CROSS REFERENCE

[001] This application claims the benefit of priority of Israeli Patent Application No. 290553, filed on February 10, 2022, the content of which is incorporated herein by reference in its entirety.

FIELD OF THE INVENTION

[002] The present invention relates generally to aircraft. More specifically, the present invention relates to an aircraft and a computer-based method of controlling said aircraft.

BACKGROUND OF THE INVENTION

[003] Conventional aircraft can be separated into two general categories: fixed-wing aircraft and rotary-wing aircraft. In fixed-wing aircraft, the wings are generally static components that generate lift after being propelled by an external source, i.e., a propeller or jet engine. In rotary-wing aircraft, the wings or blades generate lift by rotating at a high speed.

[004] One of the benefits of fixed-wing aircraft is its endurance capability; once a fixed- wing aircraft is cruising at a certain altitude, it requires a relatively minimal amount of work to maintain speed and altitude. The lifting force is generated from air passing over the wings, where the wings have an aerodynamically optimal cross-section to generate lift and reduce drag. This reduces the total amount of fuel consumption for long-distance flights. In addition to fuel efficiency, fixed-wing aircraft also are generally less prone to mechanical failures, as the wings are static components with significant structural reinforcement. However, fixed- wing aircraft must take off and land from a long, flat area, e.g., a runway, to generate enough lifting force to overcome gravitational force.

[005] Rotary-wing aircraft, e.g., large-scale helicopters, or small-scale quadcopters, have the ability to take off and land vertically from a single point without the need for a runway. Rotary-wing aircraft are generally used in situations when it is not feasible to land in a long distance, i.e., rooftops of buildings, uneven lands, or dense forests. Smaller-scale drones can also be unmanned and remotely operated, and can be used in various aerial operations, e.g., land surveying, military reconnaissance. However, the energy consumption of rotary-wing aircraft is less efficient than a fixed-wing aircraft; during the entire flight, a rotary-wing aircraft must apply a significant amount of thrust to the propeller blades in order to maintain altitude. Rotary-wing aircraft are not recommended for long-distance flights.

[006] Accordingly, there is a need for an aircraft that can provide both vertical take off and land ability of the rotary-wing aircraft and the endurance capability of a fixed-wing aircraft.

SUMMARY OF THE INVENTION

[007] Some embodiments of the present invention are directed to an aircraft, comprising: a fuselage; two wings mounted to the sides of the fuselage, extending laterally; a pusher propeller, statically mounted to the fuselage, wherein a rotational axis of the pusher propeller is parallel to a longitudinal axis of the fuselage; at least two tiltable rotors, wherein at least one tiltable rotor is mounted at an end of each wing and wherein the at least two foldable tiltable rotors are configured to be folded; a rear tail, comprising at least one control surface located aft of the pusher propeller, and a controller configured to control: the at least two tiltable rotors to provide hovering to the aircraft, while the pusher propeller in not activated; and the pusher propeller to provide forward trust to the aircraft while folding the tiltable rotors.

[008] Some embodiments of the present invention are directed to another aircraft, comprising: a fuselage; two wings mounted to the sides of the fuselage, extending laterally; a pusher propeller, wherein a rotational axis of the pusher propeller is parallel to a longitudinal axis of the fuselage; at least two foldable tiltable rotors, wherein at least one foldable tiltable rotor is mounted at an end of each wing and wherein the at least two foldable tiltable rotors are configured to be folded; at least one foldable vertical rotor mounted to the aircraft, wherein a rotational axis of the at least one vertical rotor is perpendicular to the longitudinal axis of the fuselage wherein the at least one foldable vertical rotor is configured to be folded; a rear tail, comprising at least one control surface, anda controller configured to control: the at least two tiltable rotors and the at least one foldable vertical rotor to provide hovering to the aircraft, while the pusher propeller in not activated; and the pusher propeller to provide forward trust to the aircraft while folding the foldable tiltable rotors and the at least one foldable vertical rotor.

[009] In some embodiments, the at least one vertical rotor is configured to tilt with respect to a lateral axis thereof. In some embodiments, the pusher propeller is located aft of the rear tail. In some embodiments, the pusher propeller is mounted to one of: the fuselage, the rear tail, and a wing. [0010] In some embodiments, the controller is configured to: control a tilting unit to rotate the rotational axis of the at least two tiltable rotors with respect to a lateral axis of the fuselage, control a throttle unit to adjust the throttle of the pusher propeller and the at least two tiltable rotors, and control the at least one control surface.

[0011] In some embodiments, the wings are comprised of: a left wing and right wing; two shafts extending through each wing, and two wing portions each located at the end of each wing, wherein each wing portion is configured to fold away from the at least one tiltable rotor.

[0012] In some embodiments, the aircraft comprises a linkage assembly connected to each shaft, wherein each linkage assembly is configured to fold a wing portion. In some embodiments, the aircraft comprises two meshed gear systems each connected to each shaft, wherein each meshed gear system is configured to fold a wing portion.

[0013] In some embodiments, each tiltable rotor comprises: at least two propeller blades; a folding mechanism, wherein the folding mechanism is configured to fold the at least two propeller blades in line with the axis of rotation of the at least two tiltable rotors, and a helixshaped guide piece, wherein the guide piece is configured to open the at least two propeller blades.

[0014] In some embodiments, the pusher propeller is powered by a motor selected from: a combustion motor, electric motor. In some embodiments, the aircraft further comprises landing gear.

[0015] In some embodiments, each wing further comprises at least one wing control surface. [0016] In some embodiments, the rear tail comprises: a pair of tail booms, wherein the tail booms are capable of being mounted to either: the wings or the fuselage, and a rear tail beam connected to the tail booms, and wherein the at least one control surface is at least one of: at least one vertical control surface included in the rear tail beam and at least one horizontal control surface connected to the rear tail beam, wherein: the rotational axis of the at least one vertical control surface is parallel to a normal axis of the fuselage, and the rotational axis of the at least one horizontal control surface is parallel to the lateral axis of the fuselage. [0017] In some embodiments, the controller is further configured to be operated manually. [0018] Some embodiments of the present invention are directed to a method of controlling an aircraft, comprising: controlling a tilting unit to rotate tiltable rotors mounted at an end of each wing of the aircraft, wherein the tilting unit is configured to rotate the tiltable rotors on a pitch axis of the aircraft to a vertical position, during at least one of hovering, vertical takeoff and vertical landing; controlling a throttle unit to adjust throttle of the aircraft’s motors to stabilize the aircraft and increase thrust, wherein the throttle unit is configured to adjust the throttle output of at least one of: a pusher propeller, statically mounted to a fuselage of the aircraft, and the throttle output of the at least two tiltable rotors, and controlling at least one control surface, included in a rear tail located aft of the pusher propeller, to stabilize a pitch axis of the aircraft, wherein controlling the at least one control surface comprises adjusting an angle of the at least one control surface.

[0019] In some embodiments, stabilizing the aircraft is achieved by: controlling the tilting unit to rotate the tiltable rotors into a vertical position; controlling the throttle unit to adjust the throttle of the tiltable rotors to stabilize a roll axis of the aircraft; controlling the throttle unit to adjust throttle of the pusher propeller, to generate an airflow over the at least one control surface, and controlling the at least one control surface to stabilize the pitch axis of the aircraft.

[0020] In some embodiments, a hovering maneuver of the aircraft is achieved by: controlling the tilting unit to rotate the tiltable rotors rearward; controlling the throttle unit to adjust throttle of the aircraft’s motors, to stabilize the roll axis of the aircraft and to generate: a combined vertical and rearward thrust from the tiltable rotors, and a forward thrust from the pusher propeller, and controlling the at least one control surface to stabilize the pitch axis of the aircraft.

[0021] Some embodiments of the present invention are directed to a method of controlling an aircraft, comprising: controlling a tilting unit to rotate tiltable rotors mounted at an end of each wing of the aircraft, wherein the tilting unit is configured to rotate the tiltable rotors on a pitch axis of the aircraft to a vertical position, during at least one of hovering, vertical takeoff, and vertical landing; during least one of hovering, vertical takeoff and vertical landing, ensuring the deactivation a pusher propellor statically mounted to a fuselage of the aircraft; controlling a throttle unit to adjust throttle of the aircraft’s motors to increase thrust, by adjusting the throttle output of the pusher propeller while folding the foldable tiltable rotors, and controlling at least one control surface, included in a rear tail located aft of the pusher propeller, to stabilize a pitch axis of the aircraft, wherein controlling the at least one control surface comprises adjusting an angle of the at least one control surface. [0022] In some embodiments, stabilizing the aircraft is achieved by: controlling the tilting unit to rotate the tiltable rotors into a vertical position; and controlling the throttle unit to adjust the throttle of the aircraft’s motors, to stabilize at least one of the pitch, roll, and yaw axes of the aircraft, wherein a center of gravity of the aircraft is located between a tilting axis of the tiltable rotors and a lateral axis of the at least one vertical rotor.

[0023] In some embodiments, a hovering maneuver of the aircraft is achieved by: controlling the tilting unit to rotate the tiltable rotors rearward; controlling the throttle unit to adjust throttle of the aircraft’s motors, to stabilize at least one of the roll and yaw axes of the aircraft, and to generate: a combined vertical and rearward thrust from the tiltable rotors, and a forward thrust from the pusher propeller; and controlling the at least one vertical rotor to stabilize the pitch axis of the aircraft.

[0024] In some embodiments, the tilting unit is further configured to fold a portion of each wing away from the tiltable rotors. In some embodiments, the tilting unit rotates the axis of rotation of the tiltable rotors a range of at least 165 degrees with respect to the pitch axis of the aircraft.

[0025] In some embodiments, at least one of the following units is controlled manually: the tilting unit, the throttle unit, and the at least one control surface.

[0026] In some embodiments, a horizontal takeoff maneuver is achieved by: controlling the throttle unit to increase throttle of all of the aircraft’s motors, configured in forward-facing positions, to generate forward thrust, and controlling the at least one control surface to tilt upward, to pitch the aircraft upward.

[0027] In some embodiments, a horizontal landing maneuver is achieved by: controlling the throttle unit to decrease throttle of all of the aircraft’s motors, configured in forward-facing positions, to reduce forward thrust; controlling the at least one control surface to tilt downward, to pitch the aircraft downward and reduce speed of the aircraft, and controlling the at least one control surface to stabilize the pitch axis of the aircraft during landing.

[0028] In some embodiments, a transition from vertical takeoff to forward flight is comprised of: controlling the tilting unit to rotate the tiltable rotors forward and fold a portion of each wing back to form full wings, to increase forward thrust, and controlling the at least one control surface to tilt at least one control surface upward, to pitch the aircraft upward.

[0029] In some embodiments, a yaw moment of the aircraft is achieved by: controlling the tilting unit to rotate the tiltable rotors on each wing opposite from each other. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] The subject matter regarded as the invention is particularly pointed out and distinctly claimed in the concluding portion of the specification. The invention, however, both as to organization and method of operation, together with objects, features, and advantages thereof, may best be understood by reference to the following detailed description when read with the accompanying drawings in which:

[0031] Figs. 1A, IB, and 1C are illustrations of an aircraft according to some embodiments of the invention;

[0032] Fig. 2 details a tiltable rotor of the aircraft according to an embodiment of the invention;

[0033] Fig. 3A shows an illustration of a tiltable rotor assembly according to some embodiments of the invention;

[0034] Figs. 3B, 3C and 3D are illustration of another tiltable rotor assembly according to some embodiments of the invention;

[0035] Fig. 4 details a portion of an aircraft according to an embodiment of the invention;

[0036] Fig. 5 details a portion of an aircraft according to an embodiment of the invention;

[0037] Fig. 6 is an illustration of an aircraft according to an embodiment of the invention;

[0038] Figs. 7A and 7B are illustrations of an aircraft according to an embodiment of the invention;

[0039] Fig. 7C is an illustration of an aircraft according to an embodiment of the invention; [0040] Fig. 7D is an illustration of an aircraft according to some embodiment of the invention;

[0041] Fig. 7E details a portion of an aircraft according to an embodiment of the invention; [0042] Figs. 7F and 7G detail portions of an aircraft according to an embodiment of the invention;

[0043] Figs. 8A and 8B are illustrations of an aircraft according to an embodiment of the invention;

[0044] Fig. 9 shows a block diagram of an aircraft according to some embodiments of the invention;

[0045] Fig. 10 shows a block diagram of a computing device to be included in of an aircraft according to some embodiments of the invention; [0046] Fig. 11 is a flowchart of a method of controlling an aircraft according to some embodiments of the invention, and

[0047] Fig. 12 is a flowchart of a method of controlling an aircraft according to some embodiments of the invention.

[0048] It will be appreciated that for simplicity and clarity of illustration, elements shown in the figures have not necessarily been drawn to scale. For example, the dimensions of some of the elements may be exaggerated relative to other elements for clarity. Further, where considered appropriate, reference numerals may be repeated among the figures to indicate corresponding or analogous elements.

DETAILED DESCRIPTION OF THE PRESENT INVENTION

[0049] One skilled in the art will realize the invention may be embodied in other specific forms without departing from the spirit or essential characteristics thereof. The foregoing embodiments are therefore to be considered in all respects illustrative rather than limiting of the invention described herein. Scope of the invention is thus indicated by the appended claims, rather than by the foregoing description, and all changes that come within the meaning and range of equivalency of the claims are therefore intended to be embraced therein.

[0050] In the following detailed description, numerous specific details are set forth in order to provide a thorough understanding of the invention. However, it will be understood by those skilled in the art that the present invention may be practiced without these specific details. In other instances, well-known methods, procedures, and components have not been described in detail so as not to obscure the present invention. Some features or elements described with respect to one embodiment may be combined with features or elements described with respect to other embodiments. For the sake of clarity, discussion of same or similar features or elements may not be repeated.

[0051] Some aspects of the present invention are directed to an aircraft with vertical takeoff and landing abilities, in addition to fixed-wing flight capabilities. In some embodiments, vertical rotors on the aircraft’s wings generate lift, while a pusher propeller mounted on a fuselage generates an airflow over an adjustable rear control surface to stabilize the pitch axis of the aircraft. In some embodiments, said vertical rotors tilt forwards, while portions of the wings fold back to form full-length wings for long-distance flight capabilities. [0052] As used herein the term “an aircraft” may refer to all aerial vehicles having wings or wings-like elements which use said wings, alone or in combination with any propulsion system, to achieve and maintain flight, lifting above a surface at any height. Aircraft according to embodiments of the invention may be controlled manually, automatically (e.g., autonomously) or semi-automatically. An aircraft according to embodiments of the invention, may lift above a surface (take-off) from a single position vertically, or may take off from a long, flat surface, generating the necessary lifting force to overcome gravity over a significant ground distance. An aircraft according to embodiments of the invention, may be constructed at any scale within the safety factors of its structural composition. Some examples for aircraft include the Bell Boeing V-22 Osprey, General Atomics MQ-1 Predator, Lockheed Martin F-35 Lightning II, Lockheed C-130 Hercules.

[0053] Reference is now made to Fig. 1A which is an illustration of an aircraft according to some embodiments of the invention. An aircraft 100 may include a fuselage 70, and two wings 60A and 60B mounted to the sides of the fuselage, extending laterally along a lateral axis I of the aircraft. Aircraft 100 may further include a longitudinal axis J, and a normal axis K.

[0054] In some embodiments, the wings are comprised of a left wing 60A and right wing 60B. In some embodiments, the wings are further comprised of a left shaft 50A and right shaft 50B extending through the left and right wing respectively, further illustrated and discussed with respect to Fig. 6 below. In some embodiments the wings are further comprised of a left wing portion 62A and right wing portion 62B located at the end of the left and right wing respectively. In some embodiments, each wing portion is configured to fold away from at least one tiltable rotor 10, further illustrated and discussed with respect to Fig. 1 A herein below.

[0055] In some embodiments, folding of each wing portion 62A and 62B is achieved by a mechanism connected to the respective shafts 50A and 50B. Non-limiting examples for the mechanism includes: a linkage assembly, and a meshed gear system. In some embodiments, in the case of larger scale aircraft, non-limiting examples for the mechanism includes: a hydraulic cylinder assembly, an electro-mechanical device and the like. In some embodiments, shafts 50A and 50B are configured to rotate independently of each other, further illustrated and discussed with respect to Fig. 2 herein below. [0056] In some embodiments, wings 60A and 60B are further comprised of at least one wing control surface 64A and 64B, respectively.

[0057] Aircraft 100 may further include a pusher propeller 20 statically mounted to fuselage 70, wherein a rotational axis of the pusher propeller is parallel to longitudinal axis J of the aircraft. In some embodiments, pusher propeller 20 may be mounted at any other location on an aircraft (e.g., aircraft 400), for example, a rear tail 30, further illustrated and discussed herein with respect to Fig. 7C. Aircraft 100 may further include at least two foldable tiltable rotors 10 mounted to an end of wings 60A and 60B.

[0058] In some embodiments, pusher propeller 20 is powered by a motor selected from: a combustion motor, electric motor, turbo-prop motor, piston-prop motor, and a ducted fan. In some embodiments, in the case of larger scale aircraft, a non-limiting example for the pusher propeller 20 includes a jet engine. In some embodiments, the motor of pusher propeller 20 may be further comprised of a system capable of recharging a battery powering the motors of tiltable rotors 10. Non-limiting examples of the battery recharging system includes: a kinetic energy recovery system (KERS), and a regenerator. In some embodiments, pusher propeller 20 is comprised of two contra-rotating propellers, powered by at least one motor. In some embodiments, the two contra-rotating propellers are configured to rotate in separate directions around the longitudinal axis J of the aircraft, in order to create a net-zero torque around longitudinal axis J by applying equal torques in opposite directions, to reduce a roll moment of the aircraft created by increasing throttle of pusher propeller 20. In some embodiments, each contra-rotating propeller is powered by an individual motor, to reduce the likelihood of operational failure upon motor failure.

[0059] In some embodiments, each foldable tiltable rotor 10 is further comprised of at least two propeller blades 13, a folding mechanism 11 or 11A configured to fold the propeller blades in line with the axis of rotation R of the tiltable rotor, and a helix-shaped guide piece 15 configured to open the propeller blades, further illustrated and discussed with respect to Figs. 3A-3D herein below.

[0060] In some embodiments, folding mechanism 11 or 11A can be any mechanism capable of folding propeller blades 13 in line with the axis of rotation R of the tiltable rotor 10. Nonlimiting examples of folding mechanism 11 or 11A include: a spring, a hydraulic cylinder assembly, an electromechanical device, and the like. In some embodiments, if the rotational axis R of each foldable tiltable rotor 10 is parallel to longitudinal axis J of the aircraft, as folding mechanism 11 folds propeller blades 13 in line with the axis of rotation R of the tiltable rotor, the drag coefficient of the aircraft is significantly reduced.

[0061] Reference is now made to Fig. 3 A which is an illustration of foldable rotor 10 with folding mechanism 11 according to some embodiments of the invention. In some embodiments, helix-shaped guide piece 15 is a static piece mounted to each tiltable rotor 10. In some embodiments, non-limiting examples of the guide piece composition includes plastic, carbon fiber reinforced polymers (CFRP), carbon fiber, steel, titanium and the like. In some embodiments, the curvature of the helix- shaped guide is in line with the at least two propeller blades 13. In some embodiments, the at least two propeller blades 13 further comprise a chamfered hinge to contact guide piece 15. In some embodiments, guide piece 15 is oriented at a position, illustrated with respect to Fig. 3 herein below. The orientation of guide piece 15, with respect to wing portions 62A or 62B is determined in order to prevent contact between propeller blades 13 and wing portions 62A or 62B. In some embodiments, as a motor engages foldable tiltable rotor 10 spinning the propeller blades, the propeller blades contact the surface of the helix-shaped guide 15, forcing the blades to open and generate thrust in the direction of their respective axis of rotation R, while preventing the propeller blades from contacting with wings 60A or 60B, or wing portions 62A or 62B .

[0062] Reference is now made to Figs. 3B, 3C and 3D which are illustrations of another foldable rotor 10A with folding mechanism 11A according to some embodiments of the invention. Folding mechanism 11A may include at least one worm cogwheel 12 mounted on the main shaft of motor 16 operating foldable propeller blades 13. Each foldable wing may be connected to a corresponding cogwheel 14, intersecting with worm cogwheel 12. Therefore, when motor 16 provides rotational movement to foldable propeller blades 13, worm cogwheel 12 rotates and lift foldable propeller blades 13. The location of foldable rotor 10A in wings 60A or 60B, prevents propeller blades from contacting with wings 60A or 60B, or wing portions 62A or 62B. When motor 16 is deactivated (e.g., by controller 210) foldable propeller blades 13 are folded back using a spiral spring 17.

[0063] In some embodiments, both foldable rotor and 10, 10A on a folded position, the motors have minimal aerodynamic affect on wings 60A or 60B, or wing portions 62A or 62B.

[0064] Aircraft 100 may further include a rear tail 30 located aft of pusher propeller 20, comprising at least one control surface. As known in the art, a location “aft” may refer to a rear of an aircraft, wherein a front of the aircraft is determined by the flight direction of the aircraft. In some embodiments, rear tail 30 may be located before pusher propeller 20 (e.g., longitudinally located between fuselage 70 and pusher propeller 20), as illustrated and discussed with respect to aircraft 400 of Fig. 7C herein. In some embodiments, the rear tail further comprises a pair of tail booms 32 and a horizontal wing 33 connected to the tail booms, further illustrated and discussed with respect to Fig. 2 herein below. In some embodiments, the tail booms are capable of being mounted to either: the wings 60A and 60B, or the fuselage 70. In some embodiments, the at least one control surface is at least one of: at least one vertical control surface 36 (also referred to as a “rudder” in the art) included in the rear tail beam and at least one horizontal control surface 34 (also referred to as an “elevator” in the art) connected to the horizontal wing 33, further illustrated and discussed with respect to Fig. 2 herein below. In some embodiments, the rotational axis V of the at least one vertical control surface is parallel to normal axis K of the fuselage 70. In some embodiments, the rotational axis H of the at least one horizontal control surface is parallel to the lateral axis I of the fuselage 70, wherein the rotational axes are further illustrated and discussed with respect to Fig. 1C herein below.

[0065] Reference is now made to Fig. IB which is an illustration of aircraft 100 according to some embodiments of the invention. In some embodiments, foldable tiltable rotors 10 are configured in a horizontal position, where the rotational axis R, illustrated in Fig. 1 A, of the foldable tiltable rotors 10 is parallel to the longitudinal axis J of the aircraft. In some embodiments, pusher propeller 20 may be configured to be the only propellant of the aircraft. [0066] Reference is now made to Fig. 1C which is an illustration of aircraft 100 according to some embodiments of the invention. In some embodiments, the rotation axis R of foldable tiltable rotors 10 is parallel to the rotation axis of pusher propeller 20 (and the longitudinal axis J of aircraft 100). In some embodiments, pusher propeller 20 and foldable tiltable rotors 10 may be configured to provide thrust simultaneously in the same direction. In some embodiments, the rotational axis V of the at least one vertical control surface and the rotational axis H of the at least one horizontal control surface are perpendicular to each other. In some embodiments, the orientation of rotational axis V can be negative 45 to positive 45 degrees, or any value in between, with respect to the longitudinal axis J of aircraft 100. For example, the orientation of rotational axis V can be between negative 40 to positive 40, between negative 35 to positive 35, between negative 30 to positive 30, and between negative 25 to positive 25. In some embodiments, the orientation of rotational axis V can be between negative 50 to positive 50, between negative 60 to positive 60 or more.

[0067] In some embodiments, the orientation of rotational axis V can be negative 45 to positive 45 degrees, or any value in between, with respect to the normal axis K of aircraft 100. For example, the orientation of rotational axis V with respect to the normal axis K can be between negative 40 to positive 40, between negative 35 to positive 35, between negative 30 to positive 30, and between negative 25 to positive 25. In some embodiments, the orientation of rotational axis V with respect to the normal axis K can be between negative 50 to positive 50, between negative 60 to positive 60 or more. In some embodiments, in the case of aircraft 100 comprising more than one vertical control surface wherein at least one vertical control surface is mirrored along the longitudinal axis J of aircraft 100, a rotational axis of each vertical control surface may be oriented at opposite angles with respect to the normal axis K of aircraft 100.

[0068] Reference is now made to Fig. 2 which is a side view of aircraft 100 according to some embodiments of the invention. In some embodiments, foldable tiltable rotors 10 may be located at the center of gravity denoted ‘C.G’ of aircraft 100. In some embodiments, a tilting axis of foldable tiltable rotors 10 may be centered on aircraft 100 CG. In some embodiments, the CG of aircraft 400 may be located aft of the tilting axis of foldable tiltable rotors 10, as illustrated and discussed with respect to Fig. 7D herein.

[0069] In some embodiments, foldable tiltable rotors 10 are configured to rotate a range of at least 165 degrees (e.g., at least 170°, 175°, 180°) along the tilting axis with respect to the normal axis K of aircraft 100. In some embodiments, the at least 165 degrees of tilting capability of foldable tiltable rotors 10 may include: 45 degrees of rearward rotation with respect to the normal axis K of aircraft 100, 90 degrees of vertical rotation with respect to a longitudinal axis J of aircraft 100, and a negative 30 degrees of rotation with respect to a longitudinal axis J of aircraft 100. In some embodiments, the tiltable rotors are further configured to apply throttle in a rearward direction while the tiltable rotors are in a rearwardfacing configuration, to generate a reverse thrust on the aircraft. In some embodiments, each tiltable rotor, connected to independent shafts 50A or 50B, is configured to rotate independently with respect to each other. In some embodiments, shafts 50A and 50B are configured to rotate in opposite directions, to configure the tiltable rotors on each wing to tilt at an opposite angle. [0070] In some embodiments, at least one horizontal control surface 34 is in line with the rotational axis of pusher propeller 20. In some embodiments, to create an efficient airflow onto the horizontal control surface 34, rotational axis of pusher propeller 20 is located on the same longitudinal plane as the leading edge of rear tail 30’s horizontal wing 33, comprising horizontal control surface 34. In some embodiments, as an airflow is generated from pusher propeller 20, horizontal control surface 34 is provided with enough airflow to create a pitching moment (rotation around lateral axis I) of aircraft 100.

[0071] Reference is now made to Fig. 3 which is an illustration a tiltable rotor 10 according to some embodiments of the invention. In some embodiments, each tiltable rotor 10 may be comprised of folding mechanism 11, at least two propeller blades 13, and helix-shaped guide piece 15. In some embodiments, helix-shaped guide piece 15 is oriented parallel to each wing portion 62A or 62B, in order to prevent contact between propeller blades 13 and wing portion 62 A or 62B. In some embodiments, tiltable rotor 10 may be covered by an aerodynamically efficient shell to decrease aircraft 100’s drag coefficient. In some embodiments, non-limiting examples of the shell composition includes plastic, carbon fiber reinforced polymers (CFRP), carbon fiber, or aluminum.

[0072] Reference is now made to Fig. 4 which is an illustration of a wing folding mechanism according to some embodiments of the invention. In some embodiments, a linkage assembly 51 connects each shaft 50 to respective wing portion 62. In some embodiments, each linkage assembly 51 is comprised of a control horn 52 rigidly mounted to a shaft 50, and a rod 54 mounted to the control horn. In some embodiments, rod 54 is comprised of two ball-link pins capable of free rotation around their shaft axis, configured to transfer a force from the control horn 52 longitudinally through the rod and into wing portion 62. In some embodiments, each linkage assembly 51 is configured to fold respective wing portion 62 with respect to a rotation of shaft 50 away from tiltable rotor 10. In some embodiments, as shaft 50 rotates, fixed control horn 52 rotates an equal amount, forcing rod 54 to fold wing portion 62 away from tiltable rotor 10.

[0073] Reference is now made to Fig. 5 which is an illustration of another wing folding mechanism according to some embodiments of the invention. In some embodiments, a meshed gear assembly 55 connects each shaft 50 to respective wing portion 62. In some embodiments, each meshed gear assembly 55 is comprised of a shaft gear 56 and a wing portion gear 58. In some embodiments, each meshed gear assembly 55 is configured to fold respective wing portion 62 with respect to a rotation of shaft 50 away from tiltable rotor 10. In some embodiments, the gear ratio between shaft gear 56 and wing portion gear 58 is 1:1. In some embodiments, the gear ratio between shaft gear 56 and wing portion gear 58 may be between 1: 1 to 1:2 and any value in-between. In some embodiments, as each shaft rotates a certain amount of degrees with respect to lateral axis I to rotate the foldable tiltable rotors 10, each wing portion folds a certain amount of degrees due to the respective gear ratio.

[0074] Reference is now made to Fig. 6 which is an illustration of another aircraft according to some embodiments of the invention. In some embodiments, aircraft 200 may be comprised without wings 60A and 60B . Aircraft 200 may be comprised of left shaft 50A and right shaft 50B, connected to at least two foldable tiltable rotors 10. In some embodiments, aircraft 200 may be comprised of pusher propeller 20, and rear tail 30 located aft of the pusher propeller 20 and comprising at least one control surface 34.

[0075] In some embodiments, aircraft 200 is comprised of a structural skeletal frame, wherein lift of the aircraft is configured to be significantly generated from the foldable tiltable rotors 10 and pusher propeller 20. Non-limiting examples of the composition of the skeletal frame include plastic, carbon fiber reinforced polymers (CFRP), carbon fiber, aluminum, and the like. In some embodiments, foldable tiltable rotors 10 may be configured to tilt their respective axis of rotation.

[0076] In some embodiments, at least one control surface 34 of rear tail 30 is in line with the rotational axis of pusher propeller 20. In some embodiments, to create an efficient airflow onto the control surface 34, rotational axis of pusher propeller 20 is located on the same longitudinal plane as the control surface 34. In some embodiments, as an airflow is generated from pusher propeller 20, control surface 34 is provided with enough airflow to create a pitching moment (rotation around lateral axis I) of aircraft 200.

[0077] In some embodiments, aircrafts 100 and/or 200 may be further comprised of landing gear 80, mounted to aircraft 100 or 200. In some embodiments, a selected height of landing gear 80 may be chosen based on propeller radius of pusher propeller 20 or propeller blade radius of foldable tiltable rotors 10. In some embodiments, landing gear 80 may further be configured to retract towards the fuselage of aircraft 100 or 200.

[0078] Reference is now made to Figs. 7A and 7B illustrating an aircraft according to some embodiments of the invention. An aircraft 300 may include substantially the same components, elements and units as aircraft 100 discussed herein above. Aircraft 300 may include a fuselage 70, independent shafts 50A and 50B and two wings 60A and 60B mounted to the sides of the fuselage. In some embodiments, aircraft 300 may be comprised of wing portions 62A and 62B located at the end of left wing 60A and right wing 60B respectively, configured to rotate around a lateral axis I of aircraft 300. In some embodiments, wing portions 62A and 62B are connected to wings 60A and 60B by independent shafts 50A and 50B, respectively. In some embodiments, a chord length of wing portions 62A and 62B are equal to a chord length of wings 60A and 60B. In some embodiments, foldable tiltable rotors 10 are statically mounted to wing portions 62 A and 62B, wherein a tilt of rotational axis R of each tiltable rotor is determined by the rotation of shafts 50A and 50B. In some embodiments, aircraft 300 lacks a meshed gear assembly 52 or linkage assembly 56.

[0079] In some embodiments, wing portions 62A and 62B of aircraft 300 are configured as wing control surfaces, capable of tilting at an angle 9 with respect to longitudinal axis J of aircraft 300, as illustrated in Fig. 7B.

[0080] Aircraft 300 may further include pusher propeller 20 and rear tail 30 which are substantially similar to pusher propeller 20 and rear tail 30 of aircraft 100. Aircraft 300 may further include landing gear 80 which is substantially similar to landing gear 80 of aircraft 100.

[0081] Reference is now made to Fig. 7C illustrating an aircraft 400 according to some embodiments of the invention.

[0082] An aircraft 400 may include substantially similar elements to aircrafts 100, 200, and 300 discussed herein. For example, aircraft 400 may include: at least two foldable tiltable rotors 10, a pusher propeller 20, a rear tail 30, a fuselage 70, and landing gear 80, which may include similar elements and perform substantially similar to respective components discussed herein with respect to aircrafts 100, 200, and 300.

[0083] Aircraft 400 may include at least one vertical rotor 40 mounted to aircraft 400 (e.g., mounted to fuselage 70 of aircraft 400). Vertical rotor 40 may include substantially similar components as foldable tiltable rotors 10, for example, at least two propeller blades, configured to generate thrust in a direction of a rotational axis (e.g., a shaft axis) thereof. In some embodiments, vertical rotor 40 may be configured to generate thrust in a vertical (e.g., perpendicular with respect to a longitudinal axis of aircraft 400) direction. In such embodiments, foldable tiltable rotors 10 and vertical rotor 40 may be configured to generate a combined vertical thrust. In some embodiments, the combined vertical thrust of foldable tiltable rotors 10 and vertical rotor 40 may be capable of creating a pitching moment about a center of gravity of aircraft 400, further discussed herein. In some embodiments, vertical rotor 40 may be configured to rotate or tilt its rotational axis, in a manner substantially similar to foldable tiltable rotors 10 discussed herein with respect to Fig. 2. For example, vertical rotor 40 may be configured to rotate a rotational axis thereof at least 165 degrees with respect to a normal axis of aircraft 400. In such embodiments, vertical rotor 40 set at a forward angle (e.g., rotational axis set at 90 degrees with respect to the normal axis) may be used to propel aircraft 400 forward, for example during forward flight.

[0084] In some embodiments, pusher propeller 20 may be located aft of rear tail 30, further illustrated and discussed herein with respect to Fig. 7E. In some embodiments, pusher propeller 20 may be mounted to at least one of: the fuselage 70, rear tail 30, and a wing 60A or 60B . In some embodiments where a pitch axis of aircraft 400 is stabilized by the combined vertical thrust of foldable tiltable rotors 10 and vertical rotor 40, pusher propeller 20 may not be required to generate an airflow over rear tail 30 in order to stabilize the pitch axis of aircraft 400.

[0085] In some embodiments, rear tail 30 may include at least one control surface 34. In some embodiments, rear tail 30 may be located fore or aft of pusher propeller 20 with respect to a longitudinal direction of aircraft 400. In some embodiments where rear tail 30 is shaped in a V-tail configuration, as illustrated, the at least one control surface 34 may be configured to tilt in a vertical and horizontal direction with respect to a lateral axis of aircraft 400.

[0086] Reference is now made to Fig. 7D illustrating an aircraft 400 according to some embodiments of the invention.

[0087] In some embodiments, a center of gravity (C.G.) of aircraft 400 may be located aft of tilting axis I of foldable tiltable rotors 10 as illustrated. In such embodiments, lateral axis Iv of vertical rotor 40 may be located aft of aircraft 400 CG, such that the CG may be located between axes I and I _v of foldable tiltable rotors 10 and vertical rotor 40, respectively. In such embodiments, aircraft 400 may be configured to apply a combined vertical thrust (e.g., via vertical rotor 40 and foldable tiltable rotors 10), in order to stabilize a pitch axis thereof about the CG.

[0088] Reference is now made to Fig. 7E illustrating a rear tail of an aircraft which may be included in an aircraft 400 according to some embodiments of the invention. In some embodiments, pusher propeller 20 may be located between a rear tail 30 and at least one control surface 34. In such embodiments, pusher propeller 20 may be configured to generate an airflow over the at least one control surface 34, such that the at least one control surface 34 may be capable of creating a pitching moment about a CG of aircraft 400 as discussed herein.

[0089] Reference is now made to Figs. 7F and 7G illustrating portions of aircraft 400 according to some embodiments of the invention.

[0090] In some embodiments, fuselage 70 may further include a side door 72 and lower door 74 for housing the at least one vertical rotor 40. In some embodiments, each door 72 and 74 may have an open state and a closed state. In an open state (as illustrated), doors 72 and 74 may allow for a free rotation of vertical rotor 40. Additionally, lower door 74 in the open state may allow for additional air intake to vertical rotor 40 for improved efficiency during a vertical take-off or landing, as illustrated in Fig. 1 IB showing an underside view of aircraft 400. In the closed state, doors 72 and 74 may be closed in order to reduce drag during forward flight. In such embodiments, doors 72 and 74 in the closed state may prevent a rotation of vertical rotor 40. In some embodiments, fuselage 70 may further include an upper door (not illustrated) located above vertical rotor 40, to allow for additional airflow efficiency during a vertical take-off or landing. In such embodiments, the upper door may be configured to open to allow for improved airflow, and close in order to reduce drag during forward flight.

[0091] Reference is now made to Figs. 8 A and 8B illustrating an aircraft according to some embodiments of the invention. The aircraft of Figs. 8A and 8B may be one of aircrafts 100, 200, 300 or 400. In some embodiments, pusher propeller 20 is comprised of a ducted fan, as illustrated in Fig. 8A. In some embodiments, pusher propeller 20 is comprised of a jet engine, as illustrated in Fig. 8B.

[0092] In some embodiments, an aircraft may include a combination of at least some of the components of aircrafts 100, 200, 300 or 400 discussed herein above depending on the desired use of said aircraft. In some embodiments, for example, an aircraft may include wings 60A and 60B of aircraft 300 and may lack landing gear 80. In some embodiments, for example, an aircraft may include wings 60A and 60B of aircraft 300 and wing control surfaces 64 A and 64B of aircraft 100. In some embodiments, for example, an aircraft may include linkage assembly 51 of aircraft 100 and may lack wing control surfaces 64 A and 64B of aircraft 100.

[0093] In some embodiments, wings 60A and 60B of aircraft 100 or 300 may be capable of providing a buoyant force sufficient enough to float said aircraft 100 or 300 during a water takeoff or water landing. In some embodiments, rear tail 30 of aircraft 100 or 300 may be capable of providing an additional buoyant force to float aircraft 100 or 300. In some embodiments, fuselage 70 or rear tail 30 of aircraft 400 may be capable of providing a buoyant force sufficient enough to float aircraft 400 during a water takeoff or water landing, for example, by floating foldable tiltable rotors 10 and vertical rotor 40 above a body of water in order to allow rotors 10 and 40 to operate as intended. In some embodiments, avionics of aircraft 100 or 300 may be housed in at least one waterproof housing in order to perform a water takeoff or water landing.

[0094] Reference is now made to Fig. 9 illustrating a block diagram of at least some of the components of aircraft 100, 200, 300 or 400 according to some embodiments of the invention. In some embodiments, aircraft 100, 200, 300 or 400 may further comprise controller 210, wherein said controller is configured to control at least one controllable component of the aircraft. In some embodiments, the controllable components of the aircraft are selected from: the pusher propeller 20, foldable tiltable rotors 10, at least one vertical rotor 40, and at least one control surface.

[0095] In some embodiments, controller 210 is configured to control a tilting unit 220 to rotate the rotational axis of the at least two foldable tiltable rotors 10 with respect to a lateral axis of fuselage 70. In some embodiments, tilting unit 220 may further rotate a rotational axis of the at least one vertical rotor 40 of aircraft 400 with respect to a lateral axis of the at least one vertical rotor 40. In some embodiments, controller 210 is configured to control a throttle unit 230 to adjust the throttle of pusher propeller 20 and the throttle of at least two foldable tiltable rotors 10. In some embodiments, throttle unit 230 may further adjust the throttle of the at least one vertical rotor 40 of aircraft 400. In some embodiments, controller 210 is configured to control at least one control surface, for example, the at least one control surface is selected from: wing control surfaces 64A and 64B, horizontal control surface 34, and vertical control surface 36.

[0096] In some embodiments, controller 210 may be configured to control the at least two foldable tiltable rotors 10 to provide hovering to aircraft 100, 200, 300 and 400, while the pusher propeller 20 in not activated; and the pusher propeller 20 to provide forward trust to the aircraft while folding the foldable tiltable rotors 10. In some embodiments, unfolding/ and folding of the foldable tiltable rotors 10 may be done automatically upon activating/deactivating the motors of foldable tiltable rotors 10.

[0097] In some embodiments, tilting unit 220 is configured to rotate the rotational axis of the at least two foldable tiltable rotors 10 by rotating left shaft 50A and right shaft 50B. In some embodiments, the shafts 50A and 50B are each connected to either a meshed gear system 55 or linkage assembly 51. For example, meshed gear system 55 is comprised of shaft gear 56 and wing portion gear 58. In another example, linkage assembly 51 is comprised of control horn 52 and rod 54. In some embodiments, either meshed gear system 55 or linkage assembly 51 connects shaft 50 to wing portion 62. In some embodiments, tilting unit 220 is further configured to fold a portion of each wing away from the at least two tiltable rotors. In some embodiments, for example, left wing portion 62 A and right wing portion 62B fold away from foldable tiltable rotors 10.

[0098] In some embodiments, controller 210 is further configured to be operated manually (e.g., by a pilot flying the aircraft or by an operator remotely operating the aircraft). In some embodiments, controller 210 is further configured to be operated automatically, for example, in an autonomous aircraft. In such case, aircraft 100, 200, 300 or 400 may further include a plurality of sensors (e.g., cameras, pressure sensors, thermometers, pitot tubes, gyro meters, accelerometers, etc.) configured to provide data to controller 210 for controlling aircraft 100, 200, 300 or 400. In some embodiments, controller 210 may be further comprised of flight navigation computers, for example, a flight controller. Therefore, controller 210 may include a code or instructions for autonomous operation, as further illustrated and discussed with respect to Fig. 15 hereinbelow.

[0099] Reference is now made to Fig. 10, which is a block diagram depicting a computing device, which may be included within an embodiment of aircraft 100, 200, 300 or 400, according to some embodiments. In some embodiments, computing device 1 is an embodiment of controller 210, configured to control at least one controllable component of aircraft 100, 200, 300 or 400, for example, tilting unit 220, throttle unit 230, and at least one control surface.

[00100] Computing device 1 may include a processor or controller 2 that may be, for example, a central processing unit (CPU) processor, a chip or any suitable computing or computational device, an operating system 3, a memory 4, executable code 5, a storage system 6, input devices 7 and output devices 8. Processor 2 (or one or more controllers or processors, possibly across multiple units or devices) may be configured to carry out methods described herein, and/or to execute or act as the various modules, units, etc. More than one computing device 1 may be included in, and one or more computing devices 1 may act as the components of, a system according to embodiments of the invention.

[00101] Operating system 3 may be or may include any code segment (e.g., one similar to executable code 5 described herein) designed and/or configured to perform tasks involving coordination, scheduling, arbitration, supervising, controlling or otherwise managing operation of computing device 1, for example, scheduling execution of software programs or tasks or enabling software programs or other modules or units to communicate. Operating system 3 may be a commercial operating system. It will be noted that an operating system 3 may be an optional component, e.g., in some embodiments, a system may include a computing device that does not require or include an operating system 3.

[00102] Memory 4 may be or may include, for example, a Random Access Memory (RAM), a read only memory (ROM), a Dynamic RAM (DRAM), a Synchronous DRAM (SD-RAM), a double data rate (DDR) memory chip, a Flash memory, a volatile memory, a non-volatile memory, a cache memory, a buffer, a short term memory unit, a long term memory unit, or other suitable memory units or storage units. Memory 4 may be or may include a plurality of possibly different memory units. Memory 4 may be a computer or processor non-transitory readable medium, or a computer non-transitory storage medium, e.g., a RAM. In one embodiment, a non-transitory storage medium such as memory 4, a hard disk drive, another storage device, etc. may store instructions or code which when executed by a processor may cause the processor to carry out methods as described herein.

[00103] Executable code 5 may be any executable code, e.g., an application, a program, a process, task or script. Executable code 5 may be executed by processor or controller 2 possibly under control of operating system 3. Although, for the sake of clarity, a single item of executable code 5 is shown in Fig. 1, a system according to some embodiments of the invention may include a plurality of executable code segments similar to executable code 5 that may be loaded into memory 4 and cause processor 2 to carry out methods described herein. [00104] Storage system 6 may be or may include, for example, a flash memory as known in the art, a memory that is internal to, or embedded in, a micro controller or chip as known in the art, a hard disk drive, a CD-Recordable (CD-R) drive, a Blu-ray disk (BD), a universal serial bus (USB) device or other suitable removable and/or fixed storage unit. Data related to AOI may be stored in storage system 6 and may be loaded from storage system 6 into memory 4 where it may be processed by processor or controller 2. In some embodiments, some of the components shown in Fig. 1 may be omitted. For example, memory 4 may be a non-volatile memory having the storage capacity of storage system 6. Accordingly, although shown as a separate component, storage system 6 may be embedded or included in memory 4.

[00105] Input devices 7 may be or may include any suitable input devices, components or systems, e.g., a detachable keyboard or keypad, a mouse and the like. Output devices 8 may include one or more (possibly detachable) displays or monitors, speakers and/or any other suitable output devices. Any applicable input/output (RO) devices may be connected to Computing device 1 as shown by blocks 7 and 8. For example, a wired or wireless network interface card (NIC), a universal serial bus (USB) device or external hard drive may be included in input devices 7 and/or output devices 8. It will be recognized that any suitable number of input devices 7 and output device 8 may be operatively connected to Computing device 1 as shown by blocks 7 and 8.

[00106] A system according to some embodiments of the invention may include components such as, but not limited to, a plurality of central processing units (CPU) or any other suitable multi-purpose or specific processors or controllers (e.g., similar to element 2), a plurality of input units, a plurality of output units, a plurality of memory units, and a plurality of storage units.

[00107] Unless explicitly stated, the method embodiments described herein are not constrained to a particular order or sequence. Furthermore, all formulas described herein are intended as examples only and other or different formulas may be used. Additionally, some of the described method embodiments or elements thereof may occur or be performed at the same point in time.

[00108] Reference is now made to Fig. 11, which is a flowchart of a method of controlling an aircraft according to some embodiments of the invention. The method may include one of the following: hovering maneuver, vertical take-off and landing, horizontal take-off and landing, transition from vertical take-off to forward flight. The method of Fig. 11 may be conducted by controller 210 or by any other suitable controller.

[00109] In some embodiments, the decision-making process of controller 210 may be based on remote instructions or autonomously based on signals from sensors. In some embodiments, controller 210 may receive remote instructions from a remote controller communication, for example, a transmitter being manually operated. In some embodiments, controller 210 may decide to control aircraft 100, 200 or 300 based on real-time sensor data being received by controller 210. In some embodiments, as sensor data is received by controller 210, instructions or codes embedded in controller 210 determine a response and execute a control based on incoming sensor data. In some embodiments, decisions to control aircraft 100, 200 or 300 can be fully autonomous, fully decided by a manually operated transmitter, or semi-automatic, for example, for safety recovery systems. In some embodiments, decisions of controller 210 based on sensor data may override instructions based on a manually operated transmitter signal. In some embodiments, decisions of controller 210 to control aircraft 100, 200 or 300 may act in parallel to inputs received by manually operated transmitters, for example, to make small corrections in control surface orientation based on sensor data. In some embodiments, decisions of controller 210 to control aircraft 100, 200 or 300 may result from inputs received by manually operated transmitters, for example, to correct a roll stability factor caused by manual control of throttle unit 230.

[00110] To initiate the control of an aircraft, a command may be received by controller 210 or from a remote controller communication with controller 210. Said command may be instructions for a maneuver of aircraft 100, 200 or 300. Non-limiting examples for the command includes vertical take-off, vertical landing, horizontal take-off, horizontal landing, hovering at a single point, ascent, descent, heading direction. In some embodiments, said command may further include geographical coordinates for directional navigation. In some embodiments, when said command is received by controller 210 or from a remote controller communication with controller 210, controller 210 may control at least one of: tilting unit 220, throttle unit 230, horizontal control surface 34, vertical control surface 36, and wing control surfaces 64A and 64B.

[00111] In step 1005, a tilting unit may be controlled to rotate tiltable rotors, mounted at an end of each wing of the aircraft, wherein the tilting unit is configured to rotate the tiltable rotors on a pitch axis of the aircraft to a vertical position. In some embodiments, tilting unit 220 may rotate foldable tiltable rotors 10 of aircraft 100, 200 or 300. In some embodiments, controlling the tilting unit may take place during at least one of: hovering, vertical take-off, vertical landing.

[00112] In some embodiments, controlling the tilting unit further folds a portion of each wing away from the at least two foldable tiltable rotors 10. In some embodiments, controlling the tilting unit further comprises rotating the axis of rotation of the tiltable rotors a range of at least 165 degrees with respect to the pitch axis of the aircraft.

[00113] In some embodiments, controller 210 may during least one of hovering, vertical takeoff and vertical landing, ensure the deactivation a pusher propellor statically mounted to a fuselage of the aircraft.

[00114] In step 1010, a throttle unit may be controlled to adjust throttle of the aircraft’s motors to stabilize the aircraft and increase thrust, wherein the throttle unit is configured to adjust the throttle output of at least one of: a pusher propeller, statically mounted to a fuselage of the aircraft, and the throttle output of the at least two tiltable rotors. In some embodiments, throttle unit 230 may adjust throttle of the aircraft’s motors, powering pusher propeller 20 and at least two foldable tiltable rotors 10. In some embodiments, step 1010 may include controlling a throttle unit to adjust throttle of the aircraft’s motors to increase thrust, by adjusting the throttle output of the pusher propeller while folding the foldable tiltable rotors.

[00115] In step 1020, at least one control surface may be controlled, wherein at least one control surface is included in a rear tail located aft of the pusher propeller, to stabilize a pitch axis of the aircraft, wherein controlling the at least one control surface comprises adjusting an angle of the at least one control surface. In some embodiments, at least one control surface comprises wing control surfaces 64 A and 64B, horizontal control surface 34, and vertical control surface 36.

[00116] In some embodiments, steps 1005 to 1020 may be repeated in any order to stabilize the aircraft during vertical take-off or vertical landing. In some embodiments, stabilizing the aircraft is achieved by: controlling the tilting unit to rotate the tiltable rotors into a vertical position, controlling the throttle unit to adjust throttle of the tiltable rotors to stabilize a roll axis of the aircraft, controlling the throttle unit to adjust throttle of the pusher propeller to generate an airflow over the at least one control surface, and controlling the at least one control surface to stabilize the pitch axis of the aircraft. In some embodiments, as the tiltable rotors are configured in a vertical position with respect to the longitudinal axis of the aircraft, the tiltable rotors are capable of stabilizing the roll axis of the aircraft by applying correcting thrust in the vertical direction, creating roll moments on the wings. In some embodiments, stabilization further comprises of increasing throttle of the pusher propeller, creating an airflow over at least one control surface located aft of the pusher propeller. In some embodiments, stabilization of the aircraft can be achieved by controlling the throttle unit to maintain a constant throttle of the pusher propeller, for example, a constant throttle of 15 to 25 percent, and any value in between. In some embodiments, the at least one control surface is capable of creating a large enough pitching moment, with the airflow generated from the pusher propeller, to stabilize the pitch axis of the aircraft. In some embodiments, stabilization of the aircraft may further comprise of controlling at least one vertical control surface, located aft of the pusher propeller, to create a stabilizing yaw moment of the aircraft. In some embodiments, the at least one vertical control surface is provided an airflow generated from the pusher propeller to create a stabilizing moment. In some embodiments, the method of stabilizing the aircraft in the pitch, roll, and yaw axes may be used in any other instance during flight of the aircraft, for example, during crosswinds, heavy weather, or power loss of any of the aircraft’s motors.

[00117] In some embodiments, steps 1005 to 1020 may be repeated in any order to achieve a hovering maneuver of aircraft 100, 200 or 300. In some embodiments, a hovering maneuver of the aircraft comprises: controlling the tilting unit to rotate the tiltable rotors slightly rearward, within a tilt angle of 2 to 7 degrees, and any value in between, of a vertical configuration with respect to normal axis K of the aircraft. In some embodiments, the tilt angle of the tiltable rotors may be decided by the forward ground speed of the aircraft, the nose wind of the aircraft, or the yaw stability of the aircraft. In some embodiments, the hovering maneuver further comprises controlling the throttle unit to adjust throttle of the aircraft’s motors, to stabilize the roll axis of the aircraft by applying different amounts of throttle to each tiltable rotor on each wing, creating a roll moment, and to generate: a combined vertical and rearward thrust from the tiltable rotors, and a forward thrust from the pusher propeller.

[00118] In some embodiments, the hovering maneuver further comprises controlling the at least one control surface to stabilize the pitch axis of the aircraft. In some embodiments, the rearward thrust generated from the tiltable rotors equals the forward thrust generated from the pusher propeller, to create a net-zero thrust in the lateral and longitudinal directions. In some embodiments, the vertical thrust generated from the tiltable rotors equals the gravitational force on the aircraft, creating a net-zero force in the normal direction of the aircraft. In some embodiments, the aircraft may be stabilized during said hovering maneuver by further controlling horizontal control surface to stabilize the pitch axis of the aircraft. In some embodiments, controlling said horizontal control surface may result in a change of pitch of the aircraft, resulting in a change of a drag coefficient of the aircraft, for example, during a nose tilt of the fuselage.

[00119] In some embodiments, steps 1005 to 1020 may be repeated in any order to achieve a horizontal takeoff maneuver of aircraft 100, 200 or 300. In some embodiments, a horizontal takeoff maneuver of the aircraft is achieved by: controlling the throttle unit to increase throttle of all the aircraft’s motors, configured in forward-facing positions, to generate forward thrust, and controlling the at least one control surface to tilt upward to pitch the aircraft upward (e.g., by increasing drag on the at least one control surface, creating a positive pitching moment about the aircraft’s center of gravity, as known in the art). In some embodiments, aircraft 100, 200 or 300 is further comprised of landing gear 80, referenced in Fig. 6, during a horizontal takeoff to elevate the aircraft from the surface. In some embodiments, the at least one control surface tilting upward includes: the at least one control surface 34 (or “elevator”). In some embodiments, during any time of the flight or in a case of emergency, foldable tiltable rotors 10 are capable of providing forward thrust to maintain a cruising speed or altitude of the aircraft.

[00120] In some embodiments, steps 1005 to 1020 may be repeated in any order to achieve a horizontal landing maneuver of aircraft 100, 200 or 300. In some embodiments, a horizontal landing maneuver of the aircraft is achieved by: controlling the throttle unit to decrease throttle of all the aircraft’s motors, configured in forward-facing positions, to reduce forward thrust; controlling the at least one control surface to tilt downward, to pitch the aircraft downward (e.g., by increasing lift on the at least one control surface, creating a negative pitching moment about the aircraft’s center of gravity, as known in the art) and reduce speed of the aircraft; controlling the at least one control surface to stabilize the pitch axis of the aircraft during landing. In some embodiments, at least one control surface tilting downward with respect to the longitudinal direction of the aircraft includes: the at least one control surface 34. In some embodiments, the at least one control surface stabilizing the pitch axis of the aircraft during landing includes: horizontal control surface 34.

[00121] In some embodiments, steps 1005 to 1020 may be repeated in any order to achieve a maneuver wherein aircraft 100, 200 or 300 transitions from vertical takeoff to forward flight. In some embodiments, a transition from vertical takeoff to forward flight of the aircraft is comprised of: controlling the tilting unit to rotate the tiltable rotors forward and fold a portion of each wing back to form full wings, to increase forward thrust, and controlling the at least one control surface to tilt upward, to pitch the aircraft upward. In some embodiments, controlling the tilting unit rotates foldable tiltable rotors 10 and folds wing portions 62A and 62B back to form full wings. In some embodiments, the at least one control surface tilting upward includes: the at least one control surface 34.

[00122] In some embodiments, steps 1005 to 1020 may be repeated in any order to achieve a maneuver wherein aircraft 100, 200 or 300 achieves a yaw moment. In some embodiments, this maneuver can be achieved at any time of the aircraft control, nonlimiting examples including: before takeoff, during takeoff, during flight. In some embodiments, achieving a yaw moment is comprised of: controlling the tilting unit to rotate the tiltable rotors on each wing opposite from each other. In some embodiments, achieving a yaw moment may be further comprised of controlling the throttle unit to adjust throttle on the tiltable rotors, to increase or decrease the yaw moment applied on the aircraft. In some embodiments, as the foldable tiltable rotors 10 are configured in opposite angles on each wing with respect to the normal axis K of the aircraft, the tiltable rotors are capable of applying a yaw moment on the aircraft by applying thrust in opposite directions with respect to the normal axis K.

[00123] Reference is now made to Fig. 12, which is a flowchart of a method of controlling an aircraft (e.g., aircraft 400) according to some embodiments of the invention. The method may include one of the following: hovering maneuver, vertical take-off and landing, horizontal take-off and landing, transition from vertical take-off to forward flight. The method of Fig. 12 may be conducted by controller 210 or by any other suitable controller.

[00124] In some embodiments, the decision-making process of controller 210 may be based on remote instructions or autonomously based on signals from sensors. In some embodiments, controller 210 may receive remote instructions from a remote controller communication, for example, a transmitter being manually operated. In some embodiments, controller 210 may decide to control aircraft 400 based on real-time sensor data being received by controller 210. In some embodiments, as sensor data is received by controller 210, instructions or codes embedded in controller 210 determine a response and execute a control based on incoming sensor data. In some embodiments, decisions to control aircraft 400 can be fully autonomous, fully decided by a manually operated transmitter, or semiautomatic, for example, for safety recovery systems. In some embodiments, decisions of controller 210 based on sensor data may override instructions based on a manually operated transmitter signal. In some embodiments, decisions of controller 210 to control aircraft 400 may act in parallel to inputs received by manually operated transmitters, for example, to make small corrections in control surface orientation based on sensor data. In some embodiments, decisions of controller 210 to control aircraft 400 may result from inputs received by manually operated transmitters, for example, to correct a roll stability factor caused by manual control of throttle unit 230.

[00125] To initiate the control of an aircraft, a command may be received by controller 210 or from a remote controller communication with controller 210. Said command may be instructions for a maneuver of aircraft 400. Non-limiting examples for the command includes vertical take-off, vertical landing, horizontal take-off, horizontal landing, hovering at a single point, ascent, descent, heading direction. In some embodiments, said command may further include geographical coordinates for directional navigation. In some embodiments, when said command is received by controller 210 or from a remote controller communication with controller 210, controller 210 may control at least one of: tilting unit 220, throttle unit 230, and control surface 34.

[00126] In step S2005, a tilting unit (e.g., tilting unit 220) may be controlled to rotate tiltable rotors (e.g., foldable tiltable rotors 10), mounted at an end of each wing of the aircraft, wherein the tilting unit is configured to rotate the tiltable rotors on a pitch axis of the aircraft to a vertical position. In some embodiments, controlling the tilting unit 220 may take place during at least one of: hovering, vertical take-off, and vertical landing.

[00127] In some embodiments, controlling the tilting unit 220 further folds a portion of each wing (e.g., wings 60A and 60B) away from the at least two foldable tiltable rotors 10. In some embodiments, controlling the tilting unit 220 further comprises rotating the axis of rotation of the foldable tiltable rotors 10 a range of at least 165 degrees with respect to the pitch axis of aircraft 400. [00128] In step S2010, a throttle unit (e.g., throttle unit 230) may be controlled to adjust throttle of the aircraft’s motors (e.g., foldable tiltable rotors 10, vertical rotors 40, pusher propeller 20) to stabilize at least one of: a pitch, roll, and yaw axis of the aircraft (e.g., aircraft 400). In some embodiments, throttle unit 230 is configured to adjust the throttle output of at least one of: pusher propeller 20, foldable tiltable rotors 10, and vertical rotors 40, in order to adjust (e.g., increase or decrease) a respective thrust thereof.

[00129] In some embodiments, steps S2005 to S2010 may be repeated in any order to stabilize an aircraft (e.g., aircraft 400 having at least one vertical rotor 40) during vertical take-off or vertical landing. In some embodiments, stabilizing aircraft 400 is achieved by: controlling the tilting unit to rotate the tiltable rotors into a vertical position, and controlling the throttle unit to adjust throttle of the aircraft’s motors (e.g., vertical rotor 40 and foldable tiltable rotors 10), to stabilize the roll, pitch, and yaw axis of the aircraft. In some embodiments, producing a moment in any of a pitch, roll, and yaw axis of aircraft 400 may include controlling throttle unit 230 to apply different amounts of throttle to each motor (e.g., vertical rotor 40 and foldable tiltable rotors 10), as known in the art.

[00130] In such embodiments, a center of gravity (CG) of the aircraft (e.g., aircraft 400) may be located between a tilting axis (e.g., axis I) of foldable tiltable rotors 10 and a lateral axis (e.g., axis I _v ) of vertical rotor 40. For example, stabilizing aircraft 400 may be achieved by applying a combined vertical thrust (e.g., via foldable tiltable rotors 10 and vertical rotor 40) of aircraft 400’s vertically configured motors, where a balance of thrust between fore (e.g., rotors 10) and aft (e.g., rotor 40) motors may be determined by at least one signal (e.g., a pitch rate) received from at least one sensor (e.g., a gyroscope as part of the plurality of sensors providing data to controller 210).

[00131] In some embodiments, steps S2005 to S2010 may be repeated in any order to achieve a hovering maneuver of an aircraft (e.g., aircraft 400 having at least one vertical rotor 40). In some embodiments, a hovering maneuver of the aircraft comprises: controlling the tilting unit to rotate the tiltable rotors slightly rearward (e.g., set at a tilt angle between 2 to 7 degrees with respect to a normal axis of aircraft 400, as discussed herein with respect to a hovering maneuver of aircraft 100, 200 or 300). In some embodiments, the hovering maneuver further comprises: controlling the throttle unit to adjust throttle of the aircraft’s motors, to stabilize at least one of: the roll and yaw axes of the aircraft, and to generate: a combined vertical and rearward thrust from the tiltable rotors, and a forward thrust from the pusher propeller; and controlling the at least one vertical rotor to stabilize the pitch axis of the aircraft.

[00132] In some embodiments, steps S2005 to S2010 may be combined with any one of steps S 1005 to S 1020 as discussed herein, to perform maneuvers (e.g., flight maneuvers) of the aircraft (e.g., aircraft 400) substantially similar to flight maneuvers discussed herein with respect to Fig. 11. For example, an aircraft 400 may be controlled (e.g., by controller 210) to achieve a yaw moment, by controlling the tilting unit 220 to rotate the foldable tiltable rotors 10 on each wing opposite from each other (e.g., forward and rearward tilt).

[00133] While certain features of the invention have been illustrated and described herein, many modifications, substitutions, changes, and equivalents may occur to those skilled in the art. It is, therefore, to be understood that the appended claims are intended to cover all such modifications and changes as fall within the true spirit of the invention.

[00134] Various embodiments have been presented. Each of these embodiments may of course include features from other embodiments presented, and embodiments not specifically described may include various features described herein.