WO2019010554A1

WO2019010554A1 - Remotely piloted aircraft

Info

Publication number: WO2019010554A1
Application number: PCT/BR2018/050227
Authority: WO
Inventors: Tiago Giglio RODRIGUES
Original assignee: Rodrigues Tiago Giglio
Priority date: 2017-07-10
Filing date: 2018-07-06
Publication date: 2019-01-17

Abstract

Remotely piloted aircraft provided with parts and components that enable use in different configurations, including a fixed-wing configuration, a fixed-wing VTOL configuration and a multi-rotor configuration, said remotely piloted aircraft being provided with an exclusive and innovative nose-and-tail centre-of-gravity compensation system with variable length, the capacity to reposition masses inside the fuselage and pre-calculated moments of force.

Description

REMOTELY PILOTED AIRCRAFT

The present application claims the internal priority of processes BR 10 2017 014803-3, filed July 10, 2017, and BR 10 2017 026579-0, filed on 12/08/2017, under the terms of Law 9279 n ^Q, of May 14 , 1996.

APPLICATION FIELD

The present invention patent is contained in the field of aviation and deals with an innovative small remotely piloted aircraft, which is applied in remote sensing, surveillance and remote sensing at governmental, civil and military missions.

This invention features a remotely piloted aircraft, hereinafter referred to as ARP, the configuration of which is adaptable according to the profile and specifications of each mission. The versatility of this ARP also includes possible corrections in the position of its center of gravity (CG).

DESCRIPTION OF THE STATE OF THE TECHNIQUE

[004] According to the definition of the National Civil Aviation Agency (ANAC), an aircraft is defined as a "device used or intended to be used for flying in the atmosphere, consisting of movable property registrable for the purpose of ownership, nationality, airworthiness, constitution of real rights of enjoyment and guarantee, publicity and general registration ". Aircraft operated without the presence of on-board pilot are called unmanned aircraft, called RPA (Remotely Piloted Aircraff RPA), or ARP (Remotely Pilot Aircraft) piloted through a remote piloting station or RPS ( RPS, from the English Remote Pilot Statiorí).

[005] Originally, the development of ARP was intended exclusively for military applications, and these were employed in recent conflicts. However, the wide range of opportunities for the application of ARP also in the civil sphere, such as in infrastructure, media and entertainment, telecommunication, agriculture, security, search and rescue, mining, environmental monitoring, meteorology, among others.

Conventional fixed-wing ARPs, i.e. aircraft-like, are designed for Conventional Takeoff and Landing (CTOL) and require lane, paved or unprepared, or auxiliary devices such as catapults with elastic and or pneumatic for their operation. Such ARPs have autonomy in the order of tens of minutes to a few hours. It is worth mentioning that although they are typically designed for CTOL, specific models of conventional fixed wing ARP can be adapted for vertical takeoff and landing (VTOL).

Conventional fixed-wing ARP operations require pilot on ground with the ability to perform take-off and landing from a specific location. In addition, operations may require ground catapults for launching the aircraft and ballistic parachutes for landing or retrieval. Disadvantageously, its operation can be hampered by the presence of trees or obstacles that rise from the ground in the mission area, by winds and also by the need to transport auxiliary equipment for launch. Therefore, conventional fixed-wing ARPs have little operational flexibility and are not capable of performing inspection missions requiring a helicopter or multi-rotor-like flight profile, which are detailed below.

However, even with these drawbacks, the use of conventional fixed-wing ARPs is still preferred in specific situations, such as missions where the monitoring area is extensive, as this configuration has high mapping capability and greater autonomy, taking in view that once reached the speed and altitude of the mission, the energy consumption becomes low if compared to the multirotors. Conventional rotary wing ARPs, i.e. similar to helicopters with one or more rotors, or multipath rotor ARPs have low speed and autonomy of the order of tens of minutes. Advantageously, conventional multipurpose ARPs are capable of taking off and landing in much smaller spaces when compared to conventional fixed wing ARPs. In case of pilot failures, multirotors are more reliable due to the ability to hover if the pilot leaves the controls, but are more sensitive to mechanical problems, such as the failure of one of the engines, which usually results in a fall. Due to the ability to operate at low speeds or in hovering flight, the most compatible applications of this configuration are the generation of artistic images for media and entertainment, as well as videos, surveillance or safety inspections.

Despite its obvious advantages over conventional fixed-wing ARPs, the use of multi-rotor ARPs is usually infeasible in situations requiring greater autonomy and / or greater carrying capacity.

Thus, it is clear that for each type of mission a prior analysis is required on which type of PRA should be used, taking into account the technical specifications of the aircraft and its purposes.

In general, satisfactory solutions to the versatility of ARPs are not found in the prior art because aircraft are designed for a particular configuration type, which serves specific purposes. In fact, the state of the art presents some solutions with some versatility in the orientation of the rotors and also in some components of the ARP, but not in its entire structure. In addition, relatively versatile prior art solutions fail to correct any variations in the position of the aircraft CG, which may compromise its feasibility according to the mission and the type of payload required. BR 20 2012 012321 -0 introduces an unmanned aircraft for monitoring transmission networks, comprising a long wing overlaid on the central section containing a payload receptacle and propulsion and tail receptacle.

Patent document CN106394856A discloses an unmanned aircraft that can be adapted for fixed wing or multi-rotor. Disadvantageously, said aircraft does not present solutions for eventual variations in the CG according to the required payload and the specifications of each mission.

Thus, it is apparent that the prior art would benefit from the introduction of a highly versatile ARP whose configuration can be modified according to the profile and specifications of each mission. Such a possibility of configuration variations would allow the use of a single ARP in particular operational contexts where conventional, single configuration ARPs would be limited or inadequate.

OBJECTS OF THE INVENTION

The aim of the present invention is to provide a highly configurable adaptive ARP whose configuration can be adapted to the profile and specifications of each mission and is also suitable for correcting any variations in the position of the center of gravity (CG).

Furthermore, the present invention aims to introduce an adaptive configuration ARP whose CG can be adjusted, according to the payload specified for each mission, through moments of pre-calculated forces.

Another object of the present invention is to introduce an adaptive configuration ARP whose manufacturing, operation and maintenance costs are lower than conventional ARPs. Finally, another object of the present invention is to provide an ARP operable by means of remote piloting stations (RPS) known in the art, without the need for adaptation of said stations.

BRIEF DESCRIPTION OF THE INVENTION

The objects of the present invention are achieved by introducing an ARP in the category of up to 25.0 kg maximum take-off weight (PMD), the configurations of which are adaptable to the profile and specifications of the desired mission, i.e. : (i) fixed wing, with conventional takeoff and landing (CTOL) from lanes or by hand and landing on the tarmac or with the aid of a parachute, and with autonomy of the order of hours; (ii) vertical takeoff and landing (VTOL), suitable for take-off and landing in small areas and with autonomy of the order of hours; (iii) multi-rotor, capable of vertical, horizontal and hovering flight with autonomy of the order of tens of minutes and; iv) anchored multirotor, suitable for use as an advanced observation tower.

The objects of the present invention are also achieved by introducing an ARP whose configuration is changed by assembling and disassembling specific parts from a basic platform, common to the three configurations. Assembly and dismantling of parts can be carried out in a practical way by the user in the field with the use of simple tools.

The objects of the present invention are also achieved by introducing an ARP which provides for the installation of specific parts mounted on the nose and / or tail which can compensate, through pre-calculated moments, possible variations of the CG caused by changes in the chosen flight configuration and payload.

The objects of the present invention are also achieved by introducing an adaptive ARP whose propulsion system can be chosen from electric, internal or hybrid combustion engine, i.e., the combination of both, depending on the range and range. specifications required in each mission.

Finally, the objects of the present invention are achieved by the introduction of an ARP of adaptive configuration which operation can be performed from conventional piloting stations common to the prior art, without adaptations in this regard. In addition, the ARP that is the subject of this application will be equipped with autopilot and Electronic Speed Controllers (ESC).

BRIEF DESCRIPTION OF THE DRAWINGS

The subject matter of this invention will be fully clear in its technical aspects from the detailed description which will be made on the basis of the following figures, in which:

Figure 1 shows a perspective view of the aircraft in its fixed wing configuration;

Figure 2 shows an exploded perspective view of the aircraft in its fixed wing configuration;

Figure 3 shows a top view of the aircraft in its fixed wing configuration;

Figure 4 shows a front view of the aircraft in its fixed wing configuration;

Figure 5 shows a left side view of the aircraft in its fixed wing configuration; Figure 6 shows a top view of the aircraft in its multi-rotor configuration;

Figure 7 shows a front view of the aircraft in its multi-rotor configuration;

Figure 8 shows a left side view of the aircraft in its multi-rotor configuration;

Figure 9 shows a perspective view of the aircraft in its multi-rotor configuration;

Figure 10 shows an exploded perspective view of the aircraft in its multi-rotor configuration;

Figure 11 shows a side view of the fuselage of the aircraft;

Figure 12 shows a side view of the aircraft in its multirole configuration anchored in flight.

DETAILED DESCRIPTION OF THE INVENTION

In accordance with the above-mentioned figures, the present application has a basic platform (1), from which specific parts are engaged or undocked, according to the desired configuration for each type of mission. The basic platform (1) comprises the fuselage (2), the central section of the wing (3), the attachment structure of the VTOL engines (4) (pods), ground support parts (5) ("landing gear") and means for engaging and undoing parts.

The fuselage (2) comprises a substantially fusiform body, which contributes to the aerodynamics of the present ARP (A). Electronic control systems (avionics) are installed inside the fuselage (2). Through a control radio, with sufficient channels, the pilot can command the engine (s) and / or aerodynamic flight control surfaces of each configuration, detailed below. Further, within the fuselage (2) are installed batteries if the propulsion system chosen is electric; the fuel tank, if the propulsion system chosen is combustion, or both, if the propulsion system chosen is hybrid.

In the fuselage (2) the payload of the ARP (A) is also conditioned, which consists of all elements of the aircraft not required for flight and piloting, but which are transported for the purpose of meeting objectives of a specific mission. The payload is chosen by the profile of each mission and can comprise several equipment, among which we can mention, without limitation purpose, cameras, sensors, detectors, various antennas, radars, fluids, armaments, correspondences, supplies, among others.

In the upper part of the fuselage (2) is located the central section of the wing (3), which is preferably rectangular in shape, with an aerodynamic profile, such as the NACA series, to which the VTOL engine frames must be secured. Alternatively, the central section of the wing 3 may be in a planar or trapezoidal shape.

The engaging and undoing means are disposed on the fuselage 2, nose 6, tail 7, on the sides and bottom of the center section of the wing 3. The engaging and undocking means allow the physical connection of a plurality of parts to the basic platform 1, which is carried out by the user in a simple and practical manner, including in the field. The docking and undoing means allow the electrical and electronic connection of the basic platform (1) with the parts, which are widely found in the market.

The attachable and disengageable parts of the adaptive configuration ARP (A) basic platform (1) are chosen from a group comprising: a nose (6) with a propulsion motor, a nose (6) without a propulsion motor, a cone (7) with feeder (8), tail cone (7) with central flap for ground support, wing tips (10), lateral support flaps in soil and pods of takeoff and landing (4) vertical, where all these can be manufactured in fiberglass or even carbon fiber wood and metal alloys. In addition to their primary functions, the attachable and undockable parts are also designed to compensate for any variations in the center of gravity (CG) of the modular ARP (A) resulting from the modification of the configuration used.

In the so-called fixed wing configuration according to figure 1, a nose (6) with a propulsion motor is connected to the front section of the fuselage (2) through the engagement and undoing means of parts; a tail (7) with empennage (8) is connected to its rear section and wing tips (10) are connected to the sides of the central section of the wing (3).

Preferably, the tail (7) with empennage (8) comprises a stem (9) and an empennage (8), preferably of the cruciform type, provided with a vertical stabilizer and a horizontal stabilizer. Alternatively, the empennage (8) may comprise conventional, double, T, H or V-tail.

The wing tips 10 comprise aerodynamic structures of geometries and cross section compatible with those of the central section of the wing 3, so that they are connected thereto without there being any kind of step in the assembly. At the ends of the wing 10 are the ailerons, which are control surfaces responsible for the rolling movement of the aircraft in flight.

In this configuration, the adaptive configuration ARP (A) may be tossed by hand or take off and land on a conventional way (CTOL) or with the aid of a parachute, this being conditioned in the central section of the fuselage.

The fixed wing configuration is particularly recommended for missions performed in larger areas and requiring greater autonomy and payload capacity, such as missions related to agriculture, intelligence missions, surveillance and long-term recognition.

In the so-called fixed wing configuration with VTOL, a nose (6) with a propulsion motor is connected to the front section of the fuselage (2) through the engagement and undoing means of parts; a tail (7) with empennage (8) is connected to the rear section; wing tips 10 are connected to the sides of the central section of the wing 3 and vertical take-off and landing pods 4 and side wings for ground support are connected at the bottom of the central section of the wing 3.

A vertical take-off and landing pod (4) comprises a cocoon-shaped rod with two motors, installed at the ends of said rod.

In the fixed-wing configuration with VTOL, by actuating the four pod engines from vertical take-off and landing (4), the pilot will raise the ARP (A) to an altitude from which the propulsion engine installed in the nose (6) for horizontal flight. After increasing the horizontal speed to the speed of sufficient lift generation by the wings, the pod engines (4) will be switched off and the ARP (A) will fly identically to fixed wing aircraft. The landing maneuver is performed by decelerating ARP (A) to near-minimum speed for lift generation, followed by the vertical lift and landing pod (4) engines. After being held by such engines, the horizontal flight engine, installed in the nose (6), will be shut down and the ARP (A) driven to the ground. Vertical take-off and landing procedures may only be performed by the autopilot, although the pilot may operate at any time.

The fixed wing configuration with VTOL is particularly advantageous for missions conducted in small areas such as in urban or on-board environments where landing strips are not available. In the so-called multitortor configuration, a nose (6) without propulsion engine is connected to the front section of the fuselage (2) by means of the engaging and undoing means. a ventral flap (7) is connected to the rear section of the fuselage and vertical take-off and landing pods (4) and side wings for ground support are connected at the bottom of the central section of the wing (3).

In this configuration, take-off and landing are performed in a similar manner to helicopters.

The multi-rotor configuration is particularly advantageous in small-area missions, missions in which high aircraft autonomy is not essential and in situations requiring hovered flights, vertical flights and / or high stability of adaptive ARP (A) such as inspection missions on power towers and transmission lines, fire detection and paramilitary or military operations in urban environments.

In the anchored multirole configuration, the ARP (A) maintains the same configuration presented in the multi-rotor condition, i.e. a nose (6) without a propulsion motor connected to the front section of the fuselage (2); a ventral flap (7) connected to the rear section of the fuselage and vertical take-off and landing pods (4) and lateral ground support flaps are connected at the bottom of the central section of the wing (3). The difference in the anchored multirotor configuration is that the ARP (A) remains connected to a power source and data communication through a cabling system, already existing in the market, thus highlighting the aggregate functionality to ARP that can have three configurations: fixed wing, multirotor and anchored.

In this anchored multirole configuration, the ARP (A) has a cabling system with the function of joining said ARP (A) to a power source and data capture, thereby supplying any type of energy demand of the aircraft in such a way that it has autonomy sufficient to remain in flight for as long as necessary to carry out the mission. The cabling system also allows for instant communication with the ARP (A) so that data transmission and reception takes place while the aircraft remains in flight.

From this anchored multirotor configuration, the ARP (A) can take off and land only with the push of a button. Such a configuration is particularly advantageous in missions requiring an advanced observation tower, that is, it does not need range, ie flight distance, but rather range of field of view over a given area. This feature enables the rapid implementation of an advanced observation tower for various civilian and military jobs.

When modifying the ARP configuration (A) of the fixed wing or fixed wing configuration with VTOL for the multi-rotor configuration, the tail (7) with empennage (8) containing the vertical and horizontal stabilizers must be removed. This removal will invariably imply a change in the position of the CG, requiring correction that enables the flight of the multirotor configuration.

To this end, the present invention provides for the installation of specific parts mounted in the nose section (6), and / or rear, groove (7) of the basic platform (1), which can compensate, through moments of pre-calculated forces, such a variation of GC. Not only the mass, but the dimensions of each piece are calculated according to the payload required for each mission.

Said ARP (A) has the characteristic of the location of the Aircraft Gravity Center (CGA) between 30% and 49% of the wing rope, i.e., near the central portion of the central wing section (3). Therefore, for balance and lift during operation, ARP (A) concentrates the Resulting Gravity Center (CGR), or CG of all masses packaged in the fuselage, in the same alignment as the Aircraft Gravity Center (CGA). In this way, the ARP (A), in order to compensate for the different types of payload supported by the invention, provides different configurations of nose (6) and tail cone (7), in order to balance the CG of the ARP (A).

Thus, the nose 6 has a length Lnariz which can vary according to the payload of the ARP (A), balancing the CG in the different possible configurations. Likewise, the tail cone (7) has an arcuate profile to compensate for the pitch of the multi-rotor configuration, said tail cone (7) also having a tail length, which may vary in accordance with the ARP payload (A), which allows the CG balance between 30% and 49% of the wing rope, as shown in figure 11.

Further, the combination of adjustment masses in the nose (6) and tail (7) as well as the repositioning of masses within the fuselage (2) of the multi-rotor configuration, for example of batteries, can be adopted as equilibrium methods of moments around the CG of the ARP (A).

Preferably, configurations of the adaptive configuration ARP (A) comprising vertical take-off and landing present a propulsion system with combustion engines. Advantageously, the user can, according to the mission profile, choose a hybrid electric propulsion system (VTOL engines) and the combustion engine, which guarantees long autonomy to the present aircraft.

Control of any adaptive configuration ARP configurations (A) is done from a ground control station (RPS) which is preferably portable or transportable, in the case of hardware such as a laptop or tablet. The RPS is the interface with the pilot of the ARP (A) and allows its piloting through specific instruments that present the condition of the ARP (A) and parameters of the flight. The RPS can also be connected to specific command and control antennas (from English C2, from Command and Control); all ARP settings, both fixed and multirotor, have embedded transmitter and receiver that allow communication with the CGS to establish the C2 link whose range can be from a few hundred meters to hundreds of kilometers.

The present invention surprisingly presents technical advantages obtained by the possibility of choosing and using the configuration most suitable to fulfill a mission that may only require autonomy; autonomy and ease of takeoff and landing or even vertical and hovering. The parts that make up the assembly are removable and, once the desired configuration is defined, such parts can be assembled on the basic platform using simple field tools. Such a configuration variation possibility allows the use of a single ARP (A) in particular operational contexts where conventional single configuration would be limited or inadequate.

The present adaptive configuration ARP (A) is aerodynamically efficient in any of the three configurations and exhibits excellent mechanical strength despite its modularity, being able to perform flights in adverse situations. The possibility of correction of eventual variations in the position of the CG by means of specific parts installed in the basic platform, or of the repositioning of masses conditioned in the fuselage, makes possible the flight in any chosen configuration.

It is to be understood that the present disclosure does not limit application to the details described herein and that the invention is capable of other embodiments and to be practiced or performed in a variety of ways within the scope of the claims. Although specific terms have been used, such terms should be interpreted in a generic and descriptive sense, and not for purposes of limitation.

Claims

1. "REMOTELY PILOTED AIRCRAFT" which presents a remotely piloted aircraft with variable configuration, characterized in that the ARP (A) has a fixed wing configuration, a fixed wing configuration with VTOL, a multi-rotor configuration and a multi-rotor configuration anchored; wherein said ARP (A) has a basic platform (1) comprising fuselage (2), central section of the wing (3), fixing structure of VTOL motors (4), ground support parts (5) and means for engaging and disassembling of parts; where the fuselage (2) is responsible for packing the payload to the ARP (2); the engaging means are disposed on the nose (6), the tail (7), the sides and the bottom of the central section of the wing (3); with the ARP (2) concentrating the Aircraft Gravity Center (CGA) between 30% and 49% of the wing rope, that is, near the central portion of the central wing section (3) and Resulting Center of Gravity ), or CG resulting from all masses packaged in the fuselage, in the same alignment as the Aircraft Gravity Center (CGA) as well as a Center of Gravity (CG) offset compensation system to compensate for the different payload types supported by the ARP A) through different configurations of nose (6) and tail cone (7) providing for moments of pre-calculated forces, where not only the mass but the dimensions of each piece, nose (6) and tail (7) are calculated according to the payload required for each type of mission.

A "REMOTELY PILOTED AIRCRAFT" according to claim 1, characterized in that the fixed wing configuration of the ARP (A) comprises through the engaging and disengaging means of parts containing a nose (6) with a propulsion motor connected to the front section of the fuselage (2); a tail (7) with empennage (8) connected to its rear section and wing tips (10) connected to the sides of the central section of the wing (3).

A "REMOTELY PILOTED AIRCRAFT" according to claims 1 and 2, characterized in that the configuration (A) preferably has a cruciform type feeder tail (7), provided with a vertical stabilizer and a horizontal stabilizer comprising a shank (9).

A "REMOTELY PILOTED AIRCRAFT" according to claim 2, characterized in that the removable wing configuration of the ARP (A) alternatively has a feeder (8) comprising a conventional, double, T, H or V-shaped tail.

A "REMOTELY PILOTED AIRCRAFT" according to claims 1 and 2, characterized in that the ARP (A) has wing tips (10) comprising aerodynamic structures of geometries and cross-section compatible with those of the central section of the wing ( 3), so that they are connected to it without any kind of step in the assembly.

A "REMOTELY PILOTED AIRCRAFT" according to claims 1, 2 and 5, characterized in that ARP (A) has wing tips (10) containing ailerons.

A "REMOTELY PILOTED AIRCRAFT" according to claim 1, characterized in that the ARP (A) has a fixed wing configuration with VTOL, by means of the engagement and undoing means of parts containing a nose (6) with a propulsion motor connected to the front section of the fuselage (2), a tail (7) with empennage (8) connected to the rear section; wing tips (10) connected to the sides of the central section of the wing (3) and vertical take-off and landing pods (4) and side wings, positioned in the pods or fuselage (2), for ground support connected at the bottom of the the central section of the wing (3).

A "REMOTELY PILOTED AIRCRAFT" according to claims 1 and 7, characterized in that the ARP (A) in the fixed wing configuration with VTOL performs the landing and gliding maneuvers by means of the autopilot.

A "REMOTELY PILOTED AIRCRAFT" according to claim 9, characterized in that the ARP (A) in the fixed wing configuration with VTOL allows the pilot to act in landing and take-off maneuvers.

A "REMOTELY PILOTED AIRCRAFT" according to claim 1, characterized in that the ARP (A) has a multi-rotor configuration through the engaging and undoing means of parts containing a nose (6) without a propulsion engine connected to the front section of the fuselage (2), a tail (7) with a ventral flap connected to the rear section of the fuselage and pods of vertical take-off and landing (4) and lateral ground support flaps connected in the lower part of the central section of the wing (3).

A "REMOTELY PILOTED AIRCRAFT" according to claims 1 and 10, characterized in that the ARP (A) in the multi-rotor configuration shows take-off and landing performed similarly to helicopters.

A "REMOTELY PILOTED AIRCRAFT" according to claims 1, 2, 7 and 10, characterized in that the fuselage (2) of the ARP (A) comprises a substantially fusiform body which contributes to the aerodynamics of the present ARP ( A), containing electronic control systems (avionics), a telemetry receiver and control, with channels sufficient to control the engine (s) and / or aerodynamic control surfaces of each configuration, as well as batteries, if the propulsion system chosen is electric; the fuel tank, if the propulsion system chosen is combustion, or both, if the propulsion system chosen is hybrid.

A "REMOTELY PILOTED AIRCRAFT" according to claim 1, characterized in that the payload fitted in the fuselage (2) of the ARP (A) consists of all elements of the aircraft not required for flight and piloting, but which are transported for the purpose of fulfilling specific missions such as cameras, sensors, detectors, various antennas, radars, fluids, pumping devices, armaments, correspondences, supplies, among others.

A "REMOTELY PILOTED AIRCRAFT" according to claims 1, 2, 5, 7 and 10, characterized in that the central wing section (3) of the ARP (A) has a preferably rectangular cross-sectional shape consists of an aerodynamic profile, for example those of the NACA series, to which the structures of the VTOL (pods) engines can be fixed.

A "REMOTELY PILOTED AIRCRAFT" according to claim 14, characterized in that the central wing section (3) of the ARP (A) is in alternating, bulged or trapezoidal shape.

A "REMOTELY PILOTED AIRCRAFT" according to claims 1, 2, 7 and 10, characterized in that the ARP (A) has locking and undocking means which allow the physical connection of a plurality of parts to the basic platform ( 1), as well as the electrical and electronic connection of the basic platform (1) with such parts.

A "REMOTELY PILOTED AIRCRAFT" according to claim 16, characterized in that the attachable and detachable parts in the basic platform (1) of the adaptive configuration ARP (A) are chosen from a group comprising: nose (6); ) with propulsion motor, nose (6) without propulsion motor, tail cone (7) with feeder (8), tail cone (7) with central flap for ground support, wing tips (10), side flaps for ground support and vertical take-off and landing pods (4), where all of these can be made of fiberglass or carbon fiber, wood and metal alloys.

A "REMOTELY PILOTED AIRCRAFT" according to claims 1, 2, 7, 10 and 17, characterized in that the ARP (A) has the nose (6) containing a longitudinal length which may vary from according to the ARP payload (A), balancing the CG in the different possible configurations.

A "REMOTELY PILOTED AIRCRAFT" according to claims 1, 2, 3, 7, 10 and 17, characterized in that the ARP (A) has a tail cone (7) optionally having an arcuate profile to compensate the moment of the multirole configuration, said tail cone (7) also having a tail length, which may vary according to the payload provided in the fuselage (2), allowing the CG balance to be between 30% and 49% of the rope of the wing.

20. A REMOTELY PILOTED AIRCRAFT according to claim 1, characterized in that the ARP (A) in the anchored multi-rotor configuration has a cabling system connecting said ARP (A) to a power source and pick-up data.