DE102017118965A1 - Vertically launching aircraft - Google Patents

Abstract

The invention relates to a vertically-launched aircraft (1), preferably unmanned aerial vehicle (UAV), drone and / or unmanned aerial vehicle (UAS), comprising:
a rigid wing (5), which is oriented substantially horizontally both in hover and in horizontal flight and allows aerodynamic horizontal flight, and
with respect to the center of mass (20) of the aircraft (1), at least one horizontal rear-view controllable drive (11) comprising a rear engine (12) and a rear propeller (13) driven by the rear engine (12) and at least one seen in horizontal flight direction front controllable drive (16), comprising a front motor (17) and a front motor (17) driven propeller (18), wherein the motors (12, 17) are preferably electric motors, and wherein at least a part of the drives (11, 16) are pivotable by means of a respective pivoting mechanism between a vertical start position for the hover and a horizontal flight position for the horizontal or cruise.
The invention is characterized in that the at least one rear or front drive (11, 16) is arranged and designed so that it more than 50% of hovering force required to levitate the aircraft (1) and less than 50% of the propulsion force in horizontal flight while the at least one front or rear drive (16, 11) is arranged and designed such that it applies less than 50% of the hovering thrust force necessary to levitate the aircraft (1) and more than 50% of the propulsive force in horizontal flight.

Description

The present invention relates to a vertically-launched aircraft, preferably unmanned aerial vehicle (UAV), drone and / or unmanned aerial vehicle (UAS), according to the preamble of claim 1. The aircraft launches here with substantially horizontally oriented rigid wing; after reaching the intended altitude it flies without turning, tilting or pivoting of the aircraft fuselage in the horizontal direction.

Such an aircraft is from the EP 2 776 315 B1 known. In this four propellers (called rotors there) are arranged in an H-shaped arrangement with respect to the longitudinal axis of the aircraft on the wing. There are therefore two propellers in front and two propellers behind the wing. The four propellers are all pivoted upwards in the vertical start position, ie their motor axes run essentially in the vertical direction. In horizontal flight, however, the propellers are pivoted about 90 ° forward or backward. In this flight position, the motor axes are substantially parallel to the wing plane and the propellers, which all provide for the propulsion in horizontal flight are accordingly arranged perpendicular to the wing.

The center of gravity of the known aircraft coincides both at take-off and during landing and in hover-near conditions with the lift center of gravity of the four propellers. Here, the distances of the motor or propeller axes are evenly distributed to the center of gravity, so that all drives carry about the same load.

A disadvantage of the known aircraft is that its power output and thus in particular its range still have potential for optimization.

It is an object of the present invention to provide an aircraft with improved flight and performance characteristics.

This object is solved by the features of claim 1.

According to the invention it is provided that the rear or the front drives are arranged and designed to provide more than 50% of the hover thrust and less than 50% of the propulsive force in horizontal flight. In contrast, the front and the rear drives to provide less than 50% of the hover thrust and more than 50% of the driving force in horizontal flight are arranged and designed. The core of the invention lies in the asymmetric task distribution of the front and rear drives. The two drive groups - on the one hand the front or the other and / or the rear drives - take respectively different main tasks, namely on the one hand, the hover mode and on the other the travel or horizontal flight mode. As a result of this task focusing, each of the two drive groups-on the one hand the rear drives and on the other hand the front drives-can be arranged and designed with regard to their respective primary task.

If, in the context of the present description, the term "front drives" or "rear drives" is intended to encompass embodiments with only one front drive or one rear drive.

The advantage of the embodiment according to the invention is therefore that the front and the rear drives can each be optimally designed for their actual tasks. The one - either the rear or the front - drives are predominantly responsible for hovering, so in particular the takeoff and landing, while the other - so either the front or the rear drives - predominantly provide for propulsion. This specialization allows both better hovering and faster and / or more efficient cruise in the horizontal direction.

The design of the drives is particularly preferably determined by the diameter of the associated propeller and / or by their pitch. An aircraft needs in horizontal flight only relatively little thrust to keep the altitude. The thrust is generated at high flow velocity on the propeller. On the other hand, when hovering, ie especially during take-off and landing, a thrust force that is many times higher is needed. For example, the thrust is around the factor 15 to 20 higher than in horizontal flight, although the flow velocity is very small. Accordingly, a propeller designed primarily for horizontal flight requires a much smaller ratio of diameter per pitch or significantly smaller quotients of pitch divided by pitch than a propeller designed primarily for propulsion while levitating. This quotient of the latter propeller or propellers is preferably greater by at least 25%, for example by at least 50% greater, more preferably greater by more than 100%, for example by 150% or 200% greater than in the case of the former or the propellers mentioned.

In particular, an embodiment with two rear and two front drives has proved to be advantageous because with these four drives the desired optimized flight characteristics at a low price, ease of use and low susceptibility to failure can be achieved.

According to two alternatives, two rear drives and one front drive, or one rear drive and two front drives are provided. Even with such constellations, it is in principle possible to realize the inventive asymmetric distribution of applying the hover thrust and the propulsion force in horizontal flight.

More preferably, the center of mass of the aircraft is located off-center with respect to the front and rear propellers. Hereby, the various main functions of the front and rear drives, ie on the one hand the hovering (in particular the takeoff and landing) and on the other hand the cruising, can be further optimized.

In an embodiment which is advantageous in this respect, the center of mass of the aircraft is arranged closer to those drives which apply the higher hovering thrust. Preferably, the corresponding lever arms are at least 5%, and more preferably at least 10%, for example more than 15% or 20% or even more than 25% or 30%, shorter than the lever arms of those drives, which the lower (to no) hovering force. Due to the shorter lever arm in relation to the main responsible for the hover drives they can raise a larger mass fraction. For example, if these are the rear drives, the center of gravity is located closer to the rear drives than the front drives. Shifting the center of mass to the rear propellers raises more than 50% of the mass from the rear drives, relieving the front drives. These can therefore be better for their task, namely the propulsion in horizontal flight, designed. Thus, the hover thrust force can be concentrated on the rear drives, since the front drives contribute to this only a relatively smaller part. The same applies to the opposite case, namely when the front drives lift the majority of the mass of the aircraft, while the rear drives predominantly (or completely) take over the majority of the propulsion.

The greater the shift of the center of mass to the majority of the hover thrust load-absorbing drives, the more mass can be moved to these drives and the further the other drives can be optimized for horizontal flight. In this case, it is particularly preferred if the drives responsible for the majority of the driving force only contribute to hovering to a small extent, for example between 10% and 20%.

It should be noted that it is also possible in principle to design the front (or the rear) drives for horizontal flight without the above-described displacement of the center of mass, and the rear (or the front) for hovering. In this case, the rear and front drives would have to be designed differently with respect to their respective main task (hovering or level flight). However, in this case, the disadvantage remains that the drive optimized for horizontal flight must continue to generate a large proportion of the hovering thrust and thus suffers the hovering efficiency. So it would have to be compromised in the design of the drives.

It has been found to be advantageous if the rear or front drives are designed to provide more than 55%, preferably more than 60% of the hover thrust, while the front and rear drives provide less than 45%, preferably less than 40%, the hover thrust force are designed. This is equivalent to the rear or front drives lifting more than 55%, preferably more than 60% of the mass, and the front and rear drives less than 45%, preferably less than 40% of the mass. Accordingly, in certain embodiments, greater asymmetry in the distribution of hovering traction forces is advantageous.

This asymmetry may also be increased to such an extent that the rear or front drives are designed to provide more than 65%, preferably more than 70% of the hover thrust (ie lifting more than 65% or 70% of the mass), while the front and rear drives are designed to provide less than 35%, preferably less than 30% of hovering thrust (ie, lifting less than 35% and 30% of the mass, respectively).

Embodiments of the aircraft according to the invention are also possible in which the one or more of the rear or front drives are designed to provide more than 80%, for example more than 90%, of the hover thrust while the one or more front or rear drives are providing it less than 20%, for example less than 10%, of hovering thrust. In extreme cases, even the entire hovering performance can be reduced by e.g. the rear or the front drives are provided, while then serve the front and rear drives only for stabilization.

According to a preferred embodiment of the aircraft according to the invention, the front and rear drives contribute both to providing the hovering thrust force necessary for hovering the aircraft and to providing propulsive force in horizontal flight.

In an alternative to the aircraft according to the invention, the front and rear drives also contribute to providing the hovering thrust necessary for hovering the aircraft. However, then only a part of these drives takes the propulsive force in horizontal flight, while the other part of the drives is switched off.

Preferably, all drives are pivotable by means of a respective pivoting mechanism between a vertical start position for the hover and a horizontal flight position for the cruise. Thus, all drives on the one hand for launching and landing, in general levitation, can be used (albeit differently designed), on the other hand, they are used for propulsion in cruise or, if they are not used for this purpose, be pivoted into an aerodynamic position ,

According to an alternative, only those drives are pivotable by means of a respective pivoting mechanism between a vertical start position for the hover and a horizontal flight position for the travel or horizontal flight, which contribute to propulsion in horizontal flight.

Preferably, all drives are arranged on the wing. This arrangement is relatively easy to implement. In addition, several rear and several front drives can be distributed favorably in the transverse direction of the aircraft. Four drives offer an X- or H-shaped arrangement.

Preferably, the rear propeller in the hover down and pivot for the horizontal flight backwards against the flight direction, preferably by 75 ° to 105 °, more preferably by 85 ° to 95 °. Furthermore, it is advantageous if the front propeller in hovering upward and pivot for horizontal flight by 90 ° forward in the direction of flight, preferably by 75 ° to 105 °, more preferably by 85 ° to 95 °. The constellation is also possible that in hover both the front and the rear propeller are pivoted upwards, while the rear in horizontal flight are pivoted to the rear and the front to the front.

Particularly preferably, the rear or front propeller for horizontal flight are hinged or collapsible. This design helps to improve aerodynamics and acoustics in cruising. In this way, the speed and range of the aircraft is increased with less noise.

Preferably, those propellers are hinged, the associated drives are arranged and designed so that they provide more than 50% of the hover thrust.

In a corresponding embodiment, it is particularly advantageous if the rear propeller are formed hinged against the direction of flight in horizontal flight, preferably due to the action of wind forces or the wind.

Particularly preferably, a control device for controlling the motors is provided in such a way that the aircraft is automatically stable in a stable hovering flight. The control for the drives, the propeller, the ailerons, etc. by means of the control device can be done manually, semi-automatically or automatically. In particular, the transition between the two Flugzugzuständen (preferably floating with front and rear drives - horizontal flies only with preferably the front drives) can be realized either manually or automatically. Then, in particular, the propeller speeds are preferably adapted.

• 1 eine perspektivische Draufsicht auf ein erfindungsgemäßes Luftfahrzeug im Schwebezustand;
• 2 das Luftfahrzeug gemäß der 1 im Schwebezustand, von der Seite gesehen;
• 3 eine perspektivische Draufsicht auf das Luftfahrzeug gemäß der 1 und 2, nun im Horizontalflug;
• 4 das Luftfahrzeug gemäß der 3 im Horizontalflug, von der Seite gesehen;
• 5-7 Seitenansichten nur des Tragflügels und der daran befestigten Gondeln des Luftfahrzeugs gemäß der 1 - 4 mit jeweils verschiedenen Schwenkpositionen der Antriebe;
• 8 eine Draufsicht auf das Luftfahrzeug der 1 - 7 mit eingezeichnetem Massenschwerpunkt, und
• 9 eine Draufsicht auf einen vorderen und einen hinteren Antrieb, verbunden durch die jeweils zugehörigen Gondeln, mit eingezeichneter Schwerachse.

The invention will be explained in more detail below with reference to figures. Show it:

• 1 a perspective top view of an inventive aircraft in limbo;
• 2 the aircraft according to the 1 in limbo, seen from the side;
• 3 a perspective top view of the aircraft according to the 1 and 2 , now in level flight;
• 4 the aircraft according to the 3 in horizontal flight, seen from the side;
• 5-7 Side views of only the wing and the attached gondolas of the aircraft according to the 1 - 4 each with different pivot positions of the drives;
• 8th a plan view of the aircraft of the 1 - 7 with marked center of mass, and
• 9 a plan view of a front and a rear drive, connected by the respective associated gondolas, with marked axis of gravity.

In the 1 and 2 is shown in perspective top view and side view of an inventive aircraft in limbo. The aircraft 1 has an elongated aircraft fuselage 2 with a tail 3 and a nose 4 on. In the illustrated embodiment, the aircraft fuselage 2 formed in one piece; but it may also consist of several parts, for example two in the longitudinal direction of the aircraft 1 side by side running trunk parts. The rear part of the trunk 2 is as a tail unit 6 designed with a relatively small diameter at the rear 3 turned end a V-tail 7 with elevators 7a is arranged.

In the front of the aircraft 1 is a wing extending transversely to the aircraft fuselage 5 arranged. The wing 5 pointing away from the longitudinal axis of the aircraft 1 first, a forward pointing negative Flügelpfeilung, while he has then to the wing tips a pointing backwards, positive Flügelpfeilung. At the trailing edge of the wing 5 are ailerons 8a . 8b intended. Furthermore, below each wing half and below the nose 4 stand skids 9a . 9b intended. These three runners 9a . 9b form the landing gear of the aircraft 1 ,

On the wing 5 are also two pairs of drives 11 . 16 symmetrical to the longitudinal axis of the aircraft 1 arranged. Each of the two wing halves has a rear drive 11 and a front drive 16 on, in each case two of these drives 11 . 16 in the longitudinal direction of the aircraft 1 lie one behind the other. The drives 11 . 16 are each at a rear or front nacelle 10 respectively. 15 arranged, with the gondolas 10 . 15 merge into each other, ie are integrally formed. The rear gondolas 10 are in the direction of the stern 3 Slightly curved upward while the front gondolas 15 essentially horizontally.

At the free end of each rear gondola 10 is a rear drive 11 pivotable by means of a swivel joint 14 arranged, with the rear drives 11 in particular, in each case a rear engine 12 , more preferably an electric motor, and a rear propeller 13 include. The rear propellers 13 are here folded counter to the direction of flight.

Likewise, at the free end of each front nacelle 15 a front drive 16 arranged, with the front drives 16 in particular in each case a front engine 17 , more preferably an electric motor, and a front propeller 18 include.

The to the driving of the drives 11 . 16 other required parts, such as batteries, motor controller or motor plate, etc., are not shown here, however, the skilled person well known. These parts are preferably in the fuselage 2 or the gondolas 10 . 15 accommodated.

The motors 12 . 17 and propellers 13 . 18 the two drives 11 . 16 are each pivotable by means of a pivot joint 14 . 19 at the gondolas 10 . 15 appropriate. The rear drives 11 are from a downward position ( 1 . 2 . 5 ), at which the axis of the engines 12 run vertically, contrary to the direction of flight H swiveling into a horizontal position ( 3 . 4 . 6 . 7 ), in which the axes of the engines 12 are aligned horizontally. The front drives 16 are from an upward position ( 1 . 2 . 5 ), at which the axis of the engines 17 perpendicular, in the direction of flight H swiveling into a horizontal position ( 3 . 4 . 6 . 7 ), in which the axes of the engines 17 are aligned horizontally.

The two rear propellers 13 have a larger diameter than the front propellers 18 (see also 9 ). Also, with the two rear propellers 13 the quotient of diameter divided by pitch greater than in the front drives, preferably at least 25% larger, more preferably greater by at least 50%, for example by more than 100%. It is also possible and in certain cases preferred that the quotient of diameter divided by slope at the rear propellers 13 by 150%, for example by 200%, larger than the front drives 16 ,

Like from the 2 . 4 and 8th can be seen, is the center of mass 20 of the aircraft 1 off-center with respect to the rear and front drives 11 . 16 arranged. Although the location of the center of mass is 20 depending on in particular the pivot states of the drives 11 . 16 , The off-center position of the center of mass 20 but applies to each of these pan states. According to the plan view of 8th is the center of mass 20 closer to the rear drives 11 as at the front drives 16 , As continues in the detail top view of 9 shown which the two gondolas 10 . 15 and the drives attached to it 11 . 16 shows is the distance d1 the rear drive 11 to the heavy axis 21 passing through the center of mass 20 and perpendicular to the longitudinal axis 22 of the aircraft 1 runs, smaller than the distance d2 of the front drive 16 to the heavy axis 21 , The lever arm of the rear drives 11 may preferably be at least 10%, for example more than 20% or more 30%, shorter than the lever arm of the front drives 16 , wherein the lever arms at the shortest distance to gravity axis 21 are related. In a specifically implemented embodiment, the distance was d2 the lever arms of the motor axis 12a the front drives 11 to the heavy axis 21 400 mm, while the length of the lever arms (distance d2 ) from the motor axis 17a the rear drives 16 to the heavy axis 21 at 240 mm. The latter lever arm was thus 40% shorter than the aforementioned lever arm.

In the 1 and 2 is the aircraft 1 shown in the hovering position, in the starting direction S starts and in landing direction L lands. Here are the two rear propellers 13 swung down and push the aircraft 1 in the direction S while the two front propellers 18 are pivoted upwards and the aircraft 1 also in the direction S pull.

It is not mandatory that the aircraft 1 is aligned exactly horizontally in the hover position. For example, it is easily possible that the tail 3 at a small angle, for example, at about 10 °, opposite the nose 4 hangs.

In the 3 and 4 is the aircraft 1 shown in travel or horizontal flight, in which it is in the horizontal direction of flight H flies. Here are the two rear propellers 13 backwards against the direction of flight H panned and tilted while the two front propellers 18 forward in the direction of flight H are pivoted. Only these two front propellers 18 are responsible for the propulsion in horizontal flight in the illustrated embodiment.

In the 5 - 7 the transitions between the different states are again in partial view in side view, in particular without hull 2 represented. In the 5 are the rear engines 12 and the front engines 17 in the position in which the aircraft 1 starts. In this state of suspension are the drives 11 down and the drives 16 panned up. For horizontal flight, the drives swing 11 according to the 6 backwards against the direction of flight H (Arrow f1) and the front drives 16 forward in the direction of flight H (Arrow f2). When flying away then fold the two leaves of the two rear propellers 13 due to the wind to the rear against the direction of flight H (Arrows f3), so the rear propellers 13 do not contribute to propulsion. According to the 7 become the transition from horizontal flight in the limp state, the front drives 16 pivoted back up (arrow f5) while the rear drives 11 be started again and swung down (arrow f4). By this starting the propellers fold 13 due to the centrifugal force again.

According to the rear drives take over 11 more than 50% of the levitation hovering force required for hovering and less than 50% of the hoisting force in horizontal flight. In contrast, take over the front drives 16 less than 50% of the hovering aircraft 1 necessary hover thrust and more than 50% of the propulsive force in horizontal flight apply. In the present embodiment, the rear drives 16 even not involved in the propulsion at all, because they fold on or off due to the wind.

The above task distribution of the rear and front drives 11 . 16 is in the embodiment shown in the figures in particular by the displacement of the center of mass 20 realized. Furthermore, the higher quotient of diameter divided by the slope of the rear drives contributes to an increase in efficiency of the hovering flight. The smaller quotient of diameter divided by the slope of the front drives contributes to an increase in efficiency of horizontal flight.

The control of the drives 11 . 16 , the propeller 13 . 18 , the aileron 8a . 8b etc. can be manual, semi-automatic or automatic. In particular, the transition between the two flight conditions (hovering with front and rear drives switched on - horizontal flying only with front drives switched on) can be realized either manually or automatically. Then, in particular, the propeller speeds are adjusted.

The invention has been described in more detail with reference to an embodiment, but is not limited to this. Variations within the scope of the claims are also possible as a combination of features, even if they are shown and described in different embodiments.

In particular, the aircraft according to the invention can also be controlled by humans and / or used to carry one or more people. In particular, the aircraft according to the invention is suitable as a drone for transporting goods, for controlling and securing the airspace or areas on the ground, for research purposes, for imaging, etc.

LIST OF REFERENCE NUMBERS

1

aircraft

2

Aircraft fuselage

3

Rear

4

nose

5

Hydrofoil

6

tail boom

7

V-tail

7a

elevator

8a

first aileron

8b

second aileron

9a

Standkufe

9b

Standkufe

10

Gondolas for rear drives

11

rear drives

12

rear engines

12a

motor axis

13

rear propellers

14

pivot

15

Gondolas for front drives

16

front drives

17

front engines

17a

motor axis

18

front propellers

19

pivot

20

Mass center of gravity of the aircraft

21

gravity axis

22

Longitudinal axis of the aircraft

S

start direction

L

landing direction

H

Horizontal flight direction

d1

Distance of the motor shaft 12a to the heavy axis 21st

d2

Distance of the motor shaft 17a to the heavy axis 21st

f1-f5

pivotal directions

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• EP 2776315 B1 [0002]

Claims (20)

Vertical launching aircraft (1), preferably unmanned aerial vehicle (UAV), drone and / or unmanned aerial vehicle (UAS), comprising: a rigid wing (5) which is substantially horizontal in both hover and horizontal flight and aerodynamic horizontal flight and, with respect to the center of gravity (20) of the aircraft (1), at least one horizontal direction rear-drive (11) comprising a rear engine (12) and a rear propeller (13) driven by the rear engine (12), and at least one horizontal direction controllable front drive (16), comprising a front motor (17) and a front motor (17) driven propeller (18), wherein the motors (12, 17) are preferably electric motors, and wherein at least one Part of the drives (11, 16) by means of a respective pivot mechanism between a vertical start position for the hover and a Hori zontalflugposition are pivotable for the horizontal or cruise, characterized in that the at least one rear or front drive (11, 16) is arranged and designed so that it more than 50% of the hovering of the aircraft (1) necessary hover thrust and less than 50% of the propulsion force is applied in horizontal flight, while the at least one front or rear drive (16, 11) is arranged and configured such that it contains less than 50% of the hovering thrust force required to levitate the aircraft (1) and more than 50% % of the driving force in horizontal flight applies. Aircraft (1) to Claim 1 , characterized in that two rear and two front drives (11, 16) are provided. Aircraft (1) to Claim 1 , characterized in that two rear drives (11) and a front drive (16), or a rear drive (11) and two front drives (16) are provided. Aircraft (1) according to at least one of the preceding claims, characterized in that the center of mass (20) of the aircraft (1) is arranged off-center with respect to the rear and front propellers (13, 18). Aircraft (1) according to at least one of the preceding claims, characterized in that the center of mass (20) of the aircraft (1) is arranged closer to those drives which apply more than 50% of the hovering thrust force. Aircraft (1) according to at least one of the preceding claims, characterized in that the one or more rear or front drives (11, 16) are designed to provide more than 55%, preferably more than 60% of hovering thrust, during the or said front and rear drives (16, 11) are designed to provide less than 45%, preferably less than 40% of hovering thrust. Aircraft (1) according to at least one of the preceding claims, characterized in that the one or more rear or front drives (11, 16) are designed to provide more than 65%, preferably more than 70% of the hover thrust force during the flight or said front and rear drives (16, 11) are designed to provide less than 35%, preferably less than 30% of hovering thrust. Aircraft (1) according to at least one of the preceding claims, characterized in that the one or more rear or front drives (11, 16) are designed to provide more than 80%, for example more than 90%, of the hovering thrust during the flight or said front and rear drives (16, 11) are designed to provide less than 20%, for example less than 10%, hovering thrust. Aircraft (1) according to at least one of the preceding claims, characterized in that the front and rear drives (16, 11) both contribute to the levitation of the hovering force required to levitate the aircraft (1) and propulsion in horizontal flight. Aircraft (1) after at least one of Claims 1 to 8th characterized in that the front and rear drives (16, 11) all contribute to providing hovering thrust necessary for hovering the aircraft (1), while only a portion of these drives (11, 16) contribute to providing the propulsive force in horizontal flight and the other part of the drives is switched off. Aircraft (1) according to at least one of the preceding claims, characterized in that the diameter of the propellers (13) of those drives (11) which apply more than 50% of the hover thrust force is greater than the diameter of the propellers (18), the less than 50% of hovering thrust, preferably at least 5% larger, more preferably at least 10% larger. Aircraft (1) according to at least one of the preceding claims, characterized in that the quotient of diameter divided by the slope of the drives, which apply more than 50% of the hover thrust, is greater than in the drives, which apply less than 50% of hovering thrust , Aircraft (1) according to at least one of the preceding claims, characterized in that all drives (11, 16) are pivotable by means of a respective pivot mechanism between a vertical start position for the hover and a horizontal flight position for horizontal flight. Aircraft (1) after at least one of Claims 1 to 9 , characterized in that only those drives (16) by means of a respective pivot mechanism between a vertical start position for the hover and a horizontal flight position for the horizontal flight are pivotable, which contribute to propulsion in horizontal flight. Aircraft (1) according to at least one of the preceding claims, characterized in that all drives (11, 16) are arranged on the wing (5). Aircraft (1) according to at least one of the preceding claims, characterized in that the or the rear propeller (13) in hovering up or down and pivot for horizontal flight up or down and against the direction of flight, preferably by 75 ° 105 °, particularly preferably by 85 ° to 95 °, while the front propeller or propellers (18) are pointing upwards and pivoting downwards for horizontal flight and in the direction of flight, preferably around 75 ° to 105 °, particularly preferably around 85 ° ° to 95 °. Aircraft (1) according to at least one of the preceding claims, characterized in that the rear or the front propellers (13, 18) are designed hinged for horizontal flight. Aircraft (1) according to at least one of the preceding claims, characterized in that the propellers (13) of those drives, which apply more than 50% of the hovering thrust, are formed hinged. Aircraft (1) according to at least one of the preceding claims, characterized in that the one or more rear propellers (13) are formed hinged against the flight direction (H) in horizontal flight, preferably due to the action of the wind forces. Aircraft (1) according to at least one of the preceding claims, characterized in that a control device for controlling the motors (12, 17) is provided in such a way that the aircraft (1) is automatically stable in a stable hovering flight.

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