Abstract: Disclosed herein is a VTOL tilt-wing aircraft that serves as a 4-6 passenger airliner for scheduled service between city centers and that is optimized for travel distances from 100-500 miles fully loaded with passengers and fuel. The VTOL aircraft solves technical, cost, and time problems inherent in other forms of transportation, including, but not limited to, rail, passenger airlines, and helicopters. The VTOL aircraft (1) takes off and lands like a helicopter, (2) flies fast like a jet, and (3) costs less than or comparable to a helicopter.

Abstract: Aircraft propulsion systems and aircraft having such propulsion systems are described. The aircraft propulsion systems include a fan, a motor operably connected to the fan by a drive shaft, and an aircraft power generation system operably coupled to the motor to drive rotation of the fan through the drive shaft, wherein the aircraft power generation system comprises a fuel cell configured to generate at least 1 MW of electrical power.

Abstract: A method of displacing rotors of an aircraft between a hover mode and an aircraft mode includes rotating a spindle drivingly connected to the rotors about a spindle axis to displace the rotors between the hover and aircraft modes until a component displaceable with the spindle abuts against a downstop of the aircraft and applies a load against the downstop. The method includes passively maintaining the component against the downstop to maintain the load applied against the downstop. An aircraft is also disclosed.

Abstract: Technologies for drone-based cameras to detect proper wind direction for landing are described. One aerial vehicle can determine that it is in a vertical take-off and landing (VTOL) orientation and capture an image of a landing-pad device using the camera. The aerial vehicle can detect a visual marker in the image and can determine a wind direction, at a location of the landing page, from the visual marker. The wind direction is used by a propulsion subsystem to align the aerial vehicle into the wind direction for landing.

Abstract: An aircraft includes a fuselage module and at least two vertical lift rotor modules supporting at least four rotor assemblies. Each rotor assembly is supported by a rotor boom having at least one boom free end and a boom mounting portion. Each rotor assembly has at least one vertical lift rotor mounted on the boom free end. Each boom mounting portion is removably couplable to the fuselage module. The vertical lift rotor modules are configured such that when coupled to the fuselage module, a pair of the rotor assemblies are located on each of laterally opposite sides of the fuselage module, and the rotor assemblies of each pair are respectively located forward of and aft of a wing center portion. A pair of wings are configured to be removably couplable to the wing center portion. The aircraft includes a forward thrust module removably couplable to the fuselage body.

Abstract: The present disclosure provides a torsion adjustment device, including a torsion receiving element, a force transmission module and an elastic force module. The torsion receiving element includes a transmission shaft coupled to a torsion mechanism. The transmission shaft is driven by a torsion applied by the torsion mechanism to rotate. The force transmission module includes a gear set and a gear turntable meshing with the gear set, and the transmission shaft is coupled to the gear set to drive the gear set to rotate by the torsion. The elastic force module includes an elastic element and a plurality of force-bearing balls. The elastic element is configured to generate an elastic force. The force-bearing balls abut between the elastic element and the gear turntable and mesh with the gear turntable. When the torsion is greater than the elastic force, the gear turntable is disengaged from the force-bearing balls and rotated.

Abstract: A blade or wing element includes a plurality of ribs (20) rotatable and/or slidable with respect to one another whereby to vary the aerodynamic configuration of the blade or wing element by causing a twist thereof. A blade or wing or blade or wing assembly, including such a blade or wing element is disclosed, as well as an aerodynamic apparatus such as an aircraft, or a wind turbine. A method of assembling a blade or wing element is also disclosed.

Abstract: An aircraft has a fuselage, and pivot wings pivotally connected with the fuselage, the pivot wings pivoting between a vertical orientation for vertical takeoff, and a horizontal orientation for horizontal flight. Ailerons on each of the pivot wings provide roll control for the aircraft in all phases of flight. A gimbal motor assembly is mounted on the fuselage to adjustably support a motor. An upper rotary pivot free wing is mounted on a mast driven by the motor. A vectored thrust mechanism is provided for forward movement of the aircraft.

Abstract: Embodiments are directed to a rotorcraft comprising a body having a longitudinal axis, a wing coupled to the body, a single tiltrotor assembly pivotally coupled to the body, and the tiltrotor assembly configured to move between a position generally perpendicular to the longitudinal axis during a vertical flight mode and a position generally parallel to the longitudinal axis during a horizontal flight mode. The rotorcraft may further comprise an anti-torque system configured to counteract torque generated by the tiltrotor assembly during vertical flight. The rotorcraft may further comprise a center of gravity compensation system configured to manage a rotorcraft center of gravity during movement of the tiltrotor assembly between the vertical flight mode and the horizontal flight mode.

Abstract: Disclosed herein is a VTOL tilt-wing aircraft that serves as a 4-6 passenger airliner for scheduled service between city centers and that is optimized for travel distances from 100-500 miles fully loaded with passengers and fuel. The VTOL aircraft solves technical, cost, and time problems inherent in other forms of transportation, including, but not limited to, rail, passenger airlines, and helicopters. The VTOL aircraft (1) takes off and lands like a helicopter, (2) flies fast like a jet, and (3) costs less than or comparable to a helicopter.

Abstract: An aircraft including an airframe and a plurality of propulsion assemblies coupled to the airframe, wherein each propulsion assembly includes an electric motor, a propeller coupled to the electric motor, and a tilt mechanism that connects the propulsion assembly to the airframe and transforms the propulsion assembly between a forward configuration and a hover configuration; wherein the plurality of propulsion assemblies is transformable between a forward arrangement and a hover arrangement, wherein each of the plurality of propulsion assemblies is in the forward configuration in the forward arrangement, wherein each of the plurality of propulsion assemblies is in the hover configuration in the hover arrangement, wherein the spacing between at least two of the propellers of the plurality of propulsion assemblies changes between the forward arrangement and the hover arrangement.

Abstract: A fuel cell secondary power and thermal management system includes a compressor, a turbine, a first heat exchanger, a proton exchange membrane fuel cell, and a second heat exchanger. The first heat exchanger has first and second air flow circuits and transfers heat between the first and second air flow circuits. The proton exchange membrane fuel cell includes a cathode air flow circuit and an anode hydrogen flow circuit. The cathode air flow circuit receives air from the first air flow circuit. The second heat exchanger has a third and fourth air flow circuits and is configured to transfer heat between the third and fourth air flow circuits. The third air flow circuit receives air from the second air flow circuit outlet. The fourth air flow circuit receives the air discharged from the cathode air flow circuit and supplies air to the turbine.

Abstract: An aircraft comprising a fuselage extending along a longitudinal axis between a fore section and an aft section, wings mounted to the fuselage, a tail unit mounted to the aft section of the fuselage, and a first propulsion unit and a second propulsion unit both mounted to the aft section of the fuselage in such a way that a first axis of rotation of the first propulsion unit and a second axis of rotation of the second propulsion unit both extend in a vertical center plane spanned by the longitudinal axis and a yaw axis. The provided centerline mounted double-engine aircraft allows for a simple manufacture, maintenance and retrofit of the engines, in that the first propulsion unit and/or the second propulsion unit are arranged outside the fuselage.

Abstract: A tilt-prop aircraft is configured to operate in a vertical take-off and landing (VTOL) mode or a forward flight mode by adjusting a tilt angle of a rotor connected to a wing. The tilt-prop aircraft includes: a blade included in the rotor and configured to rotate to produce lift and thrust; and a tilt center shaft configured to connect the rotor and the wing to each other and adjust the tilt angle of the rotor with respect to a flight plane of the tilt-prop aircraft, wherein when the tilt angle of the rotor is adjusted, a pitch angle of the blade is varied by a power transmission unit mechanically interlocked with the tilt center shaft.

Abstract: A tandem wing aircraft having a fore wing, an aft wing, and a middle wing, attached relative to the aircraft and each other such that the middle wing provides a substantial portion of the total lift at landing speeds, and a minimal portion of the total lift at cruise speeds. At cruise speeds, induced drag is minimized, permitting higher speeds, greater fuel efficiency, and/or greater payload. Advantageously, the wing loading at cruise speeds is higher providing better passenger comfort while still providing controllability and safety at landing speeds.

Abstract: A propulsion system for an aircraft including at least two main gas turbine engines and a plurality of dedicated boundary layer ingestion fans. The propulsion system is arranged such that a combined thrust produced by the boundary layer ingestion fans is less than 20 percent of a total thrust of the main engines and the boundary layer ingestion fans. The boundary layer ingestion fans are controllable and selectively turned off at lower speeds.

Abstract: A tiltwing aircraft includes a fuselage, an engine mounted stationary relative to the fuselage, and an opposed pair of wings. The wings are separated from each other with the fuselage therebetween, each wing independently mounted to the fuselage by a respective pivot system for rotation relative to the fuselage. An opposed pair of rotor assemblies is included, each operatively connected to a respective one of the wings for common rotation with the respective wing back and forth between a first position predominantly for lift to a second position predominantly for thrust.

Abstract: A powered air vehicle is disclosed. The air vehicle includes a parachute/parafoil or similar lifting body, with a frame structure suspended vertically below the parachute and comprising of all propulsion and flight control systems generally at the upper end of the frame structure. In one embodiment, a propulsion source is mounted on top of the frame structure, which also house the battery module, main parafoil/parachute system, flight control systems, and structure for carrying an individual user below the propulsion source. Control arms control pitch of the propulsion source to control altitude, and are also used to control direction.

Abstract: Wind turbine blade comprising a spar, a plurality of ribs rotatably mounted on said spar, and a rotating means adapted to rotate at least two consecutive ribs independently of each other. The blade can thus be operated so as to rotate at least two consecutive ribs independently of each other, although it is also possible to jointly rotate all the ribs.

Abstract: The invention is directed toward a UAV having a plurality of rotors position on axles extending longitudinally from a fuselage. The axles articulate the rotors from a vertical position, where the rotors provide lift, to a horizontal position, where the rotors provide thrust. The UAV is configured such that the voltage provided to each rotor may be varied to adjust rotor speed, and thus thrust, independently, giving the UAV enhanced maneuverability.

Abstract: A five-wing aircraft transitions smoothly between vertical and horizontal flight modes, and enhances pitch neutrality of the aircraft when in flight at all speeds to improve flight efficiency. The aircraft includes a fuselage, a fixed wing assembly coupled to the fuselage and having a front fixed wing and a rear fixed wing, the front fixed wing coupled to the front portion of the fuselage and the rear fixed wing coupled to the rear portion of the fuselage, the front fixed wing and rear fixed wing being connected together by winglets, a tilt-wing pivotably mounted to the central portion of the fuselage, and a pair of rotary wings coupled to the tilt-wing. The tilt-wing pivotably adjusts to permit the aircraft to transition smoothly between vertical and horizontal flight. The rotary wings generate thrust or lift depending on the orientation of the tilt-wing.

Abstract: The electrical harness system is configured for routing a harness between a rotor yoke and a rotor blade. A recess in an inboard cap member is configured to house a connector and an associated harness. As the recess extends along a radial path in the chordwise direction of the rotor blade, the harness is configured to lie within the recess. Operationally induced centrifugal forces promote positioning the slack of harness within the recess, while the slack in the harness remains available for relative dynamic movements between the rotor blade and the rotor yoke. Such a routing of the harness reduces aerodynamic drag and minimizes damage that could otherwise occur to the harness.

Abstract: A structural support assembly for a high-wing aircraft may include a plurality of columns extending through a passenger compartment of the aircraft having a pair of wings mounted proximate a top of a fuselage. A column upper end of at least one of the columns may be coupled to a center wing box structure adjacent to a rear spar thereof. A column lower end of at least one of the columns may be coupled to a floor substructure.

Abstract: An aircraft wing assembly includes a first wing portion and a structural spar that is disposed within the first wing portion. The structural spar is rotatable between an engaged position, wherein the structural spar engages a first internal structure of the first wing portion to stiffen the first wing portion, and a disengaged position, wherein the structural spar does not engage the first internal structure of the first wing portion.

Abstract: A vertical take-off and landing aircraft includes a fixed wing airframe having opposed left and right wings extending from left and right sides, respectively, of a fuselage having opposed leading and trailing extremities and an empennage located behind the trailing extremity. Four fixed, open and horizontal, vertical take-off and landing (VTOL) thrust rotors are mounted to the airframe in a quadrotor pattern for providing vertical lift to the aircraft, and a vertical, forward thrust rotor is mounted to the trailing extremity of the fuselage between the trailing extremity of the fuselage and the empennage for providing forward thrust to the aircraft. The four VTOL thrust rotors are coplanar being and operating in a common plane that is parallel relative to, and being level with, top surfaces of the left and right wings in and around a region of each of the four VTOL thrust rotors.

Abstract: An aircraft includes a fuselage, a main wing pivotally coupled to an aft portion of the fuselage, and a canard coupled to a forward portion of fuselage, wherein the main wing and the canard are configured to be connected together for supersonic flight and disconnected from each other for subsonic flight.

Abstract: A connection arrangement having: a fuselage portion; a wing portion which is mounted on the fuselage portion in an upper region thereof; a first Z-coupling element which couples the wing portion to the fuselage portion in the vertical direction thereof; and two XZ-coupling elements which couple the wing portion to the fuselage portion in the vertical direction and longitudinal direction thereof; the first Z-coupling element being longitudinally adjustable in the vertical direction in order to thus adjust an angle of attack of the wing portion.

Abstract: A roadable, adaptable-modular, multiphibious-amphibious ground-effect or flying, car-boat-plane or surface-effect motorcycle. A pivoting wing using the NACA 23112 airfoil provides longitudinal stability through changes in wing or power settings. The airfoil can also be “locked” in place to provide conventional aircraft type controls. The wings fold for driving mode or can be removed. Surface-effect sensor rods provide the automatic altitude control for operations in surface-effect mode. Horizontal stabilizer and elevator provide trim and balance to level the vehicle for passenger comfort and optimal landing attitude. The hull/fuselage consists of three main modules: The main central module (engine, transmission, passengers, wings and cargo storage), the forward module and the aft module which may include one or two wheels with or without a motor, engine, batteries or fuel and differential.

Abstract: An aircraft that is enabled to turn in a desired direction, and a method for controlling the flight direction of an aircraft, by employing differential drag on the respective wings. A control means that receives a control signal indicating a left turn increases the incidence angle on the left wing and reduces it on the right wing. For a right turn the opposite action is performed. The aircraft comprises airfoils that have increased drag as the incidence angle increases but have a generally constant lift.

Abstract: A system and method for enabling controlled twisting of a tip of a wing in response to the aerodynamic forces experienced by the wing. The structural stiffness of the wing is modulated to modulate the twist of the wing in the presence of aerodynamic forces.

Abstract: A reference value is arbitrarily selected from a range of possible aircraft rotation speeds. A position of a trimmable horizontal stabilizer is angled in accordance with a centering of the reference value. A deviation between the reference value and an accelerating speed value of the aircraft is determined. Elevators or the horizontal stabilizer are controlled, prior to rotation, in accordance with the determined deviation.

Abstract: Systems and methods are disclosed herein to provide trim for a vehicle, such as an aircraft. For example, a method for providing trim may include generally simultaneously determining values for a plurality of trim variables in a plurality of degrees of freedom. In this manner, the iterative aspect of contemporary methods for providing trim is substantially mitigated and a more efficient, robust system is provided.

Abstract: The present invention includes an embodiment defined as a flying vehicle having a pair of wings and a transition assembly partially housed within each of the pair of wings. The transition assembly has ends rotatable with respect to each other and separately secured to the wing in which the end is housed. The transition assembly has a first position defined as having each wing positioned at an angle offset from a substantial horizontal orientation and oriented in an opposite direction from the other wing. When the transition assembly is in the first position the vehicle spins and will fly in a substantially hovering vertical orientation. The transition assembly has a second position defined as having each wing positioned in a substantial horizontal position. When the transition assembly is in the second position the vehicle will fly in a substantially horizontal orientation.

Abstract: Micro/nano mono-wing aircraft with the wing configured as a winged seed (Samara) is uniquely suited for autonomous or remotely controlled operation in confined environments for surrounding images acquisition. The aircraft is capable of effective autorotation and steady hovering. The wing is flexibly connected to a fuselage via a servo-mechanism which is controlled to change the wing's orientation to control the flight trajectory and characteristics. A propeller on the fuselage rotates about the axis oriented to oppose a torque created about the longitudinal axis of the fuselage and is controlled to contribute in the aircraft maneuvers. A controller, either ON-board or OFF-board, creates input command signals to control the operation of the aircraft based on a linear control model identified as a result of extensive experimentations with a number of models.

Abstract: A multi-wing, multi-engine, multi-hull amphibious aircraft is disclosed. In the illustrative embodiment, the aircraft has an open frame structure without a fuselage.

Abstract: A span-loaded, highly flexible flying wing, having horizontal control surfaces mounted aft of the wing on extended beams to form local pitch-control devices. Each of five spanwise wing segments of the wing has one or more motors and photovoltaic arrays, and produces its own lift independent of the other wing segments, to minimize inter-segment loads. Wing dihedral is controlled by separately controlling the local pitch-control devices consisting of a control surface on a boom, such that inboard and outboard wing segment pitch changes relative to each other, and thus relative inboard and outboard lift is varied.

Abstract: An unmanned aerial vehicle (UAV) is designed for low-speed, low altitude, long endurance missions typical to UAVs of this size and class. The UAV structure is configured to be substantially impervious to small arms fire and to have a very small representative radar cross-section. The UAV is modular such that the main wings and tail wing assembly are quickly and easily, detached from the fuselage for ease of transport and to provide an airframe that is quickly and easily adapted to any particular mission.

Abstract: A system and method for enabling controlled twisting of a tip of a wing in response to the aerodynamic forces experienced by the wing. The structural stiffness of the wing is modulated to modulate the twist of the wing in the presence of aerodynamic forces.

Abstract: An airborne mobile platform may have a wing having a length and a chord wise dimension, and a plurality of elongated structural components extending span-wise along the length of the wing. The elongated structural components may each have a localized hinge area. A device may be used for manipulating the elongated structural component to position the localized hinge area to selectively change a hinge line of the wing in response to an airflow over the wing.

Abstract: An aircraft including a fuselage and at least one wing which may vary incidence with respect to the fuselage for the purpose of extremely short take off and landing and an air cushion system mounted beneath the fuselage for the purpose of surface independent taxi, take off, and landing. The wings may be straight, forward swept, swept, or have the ability to change shape and sweep based on the conditions of flight. The air cushion system may use engine thrust for lift or may use a separate lift system, which is specifically used for the air cushion. The air cushion skirt may also be rigid, non-rigid, or semi-rigid, but shall incorporate a flotation and support system, to allow flotation on water and parking of the aircraft on solid surfaces.

Abstract: An aircraft includes a fuselage, and first and second freewings. Each of the first and second freewings is separately mounted to the fuselage and independently freely pivotable about respective pivot axes. The aircraft includes an angular rate sensor configured to measure a roll rate of the fuselage and to output a first roll rate signal. The aircraft includes a controller in communication with the angular rate sensor and configured to receive a second roll rate signal from the pilot and to compare the first and second roll rate signals to generate first and second control surface control signals. The aircraft includes at least one control actuator in communication with the controller and configured to actuate a first control surface of the first freewing and a second control surface of the second freewing in response to the first and second control surface control signals, respectively, to control the roll rate of the aircraft.

Abstract: Methods and apparatuses for installing and actuating movable airfoils, such as canards. A canard in one embodiment of the invention includes an airfoil positioned external to an aircraft fuselage. The airfoil can include a first portion and a second portion (such as a flight control surface) movable relative to the first portion. A connecting portion depends from the airfoil portion and has an attachment portion configured to attach to an aircraft internal to the aircraft fuselage. A connecting portion can include first and second load paths to carry corresponding first and second load portions between the airfoil portion and the attachment portion. The connecting portion can be rotatable about a rotation axis positioned between the first and second loads paths. Accordingly, the connecting portion can be relatively compact so as to reduce the impact of the connecting portion and the volume of the fuselage.

Abstract: Apparatus and methods for actuating rotatable members are disclosed. In one embodiment, an assembly for actuating a rotatable member includes an extendible actuator having a first end and a second end, and a drive member having a first portion pivotally coupled to the second end, and a second portion non-pivotally coupled to the rotatable member. The second portion of the drive member is spaced apart from the first portion. The drive member further includes a third portion spaced apart from the first and second portions in a non-linear orientation. The assembly further includes a reaction link having an anchoring end pivotally coupled to the first end of the extendible actuator, and a driving end pivotally coupled to the third portion of the drive member.

Abstract: An auxiliary power unit (APU) for an aircraft utilizing solid oxide fuel cells for providing electrical power. The solid oxide electrolytes of the fuel cells allow for reformed fuel to provide a catalyst for oxygen migration. The auxiliary power unit, utilizing solid oxide fuel cells, can also power systems of the aircraft to produce water for use on the aircraft. Waste exhaust energy may be captured from the APU by a power recovery turbine which drives a compressor to provide aircraft cabin air under increased pressure to the fuel cell, thereby increasing system efficiency. The APU may provide all of the electricity to the aircraft allowing for more efficient aircraft engine design and a decrease in aircraft engine size. Furthermore, the fuel cell APU can reduce airport ramp noise and exhaust emissions.

Abstract: A convertiplane having a wing in turn having two halfwings, each defined by a fixed portion adjacent to the fuselage, and by a movable portion rotating, with respect to the fixed portion, about a beam element extending the full length of the wing; the beam element supports, integrally, rotors located at respective ends of the wing, and engines connected to the rotors by a transmission, and is rotated about a respective axis by actuators to change the position of the rotors from a vertical-axis position wherein the convertiplane operates in helicopter mode, to a horizontal-axis position wherein the convertiplane operates in airplane mode.

Abstract: The aircraft (20,50,60) combines a low aspect ratio lifting body (21) and a higher aspect ratio wing (30). Horizontal and vertical tail surfaces (26, 24) are connected to the rear of the lifting body (21) by one or more booms (23). The wing (30) is attached to the lifting body (21) such that it can be rotated about a spanwise axis (39) and it's aerodynamic center is located behind the aerodynamic center of the lifting body (21). The wing (30) contains adjustable surfaces (31, 32) to change the wing's camber for lift and roll control. A lever arrangement (FIG. 7) controlled by the pilot or remote control operator selectively and relatively pivots the wing (30) and contours the wing surfaces for camber to optimize the lift and control of the lifting body (21) and the wing (30) for maximum efficiency in all flight modes.

Abstract: A Ground-Effect Flying-Boat system with a special hull producing a very low drag, but high lift, both in the water and in the air. A high pivoting-wing of an auto-stable airfoil, and one or more rear spoilers fitted on the hull-stern of the vessel having a special airfoil and determined horizontal and vertical slots producing very low drag, but a strong downward airstream deflection so as to increase the height of the ground-effect. The wing configuration allows for automatic maintenance of horizontal flight and automatic inclination in turns as well as an automatic anti-crash system against strong descendent gusts. These automatic stability features allow the craft to fly in rain or foggy weather without need of I.F.R. instruments, due to slide and spin resistance. In addition, the craft will not stall "nose down", but lose altitude slowly, with the hull remaining always practically horizontal. Water-landing is possible at a very reduced speed and even vertically into very strong winds and waves.

Abstract: A lifting-fuselage/wing aircraft having low drag at a selected cruise condition. The aircraft includes (a) a lifting fuselage having a cross-section constituting an airfoil in a majority of vertical planes taken parallel to the flight direction and an aspect ratio (AR.sub.f) of 0.33 to 1.10; (b) wings fixed to the fuselage having an aspect ratio (AR.sub.w) of at least 5.0; (c) a mechanism controlling aircraft attitude; and (d) a mechanism propelling the aircraft; wherein the wings and fuselage produce lift in varying proportions depending upon flight conditions as follows: (i) the aircraft has a cruise design point in which the fuselage lift coefficient (C.sub.LF) is 0.08 or less, and (ii) the fuselage lift coefficient is at least 0.50 at an angle of attack (.alpha..sub.LZo) of 10.degree., in level flight at sea level (ISA) with all movable lift enhancing devices retracted.

Abstract: In accordance with the present invention, there is provided an aerodynamic control system which is attachable to an aircraft body and is operable between enhanced control and radar evasive modes. The aerodynamic control system is provided with an aerodynamic support structure which extends from the aircraft body. The support structure is rotatably attached to the aircraft body about a support structure rotational axis. The support structure has an outboard support and an inboard support which is disposed adjacent the aircraft body. The aerodynamic control system is further provided with an elongate torque member which extends from the aircraft body. The torque member has a torque rotational axis which is co-linear with the support structure rotational axis. The torque member further has an outboard end which is fixedly attached to the outboard support of the support structure. In the normal fight mode the inboard and outboard supports cooperatively rotate in response to rotation of the torque member.

Abstract: The craft is for hovering flight, vertical takeoff and landing, and horizontal forward flight. It has a tail-sitting fuselage and a ducted fan mounted to the fuselage aft to provide propulsion in both (a) hovering and vertical flight and (b) horizontal forward flight. At each side is a floating wing, supported from the fuselage for passive rotation (or an actuator-controlled optimized emulation of such rotation) about a spanwise axis, to give lift in forward flight. The fuselage attitude varies between vertical in hovering and vertical flight, and generally horizontal in forward flight. Preferably the fuselage is not articulated; there is just one fan, the sole source of propulsion, rotating about only an axis parallel to the fuselage; and thrust-vectoring control vanes operate aft of the fan.