WO2016135554A1

WO2016135554A1 - Unmanned/manned aerial vehicle with self-governing wing

Info

Publication number: WO2016135554A1
Application number: PCT/IB2016/000197
Authority: WO
Inventors: Ralf KUERZI
Original assignee: Kuerzi Ralf
Priority date: 2015-02-27
Filing date: 2016-02-29
Publication date: 2016-09-01

Abstract

The invention provides an unmanned aerial vehicle (UAV) having modular components. The modular components include a self-governing wing, a free fuselage and a pivot point connector. The connector is optionally a quick connect and release connector. The free fuselage and self-governing wing are free to move with respect to one another at the pivot point connector. In at least one variant, the modular components allow a fast exchange of different types of self- governing wings suiting different mission parameters.

Description

UNMANNED/MANNED AERIAL VEHICLE WITH SELF-GOVERNING WING

Cross Reference to Related Applications

This application claims the benefit of U.S. Provisional Application No. 62/121,691, filed 02/27/2015, the content of the entirety of which is explicitly incorporated herein by reference and relied upon to define features for which protection may be sought hereby as it is believed that the entirety thereof contributes to solving the technical problem underlying the invention, some features that may be mentioned hereunder being of particular importance.

Copyright & Legal Notice A portion of the disclosure of this patent document contains material which is subject to copyright protection. The copyright owner has no objection to the facsimile reproduction by anyone of the patent document or the patent disclosure as it appears in the Patent and Trademark Office patent file or records, but otherwise reserves all copyright rights whatsoever. Further, no reference to third party patents or articles made herein is to be construed as an admission that the present invention is not entitled to antedate such material by virtue of prior invention.

Background of the Invention

This invention relates to unmanned aerial vehicles (UAV), and more particularly, relates the UAVs having a self-governing (i.e., self-adapted, self-controlled or self-adjusting) wing-free fuselage STOL/VTOL aircraft. In another variant, the vehicle described herein is manned. As used herein, UAV refers to both manned and unmanned aerial vehicles and is abbreviated "UAV" merely for convenience.

Initially developed for military purposes, unmanned aerial vehicles (UAV) are now penetrating the commercial aviation industry. According to the US Federal Aviation Administration (FAA), in five years' time there will be approximately 7500 small UAVs operating in non-military areas. US-based research company, Teal Group, estimate that during 2013-2023, over $89 billion will be spent on the UAV industry worldwide. Indeed, UAVs are now the fastest growing segment in civil aviation. Today' s UAV market in general can be categorized into 2 segments, 1. light or very light UAV (hex or quadcopter) including micro UAV which includes hobby and toy application (LOS) and 2. the heavy "military" grade MALE and HALE applications (BLOS) including the above. There are very few if any civilian MALE and HALE capable UAVs that have been adapted to a civilian commercial market.

Two examples for commercial and civilian applications for which unmet needs exist include: 1. Since an average of 25 people die in avalanches in the Swiss Alps each year, a UAV loitering over a ski arena equipped with a PLB, FLIR and/or other camera system provides for a continuous observation of the snow conditions, warning and immediate pinpoint precision location of avalanche victims, and instant relay of the information to rescue team; and, 2. long-range emergency organ transport flights from point to point at an altitude of approximately 150 feet AGL (at ground level) thus avoiding regular air traffic including, GA, as well as any power lines. Today' s IFR and VFR precision navigation system performance ensures efficient organ transportation. There is also a need for a "military" grade UAV capable of flying MALE and HALE missions to fill a mostly untapped market.

Civilian and commercial Unmanned Aerial Vehicles are a new and opening market segment in the aviation industry. Indeed, UAVs are the fastest and strongest growing sector in the industry. Apart from toys and hobby application, however, UAVs have been in high demand and exclusively used in militaries around the world and were purpose build for such missions.

Civilian and commercial operations have different mission requirements and limitations thus need adaptations of current systems. Consequently, what is now needed is an Unmanned Aerial Vehicle able to operate in a civilian environment. It is generally agreed that such a UAV needs to be:

• able to take off and land on short, and -confined airfields STOL/VTOL,

· inherently stable,

• low in vibration,

• low in noise emissions,

• low in carbon emissions,

• able to carry a wide range of payloads,

· able to fly low-level, MALE and HALE missions,

• able to fly slow and fast, and

• able to loiter. Summary of the Invention

The invention provides an unmanned aerial vehicle (UAV) having modular components adapted to meet these needs. The modular components include a self-governing wing, a free fuselage and a pivot point connector. The connector is optionally a quick connect and release connector. The free fuselage and self- governing wing are free to move with respect to one another at the pivot point connector. The modular components, in particular, the quick connect and release connector, allow a fast exchange of different types of self-governing wings suiting different mission parameters.

The invention further provides a method of operating a UAV. The method includes the steps of: via servos or hydraulic cylinders connected therebetween, freely and reciprocally moving a self-governing wing in relation to a free fuselage during the flight of the UAV (freely and under computer control) along a pitch axis, a yaw axis and/or a roll axis. The moving includes limiting movement of the self-governing wing in relation to a free fuselage to obtain limited movement, and governing the limited movement. The governing is selected from the group consisting of self-governing the limited movement by the UAV components in relation to one another, and/or remotely governing the limited movement of these components or a full or partial combination thereof from a device other than the UAV. The method further includes the steps of during take-off or landing, placing the self-governing wing in a high angle of attack. The method further includes, in a variant, generating propulsion system thrust, whereby the airflow over the self-governing wing generates an operational and significant low pressure zone on top of the self- governing wing, even while the UAV is still stationary. The method further includes in yet another variant, increasing airspeed, whereby the low pressure over the self-governing wing and high pressure under the self-governing wing increase, such that a close to vertical take-off occurs. In yet a further variant, the method further includes operating the UAV so that a close to vertical take-off occurs, whereby the UAV has desired STOL/VTOL characteristics.

Brief Description of the Drawings

FIG. 1 is a perspective view of a UAV of the present invention with a parasol type of self-governing wing.

FIG. 2 is a rear view of the UAV of FIG. 1.

FIG. 3 is a top plan view of the UAV of FIG. 1. FIG. 4 is a side view of the UAV of FIG. 1 in un-accelerated level flight.

FIG. 5 is a side view of the UAV of FIG. 1 in ground and take-off configuration.

FIG. 6 is a side view of the UAV of FIG. 1 at descent and low airspeeds.

FIG. 7 is a side view of the UAV of FIG. 1 at descent and low airspeeds showing weight and lift distribution.

FIG. 8 is a side view of the UAV of FIG. 1 showing weight and lift proportions.

FIG. 9 is a perspective view of the UAV of FIG. 1 showing pitch, roll and yaw control.

FIG. 10 is a perspective view of a variant of the UAV with the propulsion systems installed on the leading edge of the wing for vertical take-off and landing (VTOL) options. Those skilled in the art will appreciate that elements in the figures are illustrated for simplicity and clarity and have not necessarily been drawn to scale. For example, dimensions may be exaggerated relative to other elements to help improve understanding of the invention and its embodiments. Furthermore, when the terms "first", "second", and the like are used herein, their use is intended for distinguishing between similar elements and not necessarily for describing a sequential or chronological order. Moreover, relative terms like "front", "back", "top" and "bottom", and the like in the description and/or in the claims are not necessarily used for describing exclusive relative position. Those skilled in the art will therefore understand that such terms may be interchangeable with other terms, and that the embodiments described herein are capable of operating in other orientations than those explicitly illustrated or otherwise described.

Detailed Description of the Preferred Fmbodiment(s)

The following description is not intended to limit the scope of the invention in any way as they are exemplary in nature and serve to describe the best mode of the invention known to the inventors as of the filing date hereof. Consequently, changes may be made in the arrangement and/or function of any of the elements described in the disclosed exemplary embodiments without departing from the spirit and scope of the invention. Now referring to FIG. 1 is a perspective view of an unmanned aerial vehicle (UAV) 100 of the present invention with a parasol type of self-governing wing 195. The UAV 100 has a variety of modular components 165 which are inter-connected to one another. The modular components 165 include the self- governing wing 195 which is connected to a free fuselage 149 and a pivot point connector 297 (Shown in FIG. 2). The connector 297 is optionally a quick connect and release connector 297 (in one variant of the invention). The free fuselage 149 and self-governing wing 195 are free to move with respect to one another at the pivot point connector 297. In one or more variants, the modular components 165 allow for a fast exchange of different types of self-governing wings 195 (and others) suiting different mission parameters.

The connector 297 (and 597 shown in figure 5) may be a quick release ball joint connection as described in US Patent 5,335,947 to Remsburg, except for scale and size, the contents of which is incorporated herein by reference and relied upon for disclosure of details of the connection used in the instant invention, based shown with reference to Figs 1-3 and the corresponding descriptive text therein. In US Patent 3,450,421 to Harwell, a ball joint connection having a conduit therethrough illustrates a suitable arrangement for the connector 297 of the invention, allowing service lines to pass through the center thereof, and as such, the same is incorporated herein by reference thereto in its entirety, except scale and its being adapted to serve the purpose of retaining the wing to the fuselage and not merely to passing a fluid therethrough.

Now referring to FIG. 2, what is shown is a rear view of the UAV 100 of FIG. 1. The UAV 100 free fuselage 295 includes a payload bay 225 for carrying payload 215 in the free fuselage 295. ). Note however that the entire fuselage 295 may fairly be characterized as payload. The payload bay 225 is laid out for plug and play operations and optionally removably connected to the self-governing wing 265 via connector 297. As shown, the self-governing wing 265 includes an airfoil 2, whereby the airfoil generates lift for the UAV 100 and for the free fuselage 295 and the payload 215. The airfoil that is self-governing wing 265 is un-rigidly, and optionally removably attached to the free fuselage 295, providing flexibility. The pivot connect 297 includes a universal ball joint 240 upon which the free fuselage 295 pivots in relation to the self-governing wing 265. The pivot point connector 297 includes a coupling mechanism 241 that is constructed to permit the self-governing wing 265 to substantially freely and reciprocally move in relation to the free fuselage 295 with respect to an axis 919 (as shown in FIG. 9). The axis 919 is selected from the group consisting of a pitch axis 909, a yaw axis 980 and a roll axis 995, which permits the UAV to fly up or down, depending on how the self-governing wing 295 moves in relation to the free fuselage 295, when free fuselage 295 is without payload 215 and when free fuselage is loaded with payload 215. Now referring to FIGS. 3, various top plan and side views of UAV 100 are shown. FIG. 3 is a top plan view of the UAV 100. The UAV 100 has a large wing 365 surface area 319 relative to UAV 100's mass (i.e. features low wing loading), and thus shall have more lift available at any given speed. Therefore, the UAV 100, since it has lower wing loading, is able to take-off and land at lower speed (or able to take- off with a greater payload 215). The UAV 100 is also able to turn faster in flight.

FIG. 4 is a side view of the UAV 100 in un-accelerated level flight. In this configuration, self- governing wing body 465 is parallel to free fuselage body 495, no matter what thrust is being generated by one or more engines 497, whether or not free fuselage body 495 is filled with payload 215 or free of payload 215 (as shown in FIG. 2, and free fuselage body 295 being analogous to free fuselage body 495, and further the fuselage body being fairly characterized as payload).

FIG. 5 is a side view of the UAV 100 of FIG. 1 in ground and take-off configuration, and shows the position of self-governing wing 565 in positional relation to free fuselage body 595 connected at universal ball and socket connector 597. The wind 565 is naturally hinging aft. The trailing edge 549 of wing 465 lines up with the lower intake mouth (end) 525 of ducted fan 519 (which generates suction) and air flow. It is appreciated that this further increases suction and airflow to further increase a low pressure region 515 above wing 565 by accelerating the upper wing airflow. The UAV of one embodiment in which there is no fixed angle of incidence between the self-governing wing and the free fuselage. It is further appreciated that the UAV 100 via connecting mechanism 579 includes a limiter 561. The limiter 561 limits the degree of movement of the self-governing wing 565 in relation to the free fuselage 595. The limiter 561 is interconnected and works with a self-governor 574. The self-governor 574 is useful and governs the self-governing wing 565 orientation with respect to the free fuselage 595 so that it can reach a desired altitude. It is appreciated that the self-governor 574 is designed to maintain the angle of attack of the self- governing wing 565. The self-governor 574 is designed to automatically maintain the self-governing wing 565 in an optimal orientation and flight position for the desired aerial maneuver. Referring now to FIG. 6, the universal ball and socket connector 597 is mounted in a gimbal arrangement 598 in which actuators 600 extending between two support rings 602, 604 may be actuated so as to tilt, swivel the wing 265, 365, 565, 665, 865. The upper ring 610 may slide mount into an interfacing receiver 614 mounted on the wing. Providing simple latch or ball detent 632, the gimbal arrangement 598 as well as the ball and socket connector 597 are held in a functional relationship to the wing, in a quick release manner. The lines 618, 620 extending through the aperture 622 in the ball and socket connector 597 and preferably also having quick connectors 624, 626, accessible via a hatch 628 on the wing. However, where the upper portion 630 is firmly and releasably affixed to the wing, additional load bearing structure is gained. Otherwise, the gimbal assembly 598 alone, without the ball and socket connector 597 may be substituted for the ball and socket connector in all embodiments shown herein.

Note that in one embodiment, the ball socket connector 597 may be removed as redundant, where the gimbal arrangement 598 fully supports the loads seen during operation. Now referring to FIG. 7, a side view of the UAV 100 at descent and low airspeeds is shown and the angular orientation with respect to the self-governing wing 665 and free fuselage 695 are shown. In this configuration and orientation, drag is increased as the free fuselage 695 has an increased angle a of attack in relation to the self-governing wing 665. It is appreciated that the self-governing wing naturally governs itself and will not cause the UAV 100 to stall regardless of the attitude of the free fuselage 665, either full of payload or free of payload (except to the extent that the fuselage 695 itself is payload). This is because the orientation of self-governing wing is governed by a computer processor 697 and /or manually in manned versions of the invention. The computer processor 697 is powered by one or more rechargeable batteries 615, 616, 617, and 601, and includes hardware, circuitry and mechanisms and system to govern the position of self-governing wing 665 in relation to the free fuselage 695. The computer processor 697 includes an algorithm 612 that keeps the UAV 100 (and all orientations of its modular components one to another) from being forced into an adverse angle of attack, whereby the UAV 100 is a very stable and safe aerial platform. The algorithm 612 (one or more, in other variants of the invention) have the UAV perform maneuvers that keep the UAV 100 from stalling, whereby the UAV is a very stable and safe aerial platform.

Now referring to FIG. 8, a side view of the UAV 100 at descent and low airspeeds showing weight and lift distribution in which the wing 775 is providing lift for free fuselage 795 and payload 715 to Uft the entire UAV 100 into the sky. Note however that the entire fuselage 795 may fairly be characterized as payload. Arrow 765 shows the center main upward lift. Arrow 719 shows the center of gravity. Arrow 797 shows the center of secondary lift.

Now referring to FIG. 9, a side view of the UAV 100 shows the free fuselage 895 with payload 815, and weight and lift distribution such as center of lift (main wing 865). Note however that the entire fuselage 895 may fairly be characterized as payload. Also illustrated is center of gravity 819, and center of secondary lift 897. The attachment point of the fuselage 895 to the wing 865 needs to allow a stable main wing configuration. Secondary lift aerodynamically controls the attitude of the fuselage 895 in relation to airspeed. A secondary lift device, e.g., a tail wing or rear stabilizer 898, can be used as fuselage trim (via, for example, an elevator). Conventional aircraft (not shown) have a converse layout in that it is first CG, then main lift (main wing) and then a down force from the Tail (T) to trim. Conventionally, only one lift is generated which is provided by the main wing. It should be therefore appreciated that the innovation provided herein is contrary to configurations and forces for conventional aircraft in that there are two lift generators, one for primary and another for secondary lift, with the CG therebetween. Such a configuration is therefore contra-intuitive. In other words, the aerial vehicle of the invention has a main wing, a fuselage, a rear stabilizer, a thruster, and a center of gravity. The stabilizer is preferably oversize, amounting to approximately from 20 to 50% of the surface area of the main wing. The fuselage is connected to the wing by a pivoting connector. The fuselage has fore and aft portions. A center of lift is provided by the main wing which is located forward of the center of gravity. The main wing provides primary lift during flight. A secondary rear stabilizer provides secondary lift during flight. Thrust is provided by the thruster located at the aft portion, preferably mounted adjacent and below the rear stabilizers such that significantly more lift is developed when the thruster is activated than is provided by mere ambient air flow over the stabilizer alone. Stable aerodynamic flight is obtained via: (1) location of the center of gravity, (2) adjustment of the attitude of the main wing with respect to the fuselage, and (3) trim provided by the rear stabilizer. Optionally, elevators mounted on the rear stabilizer provide control surfaces that augment the stability of the aerial vehicle.

Now referring to FIG. 10, a perspective view of the UAV of FIG. 1 shows pitch, roll and yaw control along three different axis as described above, by the computer processor or manually as the case may be, and related control systems resident in the UAV. Deflection of the ailerons manually or via computer control, yields the desired attitude of the self-governing wing 979 in pitch and roll axis. The Yaw control is given by differential thrust and/or in combination with a rudder attached to the tail. The UAV 100 a propulsion system 965. The propulsion system 965 includes a first electric-combustion hybrid engine 940 and a second electric-combustion hybrid engine 941 , all connected to free fuselage 925 and self- governing wing 979. The propulsion system 965 is oriented on an extension rudder 915 of the fuselage 925, and the propulsion system 965 is aligned in such a way that a trailing edges 974 and 968 of the self- governing wing 965 lines up with a duct nacelle. Additionally, one or more optional ailerons 981, 901 are provided on self-governing wing 979. As shown in FIG. 5, the self-governing wing 565, 979 is oriented and constructed to naturally self-hinge backwards in take-off position.

The invention further provides a method of operating a UAV 100, as shown in the various figures herein. The method includes the steps of: freely and reciprocally moving a self-governing wing, e.g. wing 565, in relation to a free fuselage, e.g. fuselage 595 (not fully constrained with respect to the wing), during the flight of the UAV 100 (freely and under computer control) along a pitch axis, a yaw axis and/or a roll axis (e.g. as shown in FIG. 9). The moving includes limiting movement of the self-governing wing in relation to free fuselage to obtain limited movement, and governing the limited movement. The governing is selected from the group consisting of self-governing the limited movement by the UAV components in relation to one another, and/or remotely governing the limited movement from a device other than the UAV of these components, or a full or partial combination thereof. The method further includes the steps of, during take-off or landing, placing the self-governing wing in a high angle of attack. The method further includes, in a variant, generating propulsion system thrust, whereby the airflow over the self-governing wing generates an operational and significant low pressure zone on top of the self-governing wing, even while the UAV is still stationary. The method further includes in yet another variant, increasing airspeed, whereby the low pressure over the self-governing wing and high pressure under the self-governing wing increase, such that a close to vertical take-off is facilitated. In yet a further variant, the method further includes operating the UAV so that a close to vertical take-off occurs whereby the UAV has desired STOL/VTOL characteristics.

Now referring to FIG. 11 is a perspective view of a variant of the UAV 1000 with the propulsion systems 1065 and 1095 are installed on the leading edges 1015, 1016 of the wing 1012 for vertical take-off and landing (VTOL) options, permitting the UAV 1000 to head directly, vertically up into the sky indicated by arrow 1025. The functionality of UAV 1000 with respect to pitch, roll and yaw work on the same principle as with the other design variations described herein.

The self-governing wing, the free fuselage and the pivot point connector are modular components allowing fast exchange of different types of self-governing wings suiting different mission parameters.

Winglets may be affixed to the end of the self-governing wing in one embodiment. Preferably, the connector connecting the wing and the fuselage is a quick connect and release wing-to-fuselage connector. Any control, electrical, fuel, or hydraulic lines passing through or adjacent the connector preferably includes appropriate quick connect and release connectors. The wing-to-fuselage connector preferably includes a conduit through its central axis allowing the passage of the control, fuel, electrical and/or hydraulic lines.

A propulsion system is preferably affixed aft of the center of gravity of the aerial vehicle. The propulsion system may be rocket, jet, pulse jet, electric with a microwave power, electric with batteries, solar, thermal photovoltaic, micro-turbine generator, advanced fuel cell, micro-fan jet, and internal combustion engine such as Otto cycle or diesel cycle. The propulsion system may be a ducted fan system. Such system may be tiltable or otherwise adapted to being controlled or directed according to a command, preferably an encrypted command. A controller can include a radio controller or the aerial vehicle can include a flight control system to automate mission flights including the use of GPS signals for location information.

In a preferred embodiment, the aerial vehicle of the invention is adapted to near VTOL operation.

Optionally, the fuel reservoir or battery pack, as the case may be, is located in the main air foil or wing. The aerial vehicle is optimally made of lightweight materials, preferably light weight carbon fiber reinforced plastics.

It should be appreciated that the particular implementations shown and described herein are representative of the invention and its best mode and are not intended to limit the scope of the present invention in any way. Furthermore, any connecting lines shown in the various figures contained herein are intended to represent exemplary functional relationships and/or physical couplings between various elements. It should be noted that many alternative or additional physical connections or functional relationships may be present and apparent to someone of ordinary skill in the field.

Moreover, the apparatus, system and/or method contemplates the use, sale and/or distribution of any goods, services or information having similar functionality described herein. The specification and figures are to be considered in an illustrative manner, rather than a restrictive one and all modifications described herein are intended to be included within the scope of the invention claimed, even if such is not specifically claimed at the filing of the application. Accordingly, the scope of the invention should be determined by the claims appended hereto or later amended or added, and their legal equivalents rather than by merely the examples described above. For instance, steps recited in any method or process claims should be construed as being executable in any order and are not limited to the specific order presented in any claim. Further, the elements and/or components recited in any apparatus claims may be assembled or otherwise operationally configured in a variety of permutations to produce substantially the same result as the present invention. Consequently, the invention is not limited to the specific configuration recited in the claims. Benefits, other advantages and solutions mentioned herein are not to be construed as necessary, critical, or essential features or components of any or all the claims.

As used herein, the terms "comprises", "comprising", or any variation thereof, are intended to refer to a non-exclusive listing of elements, such that any process, method, article, composition or apparatus of the invention that comprises a list of elements does not include only those elements recited, but may also include other elements described in this specification. The use of the term "consisting" or "consisting of or "consisting essentially of is not intended to limit the scope of the invention to the enumerated elements named thereafter, unless otherwise indicated. Other combinations and/or modifications of the above- described elements, materials or structures used in the practice of the present invention may be varied or otherwise adapted by the skilled artisan to other design without departing from the general principles of the invention.

The patents and articles mentioned above are hereby incorporated by reference herein, unless otherwise noted, to the extent that the same are not inconsistent with this disclosure. Other characteristics and modes of execution of the invention are described in the appended claims.

In additional variants of the invention, the UAV takes on a different form, and is a manned (pilot on board) aircraft.

Further, the invention should be considered as comprising all possible combinations of every feature described in the instant specification, appended claims, and/or drawing figures which may be considered new, inventive and industrially applicable.

Multiple variations and modifications are possible in the embodiments of the invention described here. Although certain illustrative embodiments of the invention have been shown and described here, a wide range of modifications, changes, and substitutions is contemplated in the foregoing disclosure. While the above description contains many specifics, these should not be construed as limitations on the scope of the invention, but rather as exemplifications of one or another preferred embodiment thereof. In some instances, some features of the present invention may be employed without a corresponding use of the other features. Accordingly, it is appropriate that the foregoing description be construed broadly and understood as being given by way of illustration and example only, the spirit and scope of the invention being limited only by the claims which ultimately issue in this application.

Claims

What is claimed is:

1. An aerial vehicle comprising: a self-governing fixed wing, a free fuselage and a single, central pivot point connector connecting the fuselage to the self-governing wing, wherein the free fuselage and self-governing wing are free to move with respect to one another at the pivot point connector.

2. The aerial vehicle of claim 1 , wherein the self-governing wing, the free fuselage and the pivot point connector are modular components, such modular components allowing fast exchange of different types of self-governing wings suiting different mission parameters.

3. The aerial vehicle of any one of the above claims wherein winglets are affixed to the end of the self-governing wing.

4. The aerial vehicle of claim 2, the connector being a quick connect and release connector.

5. The aerial vehicle of the above claim, wherein any control, electrical, fuel, or hydraulic lines include quick connect and release connectors.

6. The aerial vehicle of the above claim, the connector providing a conduit through its central axis allowing the passage of control, fuel, electrical and/or hydraulic lines.

7. The aerial vehicle_of any of the above claims, wherein a propulsion system is affixed aft of the center of gravity of the aerial vehicle.

8. The aerial vehicle of any one of the above claims wherein the propulsion system may be tilted or otherwise directed according to a command.

9. The aerial vehicle of any of the above claims which is controlled via a radio controller.

10. "The aerial vehicle of any one of the above claims, wherein communication with the aerial vehicle is encrypted.

11. The aerial vehicle of any one of the above claims wherein the propulsion system is selected from one of a group of propulsion systems consisting of rocket, jet, pulse jet, electric with a microwave power, electric with batteries, solar, thermal photovoltaic, micro-turbine generator, advanced fuel cell, micro-fan jet, and internal combustion engine such as Otto cycle or diesel cycle.

12. The aerial vehicle of any one of the above claims, whose propulsion system is a ducted fan system.

13. The aerial vehicle of any one of the above claims adapted to near VTOL operation.

14. The aerial vehicle of any one of the above claims wherein the fuel reservoir or battery pack, as the case may be, is located in the wing.

15. The aerial vehicle of any one of the above claims, wherein the aerial vehicle is made of lightweight materials.

16. The aerial vehicle of the above claim, wherein it is made of carbon-fiber composite materials.

17. A aerial vehicle having a main wing, a fuselage, a rear stabilizer, a thruster, and a center of gravity, the fuselage being connected to the wing by a pivoting connector and having fore and aft portions, a center of lift provided by the main wing being located forward of the center of gravity and providing primary lift during flight, and a secondary rear stabilizer providing secondary lift during flight, thrust being provided by the thruster located at the aft portion, whereby stable aerodynamic flight is obtained via: a. location of the center of gravity,

b. adjustment of the attitude of the main wing with respect to the fuselage, and

c. trim provided by the rear stabilizer.