In some embodiments, one or more primary distal motor 150, the primary proximal motor 130, one or more secondary distal motor, the secondary proximal motor 230, or any combination thereof are perpendicularly coupled to the airframe 110. In some embodiments, one or more primary distal motor 150, the primary proximal motor 130, one or more secondary distal motor, the secondary proximal motor 230, or any combination thereof are coupled to the airframe 110 at a fixed angle of about 0 degrees to about 45 degrees from a plane of the polygonal shape. In some embodiments, one or more primary distal motor 150, the primary proximal motor 130, one or more secondary distal motor, the secondary proximal motor 230, or any combination thereof are coupled to the airframe 110 at a variable angle of about 125 degrees to about -125 degrees from a plane of the polygonal shape. In some embodiments, the one or more of the distal propellers are located on arms that fold inward for easier storage and transport. For instance, the airframe may be foldable or removable.

[0073] FIG. 11A shows a bottom view diagram of a tenth exemplary aircraft 1000 comprising three primary distal propellers 160, three secondary distal propellers 260, and a primary proximal propeller 140. FIG. 11B shows a bottom view diagram of an eleventh exemplary aircraft 1100 comprising three primary distal propellers 160, three secondary distal propellers 260, a primary proximal propeller 140, and a secondary proximal propeller 240 coaxial to the primary proximal propeller 140. FIG. 11C shows a bottom view diagram of a twelfth exemplary aircraft 1200 comprising three primary distal propellers 160, three secondary distal propellers 260, a primary proximal propeller 140, and a secondary proximal propeller 240 offset from the primary proximal propeller 140. FIG. 11D shows a bottom view diagram of a thirteenth exemplary aircraft 1300 comprising three primary distal propellers 160, one secondary distal propeller 260, a primary proximal propeller 140, and a secondary proximal propeller 240 offset from the primary proximal propeller 140.

[0074] FIG. 12A shows a bottom view diagram of fourteenth exemplary aircraft 1400 comprising four primary distal propellers 160, four secondary distal propellers 260, and a primary proximal propeller 140. FIG. 12B shows a bottom view diagram of fifteenth exemplary aircraft 1500 comprising four primary distal propellers 160, four secondary distal propellers 260, a primary proximal propeller 140, and a secondary distal propeller 240 coaxial to the primary proximal propeller 140. FIG. 12C shows a bottom view diagram of a sixteenth exemplary aircraft 1600 comprising four primary distal propellers 160, four secondary distal propellers 260, a primary proximal propeller 140, and a secondary proximal propeller 240 offset from the primary proximal propeller 140 offset from the primary proximal propeller 140.

[0075] FIG. 13A shows a bottom view diagram of a seventeenth exemplary aircraft 1700 comprising six primary distal propellers 160, six secondary distal propellers 260, and a primary proximal propeller 140. FIG. 13B shows a bottom view diagram of an eighteenth exemplary aircraft 1800 comprising six primary distal propellers 160, six secondary distal propellers 260, a primary proximal propeller 140, and a secondary proximal propeller 240 coaxial to the primary proximal propeller 140. FIG. 13C shows a bottom view diagram of a nineteenth exemplary aircraft 1900 comprising six primary distal propellers 160, six secondary distal propellers 260, a primary proximal propeller 140, and a secondary proximal propeller 240 offset from the primary proximal propeller 140. FIG. 14A shows an embodiment with a primary proximal propeller 140, and a secondary proximal propeller 240 offset from the primary proximal propeller 140, where the propeller disc of the secondary proximal propeller and the propeller disc of the primary proximal propeller do not overlap. FIG. 14B show an embodiment with additional secondary distal propellers 260. FIG. 14C shows an embodiment with a primary proximal propeller 140, and three secondary proximal propellers 240 offset from the primary proximal propeller 140 and the plurality of proximal propellers do not overlap seen from the above. FIG. 14D shows an embodiment similar to FIG. 14C with additional secondary distal propellers 260.

[0076] In some embodiments, the aircraft comprises a distal yaw propeller about perpendicular to the primary proximal propeller to counter torque. In some cases, the aircraft comprises one or more forward and / or rearward facing propellers to provide differential thrust for yaw control and / or forward thrust for forward propulsion. In some cases, the forward thrust propellers are fixed pitch. In some cases, the forward thrust propellers are variable pitched. In some cases, one or more of the forward thrust propellers rotates about anaxis that is adjustable within about 125 degrees to about -125 degrees from perpendicular to the polygonal shape.

[0077] In some embodiments, the aircraft herein comprise three primary distal propellers 160 and no secondary distal propeller 260. In some embodiments, the aircraft herein comprise three primary distal propeller 160 and one secondary distal propellers 260. In some embodiments, the aircraft herein comprise three primary distal propellers 160 and two secondary distal propellers 260. In some embodiments, the aircraft herein comprise three primary distal propellers 160 and three secondary distal propellers 260.

[0078] In some embodiments, the aircraft herein comprise four primary distal propellers 160 and no secondary distal propeller 260. In some embodiments, the aircraft herein comprise four primary distal propellers 160 and one secondary distal propellers 260. In some embodiments, the aircraft herein comprise four primary distal propellers 160 and two secondary distal propellers 260. In some embodiments, the aircraft herein comprise four primary distal propellers 160 and three secondary distal propellers 260. In some embodiments, the aircraft herein comprise four primary distal propellers 160 and four secondary distal propellers 260.

[0079] In some embodiments, the aircraft herein comprise five primary distal propellers 160 and no secondary distal propeller 260. In some embodiments, the aircraft herein comprise five primary distal propellers 160 and one secondary distal propellers 260. In some embodiments, the aircraft herein comprise five primary distal propellers 160 and two secondary distal propellers 260. In some embodiments, the aircraft herein comprise five primary distal propellers 160 and three secondary distal propellers 260. In some embodiments, the aircraft herein comprise five primary distal propellers 160 and four secondary distal propellers 260. In some embodiments, the aircraft herein comprise five primary distal propellers 160 and five secondary distal propellers 260.

[0080] In some embodiments, the aircraft herein comprise six primary distal propellers 160 and no secondary distal propeller 260. In some embodiments, the aircraft herein comprise six primary distal propellers 160 and one secondary distal propellers 260. In some embodiments, the aircraft herein comprise six primary distal propellers 160 and two secondary distal propellers 260. In some embodiments, the aircraft herein comprise six primary distal propellers 160 and three secondary distal propellers 260. In some embodiments, the aircraft herein comprise six primary distal propellers 160 and four secondary distal propellers 260. In some embodiments, the aircraft herein comprise six primary distal propellers 160 and fivesecondary distal propellers 260. In some embodiments, the aircraft herein comprise six primary distal propellers 160 and six secondary distal propellers 260.

[0081] In some embodiments, the aircraft herein comprise seven primary distal propellers 160 and no secondary distal propeller 260. In some embodiments, the aircraft herein comprise seven primary distal propellers 160 and one secondary distal propellers 260. In some embodiments, the aircraft herein comprise seven primary distal propellers 160 and two secondary distal propellers 260. In some embodiments, the aircraft herein comprise seven primary distal propellers 160 and three secondary distal propellers 260. In some embodiments, the aircraft herein comprise seven primary distal propellers 160 and four secondary distal propellers 260. In some embodiments, the aircraft herein comprise seven primary distal propellers 160 and five secondary distal propellers 260. In some embodiments, the aircraft herein comprise seven primary distal propellers 160 and six secondary distal propellers 260. In some embodiments, the aircraft herein comprise seven primary distal propellers 160 and seven secondary distal propellers 260.

[0082] In some embodiments, the aircraft herein comprise eight primary distal propellers 160 and no secondary distal propeller 260. In some embodiments, the aircraft herein comprise eight primary distal propellers 160 and one secondary distal propellers 260. In some embodiments, the aircraft herein comprise eight primary distal propellers 160 and two secondary distal propellers 260. In some embodiments, the aircraft herein comprise eight primary distal propellers 160 and three secondary distal propellers 260. In some embodiments, the aircraft herein comprise eight primary distal propellers 160 and four secondary distal propellers 260. In some embodiments, the aircraft herein comprise eight primary distal propellers 160 and five secondary distal propellers 260. In some embodiments, the aircraft herein comprise eight primary distal propellers 160 and six secondary distal propellers 260. In some embodiments, the aircraft herein comprise eight primary distal propellers 160 and seven secondary distal propellers 260. In some embodiments, the aircraft herein comprise eight primary distal propellers 160 and eight secondary distal propellers 260.

[0083] In some embodiments, at least a portion of the primary proximal motor 130 is above the secondary proximal propeller 240. In some embodiments, at least a portion of the secondary proximal propeller 240 is above a portion of the airframe 110. In some embodiments, at least a portion of the primary proximal motor 130 is below the secondary proximal propeller 240. In some embodiments, the primary proximal motor 130 drives the primary proximal propeller 140 and the secondary proximal propeller 240. In some embodiments, the aircraft further comprises a secondary proximal motor 250 driving thesecondary proximal propeller 240. In some embodiments, the primary distal motor 150 drives the primary distal propeller 160 and the secondary proximal propeller 260. In some embodiments, the aircraft further comprises a secondary distal motor driving the secondary distal propeller 260. In some embodiments, at least one primary distal motor 150 and at least one secondary distal motor drive their primary distal propeller 160 and their secondary distal propeller 260 in the same rotational direction, respectively. In some embodiments, at least one primary distal motor 150 and at least one secondary distal motor drive their primary distal propeller 160 and their secondary distal propeller 260 in counter rotational directions, respectively.

[0084] In some embodiments, the primary distal motors 150, the primary proximal motor 130, the secondary proximal motor 250, the secondary distal motor, or any combination thereof comprise an electric motor, a jet engine, a turboprop engine, an internal combustion engine, a hydrogen engine, or any combination thereof. In some embodiments, the primary proximal motor 130 comprises a gas engine and the primary distal motor 150 comprises an electric motor, enabling reduced costs and weight, while maintaining high power.

[0085] In some embodiments, the primary proximal propeller 140 and the secondary proximal propeller 240 rotate in counter rotational directions. In some embodiments, two of the three or more primary distal propellers 160 rotate in counter directions. In some embodiments, one or more of the three or more primary distal propellers 160 rotate and one or more of the three or more secondary distal propellers 260 rotate in counter directions. In some embodiments, one or more of the three or more primary distal propellers 160 rotate and one or more of the three or more secondary distal propellers 260 rotate in the same direction. In some embodiments, one or more of the primary and secondary distal propellers rotate in counter rotational direction to the primary and secondary proximal propeller. In some embodiments, two of the three or more primary distal propellers 160 rotate in the same direction. In some embodiments, the primary proximal propeller 140 and the secondary proximal propeller 240 rotate in the same rotational direction. In some embodiments, the primary proximal propeller 140 and the secondary proximal propeller 240 rotate at the same speed. In some embodiments, the primary proximal propeller 140 and the secondary proximal propeller 240 rotate at the different speeds. In some embodiments, one or more of the three or more primary distal propellers 160 and the secondary proximal propeller 240 rotate at the same speed. In some embodiments, one or more of the three or more primary distal propellers 160 and the secondary proximal propeller 240 rotate at different speeds.

[0086] In some embodiments, per FIG. 3, the aircraft frame 110 comprises a landing gear 120. In some embodiments, the aircraft further comprises a cargo container 170 removably coupled to the aircraft frame 110. In some embodiments, the cargo container 170 is removably coupled to the aircraft frame 110 by a screw, a bolt, a hook, a hook and loop fastener, a peg, a clasp, a snap, a latch a clip, or any combination thereof. In some embodiments, the cargo container 170 is configured to carry a human being. In some embodiments, the cargo container 170 is above the primary proximal propeller 140. In some embodiments, the small distance between the cargo container 170 and the primary proximal propeller 140 enables improved stability of the aircraft herein while avoiding interference between the cargo and the primary proximal propeller.

[0087] In some embodiments, the aircraft further comprises an energy storage device powering the three or more primary distal motors 150, the primary proximal motor 130, or any combination thereof. In some embodiments, the energy storage device 180 is removably coupled to the aircraft frame 110. In some embodiments, the energy storage device 180 is removably coupled to the aircraft frame 110 by a screw, a bolt, a hook, a hook and loop fastener, a peg, a clasp, a snap, a latch a clip, or any combination thereof. In some embodiments, the aircraft further comprises comprising a fuel tank configured to contain a fuel to power the distal motors 150, the primary proximal motor 130, or any combination thereof.

[0088] In some embodiments, the aircraft has a width, a length, or both, of about 1 feet to about 80 feet. In some embodiments, the aircraft has a height of about 0.3 feet to about 30 feet. In some embodiments, the aircraft has a weight of about 2 pounds to about 50,000 pounds. In some embodiments, the aircraft has a payload capability of about 0.1 pounds to about 30,000 pounds. In some embodiments, payload capacity of the aircraft can achieve a ratio of up to 70% relative to the maximum gross weight In some embodiments, a size of the aircraft enables the high ratio between the weight of the aircraft and the payload of the aircraft.Applications for Aircraft Stability

[0089] In some embodiments, balancing and controlling the central force of the proximal propeller with the outer distal propellers enables stability of the aircraft herein. In some embodiments, the distal propellers are controlled herein to assist with balance of the large upward force provided by the proximal propeller from below the center of mass of the aircraft herein.

[0090] In some embodiments, the aircraft further comprises a sensor measuring a position, velocity, acceleration, orientation, an image data, or any combination thereof of the aircraft herein. In some embodiments, the aircraft further comprises a non-transitory computer- readable storage media encoded with instructions executable by one or more processors. In some embodiments, the instructions direct at least one of the three or more primary distal propellers, the primary proximal propeller, or both based on the measured data.

[0091] In some embodiments, the sensor comprises a GPS sensor, a tachometer, an accelerometer, a tilt sensor, a camera, or any combination thereof. In some embodiments, the aircraft further comprises a communication device receiving an instruction, and wherein the processors direct based on the instruction. In some embodiments, the instruction comprises a location, an orientation, a velocity, an acceleration, or any combination thereof of the aircraft.

[0092] In some embodiments, the aircraft further comprises an artificial intelligence (Al) based algorithm for autonomous or semi-autonomous navigation and obstacle avoidance. For example, the aircraft may provide capability for waypoint-based navigation and / or Al based algorithms for autonomous or semi -autonomous navigation and / or obstacle avoidance.Terms and Definitions

[0093] Unless otherwise defined, all technical terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure belongs.

[0094] As used herein, the singular forms “a,” “an,” and “the” include plural references unless the context clearly dictates otherwise. Any reference to “or” herein is intended to encompass “and / or” unless otherwise stated.

[0095] As used herein, the term “about” in some cases refers to an amount that is approximately the stated amount.

[0096] As used herein, the term “about” refers to an amount that is near the stated amount by 10%, 5%, or 1%, including increments therein.

[0097] As used herein, the term “about” in reference to a percentage refers to an amount that is greater or less the stated percentage by 10%, 5%, or 1%, including increments therein.

[0098] As used herein, the phrases “at least one”, “one or more”, and “and / or” are open- ended expressions that are both conjunctive and disjunctive in operation. For example, each of the expressions “at least one of A, B and C”, “at least one of A, B, or C”, “one or more of A, B, and C”, “one or more of A, B, or C” and “A, B, and / or C” means A alone, B alone, C alone, A and B together, A and C together, B and C together, or A, B and C together.

Claims

CLAIMSWHAT IS CLAIMED IS:

1. An attitude stabilized aircraft comprising:(a) an aircraft frame;(b) three or more distal propellers, wherein each distal propeller is driven by a distal motor, and wherein each distal motor is coupled to the aircraft frame in an array having a polygonal shape; and(c) a primary proximal propeller driven by a primary proximal motor, wherein the primary proximal motor is coupled to the aircraft frame within the polygonal shape, and wherein at least a portion of the primary proximal motor is above the primary proximal propeller.

2. The aircraft of claim 1, wherein the aircraft frame comprises a landing gear.

3. The aircraft of claim 1, wherein one or more of the distal propellers, the proximal propeller, or both, have a fixed pitch.

4. The aircraft of claim 1, wherein one or more of the primary propellers, the proximal propeller, or both, have a variable pitch.

5. The aircraft of claim 1, wherein one or more of the distal propellers, the primary proximal propeller, or both rotate about an axis perpendicular to the polygonal shape.

6. The aircraft of claim 1, wherein one or more of the distal propellers, the primary proximal propeller, or both rotate about an axis up to about 45 degrees from perpendicular to the polygonal shape.

7. The aircraft of claim 1, wherein one or more of the distal propellers, the primary proximal propeller, or both rotate about an axis that is adjustable within about 125 degrees to about -125 degrees from perpendicular to the polygonal shape.

8. The aircraft of claim 1, wherein the three or more primary distal motors, the primary proximal motor, or any combination thereof comprise an electric motor, a jet engine, a turboprop engine, an internal combustion engine, a hydrogen engine, or any combination thereof.

9. The aircraft of claim 1, wherein two or more of the three or more distal propellers rotate in counter rotational directions.

10. The aircraft of claim 1, wherein one or more of the three or more distal propellers and the primary proximal propeller rotate in counter rotational directions.

11. The aircraft of claim 1, wherein one or more of the three or more distal propellers and the primary proximal propeller rotate in the same rotational direction.

12. The aircraft of claim 1, wherein one or more of the three or more distal propellers and the primary proximal propeller rotate at the same speed or different speed.

13. The aircraft of claim 1, wherein the percentage of total thrust provided by the primary proximal propeller is about 80%, and optionally, a percentage of total thrust provided by the primary proximal propeller is about 0% to 99%.

14. The aircraft of claim 1, wherein the diameter of the primary proximal is smaller than the frame of the aircraft.

15. The aircraft of claim 1, wherein the diameter of the primary proximal propeller is larger than the frame of the aircraft.

16. The aircraft of claim 1, further comprising one or more secondary distal propellers, wherein each of the one or more secondary distal propellers is coaxial to one of the distal propellers, and wherein each of the one or more secondary distal propellers extends below at least a portion of the aircraft frame.

17. The aircraft of claim 16, wherein at least one secondary distal propeller has a fixed pitch.

18. The aircraft of claim 16, wherein at least one secondary distal propeller has a variable pitch.

19. The aircraft of claim 16, wherein one or more of the secondary distal propellers rotates about an axis perpendicular to the polygonal shape.

20. The aircraft of claim 16, wherein one or more of the secondary distal propellers rotates about an axis within about 45 degrees from perpendicular to the polygonal shape.

21. The aircraft of claim 16, wherein one or more of the secondary distal propellers rotates about an axis that is adjustable within about 125 degrees to about -125 degrees from perpendicular to the polygonal shape.

22. The aircraft of claim 16, wherein the secondary distal propeller is driven by the primary distal motor.

23. The aircraft of claim 16, further comprising a secondary distal motor driving the secondary distal propeller.

24. The aircraft of claim 1, further comprising one or more secondary proximal propellers, wherein:(a) the secondary proximal propeller is coaxial to the primary proximal propeller, and wherein at least a portion of the primary proximal motor is below the secondary proximal propeller;(b) the secondary proximal propeller is parallel and offset from the primary proximal propeller, and wherein at least a portion of the primary proximal motor is above the secondary proximal propeller; or(c) the one or more secondary proximal propellers are parallel to the primary proximal propeller, and wherein the primary proximal motor is adjacent to the secondary proximal motors with or without overlapping as seen from above.

25. The aircraft of claim 24, wherein at least a portion of the secondary proximal propeller is above the secondary proximal propeller.

26. The aircraft of claim 24, wherein the primary proximal motor drives the secondary proximal propeller.

27. The aircraft of claim 24, further comprising a secondary proximal motor driving the secondary proximal propeller.

28. The aircraft of claim 24, wherein the secondary proximal motor comprises an electric motor, a jet engine, a turboprop engine, an internal combustion engine, a hydrogen engine, or any combination thereof.

29. The aircraft of claim 24, wherein the secondary proximal propeller has a fixed pitch.

30. The aircraft of claim 24, wherein the secondary proximal propeller has a variable pitch.

31. The aircraft of claim 24, wherein the secondary proximal propeller rotates about an axis perpendicular to the polygonal shape.

32. The aircraft of claim 24, wherein the secondary proximal propeller rotates about an axis up to about 45 degrees from perpendicular to the polygonal shape.

33. The aircraft of claim 24, wherein the secondary proximal propeller rotates about an axis that is adjustable within about 125 degrees to about -125 degrees from perpendicular to the polygonal shape.

34. The aircraft of claim 24, wherein the primary proximal propeller and the secondary proximal propeller rotate in counter rotational directions.

35. The aircraft of claim 24, wherein the primary proximal propeller and the secondary proximal propeller rotate in the same rotational direction.

36. The aircraft of claim 24, wherein the primary proximal propeller and the secondary proximal propeller rotate at the same speed.

37. The aircraft of claim 24, wherein the primary proximal propeller and the secondary proximal propeller rotate at the different speeds.

38. The aircraft of claim 24, wherein one or more of the three or more distal propellers and the secondary proximal propeller rotate at the same speed or different speeds.

39. The aircraft of claim 1, further comprising a cargo container and / or person or persons carrying section removably coupled, flexibly coupled, hanging below or rigidly fixed to the aircraft frame.

40. The aircraft of claim 1, further comprising an energy storage device powering the three or more primary distal motors, the primary proximal motor, or any combination thereof.

41. The aircraft of claim 40, wherein the energy storage device is removably coupled to the aircraft frame.

42. The aircraft of claim 40, further comprising a fuel tank configured to contain a fuel to power the three or more primary distal motors, the primary proximal motor, or any combination thereof.

43. The aircraft of claim 1, further comprising:(a) a sensor measuring a position, velocity, acceleration, orientation, an image data, or any combination thereof;(b) a non-transitory computer-readable storage media encoded with instructions executable by one or more processors to direct at least one of the three or more distal propellers, the primary proximal propeller, or both based on the measured data; and(c) a capability for waypoint-based navigation, artificial intelligence (Al) based algorithms for autonomous or semi-autonomous navigation or obstacle avoidance.

44. The aircraft of claim 43, wherein the sensor comprises a GPS sensor, a tachometer, an accelerometer, a tilt sensor, a camera, or any combination thereof.

45. The aircraft of claim 16, further comprising:(a) a sensor measuring a position, velocity, acceleration, orientation, an image data, or any combination thereof;(b) a non-transitory computer-readable storage media encoded with instructions executable by one or more processors to direct at least one of the three or more distal propellers, the primary proximal propeller, secondary distal propeller, or any combination thereof, based on the measured data;(c) a capability for waypoint-based navigation, Al based algorithms for autonomous or semi-autonomous navigation or obstacle avoidance.

46. The aircraft of claim 5, wherein the sensor comprises a GPS sensor, a tachometer, an accelerometer, a tilt sensor, a camera, or any combination thereof.

47. The aircraft of claim 24, further comprising:(a) a sensor measuring a position, velocity, acceleration, orientation, an image data, or any combination thereof; and(b) a non-transitory computer-readable storage media encoded with instructions executable by one or more processors to direct at least one of the three or more distal propellers, the primary proximal propeller, secondary proximal propeller, or any combination thereof, based on the measured data;(c) a capability for waypoint-based navigation, Al based algorithms for autonomous or semi-autonomous navigation or obstacle avoidance.

48. The aircraft of claim 47, wherein the sensor comprises a GPS sensor, a tachometer, an accelerometer, a tilt sensor, a camera, or any combination thereof.

49. The aircraft of claim 43, further comprising a communication device receiving an instruction, and wherein the processors direct based on the instruction.

50. The aircraft of claim 49, wherein the instruction comprises a location, an orientation, a velocity, an acceleration, or any combination thereof of the aircraft.

51. The aircraft of claim 1, wherein the aircraft has a width, a length, or both, of about 1 foot to about 80 feet.

52. The aircraft of claim 1, wherein the aircraft has a height of about 0.3 feet to about 30 feet.

53. The aircraft of claim 1, wherein the aircraft has a weight of about 2 pounds to about 50,000 pounds.

54. The aircraft of claim 1, wherein the aircraft has a payload capability of about 0.1 pounds to about 30,000 pounds.

55. The aircraft of claim 1, wherein the payload constitutes about 0.1% to 70% of the aircraft's total weight.

56. The aircraft of claim 1, further comprising a distal yaw propeller about perpendicular to the primary proximal propeller to counter torque, having fixed pitch or variable pitch.

57. The aircraft of claim 1, further comprising one or more forward and / or rearward facing propellers to provide differential thrust for yaw control and / or forward thrust for forward propulsion.

58. The aircraft of claim 57, wherein the forward thrust propellers are fixed pitch.

59. The aircraft of claim 57, wherein the forward thrust propellers are variable pitched.

60. The aircraft of claim 57, wherein one or more of the forward thrust propellers rotates about an axis that is adjustable within about 125 degrees to about -125 degrees from perpendicular to the polygonal shape.

61. The aircraft of claim 1, wherein one or more of the distal propellers are located on arms that fold inward for easier storage and transport.

62. The aircraft of claim 1, wherein one or more of the distal propellers are located on arms that are removable for easier storage and transport.

63. The aircraft of claim 1, wherein the proximal propeller is removable for easier storage and transport.

64. The aircraft of claim 2, wherein the landing gear includes wheels for easier transport.

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