Abstract: According to one implementation of the present disclosure, a rotorcraft includes a fuselage, an airframe, a main rotor, first and second wings, and a wing rotation system. The wing rotation system may be coupled to the first and the second wings and includes a first drive shaft, a second drive shaft, and a uniform actuator. The first drive shaft may be coupled to the first wing for rotation around a central wing axis, the second drive shaft may be coupled to the second wing for rotation around the central wing axis, and the uniform actuator may be coupled between the first drive shaft and the airframe. Also, the wing rotation system can be configured to actuate rotation of the first and the second wings from a first direction to a second direction.

Abstract: A wingless compact aircraft, with a limited footprint and no exposed high-speed moving parts. The aircraft can takeoff and land vertically, can fly at high-speed and even cruise on land and water in one of the preferred embodiments.

Abstract: Multi-rotor rotorcraft comprise a fuselage, and at least four rotor assemblies operatively supported by and spaced-around the fuselage. Each of the at least four rotor assemblies defines a spin volume and a spin diameter. Some multi-rotor rotorcraft further comprise at least one rotor guard that is fixed relative to the fuselage, that borders the spin volume of at least one of the at least four rotor assemblies, and that is configured to provide a visual indication of the spin volume of the at least one of the at least four rotor assemblies. Various configurations of rotor guards are disclosed.

Abstract: An automated aerial vehicle (“AAV”) and systems, devices, and techniques pertaining to moveable ballast that is movable onboard the AAV during operation and/or flight. The AAV may include a frame or support structure that includes the movable ballast. A ballast controller may be used to cause movement of the ballast based on one or more factors, such as a type of flight, a type of operation of the AAV, a speed of the AAV, a triggering event, and/or other factors. The ballast may be moved using mechanical, electrical, electromagnetic, pneumatic, hydraulic and/or other devices/techniques described herein. In some embodiments, the ballast may be moved or located in or toward a centralized position in the AAV to enable more agile control of the AAV. The ballast may be moved outward from the centralized location of the AAV to enable more stable control of the AAV.

Abstract: The stabilizing device (1) comprises auxiliary stabilizers (6) which are mounted on the horizontal tailplane (2) of the aircraft and which generate a lateral stabilizing effect when brought into a deployed position.

Abstract: A device (10) for assisted piloting of an aircraft having a rotary wing with a plurality of second blades (3?) and a propulsion unit with a plurality of first blades (2?). The device includes control means (30, 40) for delivering a movement order (O) for moving in a direction, said device (10) having a processor unit (20) for transforming said order (O) into an acceleration setpoint (C) along said direction, and then for transforming said acceleration setpoint (C) into at least one required longitudinal attitude setpoint (?*) that is transmitted to a first automatic system (26) for maintaining longitudinal attitude by controlling a longitudinal cyclic pitch of the second blades (3?), and into a first required load factor setpoint (Nx*) in a longitudinal direction that is transmitted to a second automatic system (25) for maintaining load factor by controlling the collective pitch of the first blades.

Abstract: A process and device for optimising the performance of an aircraft in the presence of a lateral dissymmetry is disclosed. The device (1) includes means (2, 3, 4, 5, 7, 9) for controlling, during a lateral dissymmetry, at least one rudder such as to generate an optimum sideslip for reducing the drag of the aircraft.

Abstract: The stabilizing device (1) comprises auxiliary stabilizers (6) which are mounted on the horizontal tailplane (2) of the aircraft and which generate a lateral stabilizing effect when brought into a deployed position.

Abstract: A method and apparatus for controlling the flight direction of a blimp. The blimp includes an elongate fuselage for containing a lighter-than-air gas, a movable rudder located toward a tail end of the fuselage, and at least one propeller mounted on a side of the fuselage. The propeller is attached to the blimp by a connection that provides two axes of movement. The propeller connection can be rotated or pivoted (1) about a first axis which is a horizontal axis that is perpendicular to a direction of the longitudinal axis of the elongate fuselage, and/or (2) about a second axis which is a vertical axis that is perpendicular to the direction of the longitudinal axis of the fuselage.

Abstract: A powered parachute or pendulum flying machine which includes a mechanism for shortening the chord length of the parachute wing, a mechanism for shortening the distance between the upper and lower airflow surfaces of the parachute wing, and a mechanism for adjusting position of the pilot module relative to the wing so as to adjust the center of gravity of the powered parachute. The mechanism for shortening chord length includes a tube running along the trailing edge of the parachute wing and control lines running from the tube to the pilot module. Pulling in the lines draws the tube forwardly and shortens the chord length. Preferably at the same time as the chord length is decreased, wing height is decreased by the mechanism for shortening the distance between the upper and lower airflow surfaces. Such is accomplished by collapsing a wall disposed between the upper and lower airflow surfaces to the pilot module.

Abstract: A light aircraft for short distance takeoff and landing includes an airplane having a propeller provided on a rear pedestal thereof for producing vertical propulsion and an airship having a propeller provided on a rear pedestal thereof for producing vertical propulsion and also having a flight attitude sensor provided within an operating compartment thereof. The flight attitude sensor is always directed in the vertical direction, detects forward and rearward inclinations of the airship, and transmits signals corresponding to the inclinations to the two propellers, thereby rotating the two propellers to produce downward or upward propulsion to maintain the aircraft at the normal horizontal attitude at all times.