Patent Publication Number: US-2023150658-A1

Title: Vertical Takeoff and Landing Propulsion System and Aircraft Design using Fixed Angle Ducted Fans Embedded into an Aerodynamic Body

Description:
RELATED APPLICATION 
     This application is a continuation of U.S. Pat. Application 16/932,138 filed Jul. 17, 2020 which claims the benefit of and priority to U.S. Provisional Pat. Application 62/875,103, filed on Jul. 17, 2019, entitled “A Vertical Takeoff and Landing Propulsion System and Aircraft Design using Fixed Angle Ducted Fans Embedded into an Aerodynamic Body”, the entirety of both of which are incorporated herein. 
    
    
     FIELD OF THE INVENTION 
     The present invention relates generally to aircraft or flying vehicles and, in particular, to a vertical takeoff and landing aircraft. 
     BACKGROUND OF THE INVENTION 
     Vertical Takeoff and Landing (VTOL) aircraft are becoming more prevalent thanks to the innovation and cost reduction of electronic motors, microcontrollers, and the advancement of VTOL control systems. New markets are emerging for a new type of small unmanned aircraft systems (SUAS), as well as personal small aircraft for missions and use cases in urban, or populated areas. The stabilization and adaptation of the multirotor has allowed for new industries such as package delivery by SUAS and the future air taxi industry. One major obstacle of all aircraft described above is safety and complexity. Safety is a major concern as large exposed propeller blades can inflict harm to nearby objects when spinning close to the ground. Wingless multirotor aircraft also have no way to recover or land safely when near the ground. Many systems have attempted to combat the safety concerns of open propellers, using ducted or shrouded propellers or embedding ducted fans with the thrust direction in the vertical downward direction into the body of the aircraft. This solves the safety problem in static conditions, however unique problems are exhibited with aircraft using this system. There is a stall characteristic in entering cruise velocity for forward flight at the front lip of the duct. This is mainly caused because air does not like to change direction quickly. The reason for this is a difference in air speed over parts of the fan in different locations of the duct. This causes unwanted torques, oscillations, and even structural failure in several attempted “fan in wing” and ducted fan designs. Another issue with fan in wing designs are stall and pitch-up moments caused by the Bernoulli’s effect and unsteady air flow over the back of the wing. In addition, the assembly, maintenance and replacement of aircraft components are difficult. Further, as payloads or itineraries change, aircraft need different performance characteristics not easily modified with set motors. 
     Therefore, what is needed is an aircraft and aircraft design which has improved flight characteristics for multi-motor fan in housing designs with improved assembly, maintenance, replacement, and modifiable performance characteristics. 
     SUMMARY OF THE INVENTION 
     The present invention over comes the limitations of known aircrafts and systems by providing an aircraft design which incorporates a modular design including the use of one or more multi-motor assemblies where the motors are in series within the multi-motor assembly. Still further, the multi-motor assemblies may be configured to include modular motor assemblies (“MMA” or “MMAs”) or modular sections. Ultimately, the present invention provides an aircraft with the ability to easily assemble or expand the multi-motor assemblies and, in doing so, modify the characteristics of the aircraft. The modularity also enhances the ability to maintain the aircraft by enabling motors or the units housing each motor to easily be replaced. 
     The multi-motor assemblies are designed by embedding a ducted fan or shrouded propeller into a body such as a wing, fuselage or nacelle at a fixed angle from 30-50 degrees and sloping the forward lip of the front duct has shown to decrease or even eliminate these adverse effects. Better flight characteristics can be achieved by eliminating the trailing tail surface behind the duct, allowing the aircraft to achieve a low drag, stable forward flight using wings or a lifting body to generate lift. 
     The present invention provides a multi-motor propulsion engine for an aircraft, comprising: an enclosure having a longitudinal axis oriented in a direction of travel of an aircraft, the enclosure including a front section having an aerodynamic nose, a rear section having a reduced rear body duct section, a left side wall, and a right side wall; a plurality of ducts arranged along the longitudinal axis of the enclosure, where each of the ducts is aligned in the enclosure with a central axis at forward angle relative to the longitudinal axis; and a plurality of fans with each fan fixed in one of the plurality of ducts, where the plurality of fans are configured to generate airflow along the respective central axis of each duct from the top end of the duct to the bottom end of each duct to provide lift and thrust to the aircraft. The reduced rear body duct section has a rear duct rear wall and a rear duct front wall and the rear duct rear wall is shorter than the rear duct front wall and a bottom portion of the rear duct rear wall is located vertically higher than a bottom portion of the rear duct front wall. In addition, the front duct has a front duct front wall and a front duct rear wall wherein the front duct front wall is shorter than the front duct rear wall and a top portion of the front duct front wall is located vertically lower than a top portion of the front duct rear wall. The front section of the housing has an aerodynamic nose which is fixed or attached to the front duct front wall. In a preferred embodiment, the duct is, or each fan is fixed in the duct, at forward angle in a range of 20°-70° from the longitudinal axis. 
     The present invention also provides a multi-motor propulsion engine for an aircraft, comprising: an enclosure having a longitudinal axis oriented in a direction of travel of an aircraft, the enclosure including a front section having an aerodynamic nose, a rear section having a reduced rear body duct section, a left side wall, and a right side wall; a plurality of ducts arranged along the longitudinal axis of the enclosure, where each of the ducts is aligned in the enclosure with a central axis at forward angle relative to the longitudinal axis; a plurality of fans with each fan fixed in one of the plurality of ducts, where the plurality of fans are configured to generate airflow along the respective central axis of each duct from the top end of the duct to the bottom end of each duct to provide lift and thrust to the aircraft; where the reduced rear body duct section has a rear duct rear wall and a rear duct front wall and the rear duct rear wall is shorter than the rear duct front wall and a bottom portion of the rear duct rear wall is located vertically higher than a bottom portion of the rear duct front wall; where the front duct has a front duct front wall and a front duct rear wall where the front duct front wall is shorter than the front duct rear wall and a top portion of the front duct front wall is located vertically lower than a top portion of the front duct rear wall; and where the front section of the housing having an aerodynamic nose is fixed to the front duct front wall. In a preferred embodiment, the duct is, or each fan is fixed in the duct, at forward angle in a range of 20°-70° from the longitudinal axis. 
     In addition, the present invention provides an aircraft comprising: a fuselage having a first longitudinal axis along a direction of travel of the aircraft, the fuselage having a left side and a right side and a left wing on the left side and a right wing on the right side; first and second multi-motor propulsion engines operably attached to the aircraft with the first multi-motor propulsion engine attached to the left side and the second multi-motor propulsion engine attached to the right side; the first and second multi-motor propulsion engines having an enclosure having a longitudinal axis oriented in a direction of travel of an aircraft, the enclosure including a front section having an aerodynamic nose, a rear section having a reduced rear body duct section, a left side wall, and a right side wall; a plurality of ducts arranged along the longitudinal axis of the enclosure, where each of the ducts is aligned in the enclosure with a central axis at forward angle relative to the longitudinal axis; and a fan disposed in each of the plurality of ducts, wherein each fan is configured to generate airflow along the respective central axis of each duct from the top end of the duct to the bottom end of each duct to provide lift and thrust to the aircraft. The first multi-motor propulsion engine may be connected to the left side and the second multi-motor propulsion engine may be connected to the right side of the fuselage. Alternatively, the first multi-motor propulsion engine may be connected to the left wing and the second multi-motor propulsion engine may be connected to the right wing. Further, the first multi-motor propulsion engine may be connected to the left wing over the left wing and the second multi-motor propulsion engine may be connected to the right wing over the right wing. Alternatively, the first multi-motor propulsion engine may be connected to the left wing under the left wing and the second multi-motor propulsion engine may be connected to the right wing under the right wing. Still further, the first multi-motor propulsion engine may be connected to the left wing along a left wingspan of the left wing and the second multi-motor propulsion engine may be connected to the right wing along a right wingspan of the right wing which may be an integral configuration, an over wing configuration, or an under wing configuration. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       The present invention can be more fully understood by reading the following detailed description together with the accompanying drawings, in which like reference indicators are used to designate like elements, and in which: 
         FIG.  1    provides a perspective view of a first embodiment of the aircraft of the present invention; 
         FIG.  2    depicts a perspective exploded view of the first embodiment of the aircraft of the present invention; 
         FIG.  3    depicts a perspective exploded view of a second embodiment of the aircraft of the present invention; 
         FIG.  4    depicts a perspective view of a first embodiment of a multi-motor assembly of the present invention; 
         FIG.  5    is a cross sectional side view of the multi-motor assembly of the present invention; 
         FIG.  6 A  depicts a top view of the multi-motor assembly of the present invention; 
         FIG.  6 B  depicts a top schematic view of the multi-motor assembly of the present invention; 
         FIG.  7 A  depicts a perspective view of a first embodiment of a motor insert of the present invention; 
         FIG.  7 B  depicts a perspective schematic view of a first embodiment of a motor insert of the present invention; 
         FIG.  8    depicts a perspective view of three motor inserts for the multi-motor assembly of the present invention; 
         FIG.  9 A  depicts a perspective view of a front modular housing for a front motor of the multi-motor assembly insert of the present invention; 
         FIG.  9 B  depicts a rear view of a front modular housing for a front motor of the multi-motor assembly insert of the present invention; 
         FIG.  10    depicts a perspective view of a middle modular housing for a front motor of the multi-motor assembly insert of the present invention; 
         FIG.  11    depicts a perspective exploded view of a first embodiment of a modular multi-motor assembly of the present invention; 
         FIG.  12 A  depicts a perspective exploded view of a second embodiment of a modular multi-motor assembly of the present invention; 
         FIG.  12 B  depicts a perspective view of a second embodiment of a modular multi-motor assembly of the present invention; 
         FIG.  13    depicts a perspective exploded view of a modified embodiment of a modular multi-motor assembly of the present invention; 
         FIG.  14    depicts a perspective exploded view of a modifiable modular embodiment of the aircraft of the present invention; 
         FIG.  15 A  depicts a perspective view of the fuselage of the aircraft of the present invention; 
         FIG.  15 B  depicts a perspective view of the fuselage base of the aircraft of the present invention; 
         FIG.  15 C  depicts a perspective view of the aircraft without the fuselage canopy of the present invention; 
         FIG.  16    depicts a top view of a first embodiment of the aircraft of the present invention; 
         FIG.  17    depicts a perspective view of an additional embodiment of the present invention on an aircraft with no control surfaces; 
         FIG.  18    depicts a perspective view of an additional embodiment of the present invention on an aircraft with elevons and a push propeller; 
         FIG.  19    depicts a perspective view of an additional embodiment of the present invention as part of the fuselage on an aircraft with elevons; 
         FIG.  20    depicts a perspective view of an additional embodiment of the present invention embedded into the wings of an aircraft with a push propeller and tail; 
         FIG.  21    depicts a perspective view of an additional embodiment of the present invention installed over the wings of an aircraft with a push propeller and tail; 
         FIG.  22    depicts a perspective view of an additional embodiment of the present invention installed under the wings of an aircraft with a push propeller and tail; 
         FIG.  23    depicts a perspective view of an additional embodiment of the present invention embedded into the wings of an aircraft with a front propeller and tail; 
         FIG.  24    depicts a perspective view of an additional embodiment of the present invention embedded into the wings of a canard aircraft with a push propeller; and 
         FIG.  25    depicts a perspective view of an additional embodiment of the present invention embedded into the wings of a flying wind aircraft with a push propeller. 
     
    
    
     DETAILED DESCRIPTION 
     Hereinafter, aspects of the design, associated systems, and methods of making, assembly, or use are described in accordance with various embodiments of the invention. As used herein, any term in the singular may be interpreted to be in the plural, and alternatively, any term in the plural may be interpreted to be in the singular. It is appreciated that features of one embodiment as described herein may be used in conjunction with other embodiments. The present invention can be more fully understood by reading the following detailed description together with the accompanying drawings, in which like reference indicators are used to designate like elements. 
       FIG.  1    shows an overview of the assembled multi-motor aircraft of the present invention. The assembled aircraft  10  has a center fuselage  21  with a vertical stabilizer  23 , one or more multi-motor assemblies  30 ,  31 , and a left and right wing  15 ,  16 . The multi-motor assemblies  30 ,  31  may be referred to as MMAs. 
     As seen in  FIG.  2   , the aircraft  10  is configured to be modular in form with the fuselage  21 , multi-motor assemblies  30 ,  31 , and wings  15 ,  16  designed and constructed for alignment and connection to each corresponding part. The wings  15 ,  16  have alignment keys  17  or indicia for mating with the corresponding alignment element in MMAs  30 ,  31  in a manner to provide proper alignment. The alignment keys  17 ,  19  may also provide mechanical fastening aspects or the wings  15 ,  16  may be fastened to the MMS  30 ,  31  by one or more secondary fastening elements including mechanical or chemical (i.e. epoxy). The MMAs  30 ,  31  are them designed to fasten to the fuselage  21 . Although not shown, the MMAs  30 ,  31  may have additional indicia or alignment keys which mate with corresponding alignment keys on the fuselage  21 . Alternatively, the aircraft  10  may be formed as one integrated housing. As will be described in more detail below, the fuselage  21  has a canopy  22  which encloses a payload compartment. 
     As seen in  FIG.  3   , a second embodiment  20  may include control surfaces to allow for advanced control of the aircraft  20 . Such controls can include a rudder  24 , a left elevon  25  and a right elevon  26 . 
     The Aircraft system  10  is constructed by creating an aerodynamic body large enough to encompass one or more MMAs  30 ,  31 . As seen in  FIGS.  4 - 6 B , the MMAs  30 ,  31  comprise a series of propellers, motors, or engines assemblies (hereinafter referred to as “motors” or “prop-motors”)  41 ,  43 ,  45  which are located within cylindrical openings within the housing  32  also act as the intake openings  51 ,  53 ,  55 . The motor assemblies  41 ,  43 ,  45  are fixed with an angle pitched forward between 30 degrees to 70 degrees from the horizontal and are embedded into the aerodynamic body or MMA housing  32  along the axis of travel. The cylinder intakes  51 ,  53 ,  55  intersect the outer surface of the body  32  on the top and the cylinder exhausts  61 ,  63 ,  65  intersect with the housing  32  on the bottom wall  35 . The intersecting area is then trimmed away revealing ducts or profiles  52 ,  54 ,  56  in which prop-motors  41 ,  43 ,  45  can be placed and secured using a mounting structure aligned with the axis of the cylinders or openings  51 ,  53 ,  55  to provide ducted fans. 
     The MMA design can consist of one of more of these motor bodies with the ducted fans as described above. One or motor bodies may be offset along the axis pointing forward or longitudinal axis known as the “x axis”. The one or more motor bodies may be individually offset from the axis pointing to the right hereafter known as the “y axis”. In an exemplary embodiment, the MMAs are mirrored along a center plane made up of the x axis and the Vertical axis or z axis. The MMAs can then merged into the housing, embedded, or attached to a fuselage or cargo pod, wings, a lifting body or any other structure making up the aircraft  10 . 
     As further seen in  FIGS.  4 - 5   , the MMAs include a housing  32 . The housing includes a front nose portion  33 , a fileted edge portion  34 , a bottom wall  35 , a side wall  36 , a rear wall  37 , and a rear section bottom portion  38 . In operation, the motors  41 ,  43 ,  45  are contained in openings  51 ,  53 ,  55  of the housing  32 . The openings  51 ,  53 ,  55  each has a corresponding opening profile  52 ,  54 ,  56  designed to match the housing  32  and cylindrical openings  51 ,  53 ,  55 . These opening profiles  52 ,  54 ,  56  can be modified to change the intake profiles and to alter the aerodynamic aspects of the MMA housing  32 . 
     Creation of the Duct Housing Aerodynamic Body in the Basic Design 
     The Aerodynamic body or MMA housing  32  is designed to have a minimal forward profile through design of the nose  33 , fileted edge  34 , and bottom wall  35 . In an exemplary embodiment, the housing  32  design is offset from a profile of the angled ducts intersecting the front plane with the profile of the ducted fans. This ensures that the blades of the fan or motor  41 ,  43 ,  45  are fully embedded into the housing  32  structure and there our no losses in performance from the blades of the ducted fans being different distances or not contained in the duct. 
     The MMA housing  32  is designed to counter negative effects of unwanted moment forces caused by the Bernoulli effect, wind turbulence, unwanted velocity differential of air speed between the top and bottom of the housing  32  including airflow interreference between the motors  41 ,  43 ,  45  in series and issues related to the front duct in the series pulling air into it (and the impact that has on available air to the later motors in series). Likewise, the design of housing  32  helps to offset the opposite differential caused by the last motor  45  and duct in the series under the trailing part of a laminar airfoil. The opposite differential may cause a pitch up scenario that can be extremely hard to overcome or control in combination with a desired center of gravity for optimum efficiency in hover and forward flight. 
     Therefore, in an exemplary embodiment, the most common configuration of the duct housing  32  aerodynamic body the following description can be used to build this body. The front side profile of the housing  32  can be defined by a spline  33  often in the shape of a traditional front of an airfoil, or at minimum a curved or organic spline tapering toward the lower front end of the profile. The spline  33  may be curved or fileted to ensure there is no sharp creased edge on the front most part of the body  32 . The second most important modification to body or housing  32  is to the tail end  38 . To counter the adverse effect in the basic design of the duct housing body  32 , the terminal edge  38  is typically offset directly from the back half of the final duct  45 ,  55 ,  65  in the series. The terminal wall  37  of the housing typically has a length as long as the height of the motor  45  (fan and stator assembly). Although the terminal edge  38  could be rounded in the design it is generally a straight edge. The center portion of the housing body  32  should have a profile thick enough to completely house all of the motors  41 ,  43 ,  45  in the row. 
     As a general design guideline for the profile of the housing body  32 , a straight line or organic spline is connected to the front spline  33  of the body as described above and continues on top to the terminal edge wall  38 . The lower profile  35  of the housing  32  is a spine connected to the bottom front of the spline  33  and follows an organic path, or a straight line or series of connected lines finally connecting to the terminal edge  38  of the body. As seen in  FIG.  5   , the lower profile  35  angles up along the profile of the exhaust  65  of the rear motor  45 . 
     The aerodynamic profile of the MMA housing  32  forms a closed area fully containing the profile of all fan blades, stators, and motors  41 ,  43 ,  45  that make up the series of ducts at the desired fixed angles. The housing  32  can be constructed in using other shapes then described above such as a complete airfoil profile, or any other form as long as the motors  41 ,  43 ,  45  and ducts are fully embedded into the body. The point of intersection between the duct walls  80 ,  82  and housing body  32  is often rounded or created with an intake profile  52 ,  54 ,  56  to prevent a sharp angle for air entering the next in the series. In an exemplary embodiment, the front duct opening  51  for the first motor  41  is generally more exposed to the airstream then all other duct openings  53 ,  55  in the series. The ducts  53 ,  55  later in the series benefit from the air turning by the front duct  51  and therefore do not need the same exposure to the forward airstream. 
     Creation of the Ducted Fans in the Basic Design 
     The ducted fans or prop-motors  41 ,  43 ,  45  consist of three main elements in the basic design, the fan or propeller blades, a motor or driveshaft, and a stator. For clarity, a duct  42 ,  44 ,  46  is the channel created in the housing  32  for each motor  41 ,  43 ,  45  which starts at the intake  51 ,  53 ,  55  of each duct and terminates at the exhaust  61 ,  63 ,  65 . Each duct in the housing is separated by walls  80 ,  82  to form separated ducts for each motor  41 ,  43 ,  45 . A duct is at least tall enough to contain the prop-motors  41 ,  43 ,  45  however the wall of the duct is often extended beyond that point along the axis of fan rotation. The housing  32  side  36  and separation walls  80 ,  82  must be expanded at minimum such that the volume of the angle duct fully intersects the volume of the aerodynamic duct housing  32  body described in the paragraph above. The walls of the duct are then trimmed using the complex curve created by the intersection, such the angled duct walls are flush with the aerodynamic duct housing  32  body. In the exemplary embodiment, the ducts in a body have the same pitch angle or profile  54 ,  56 . As previously describer, the first duct housing the first motor  51  may have a different profile  52  including the possible use of a fileted edge  34  adjacent to the nose  33 . 
     As seen in  FIGS.  6 A and  6 B , the housing  32  houses a series of prop-motors  41 ,  43 ,  45  to those found in a conventional ducted fan. In the center of the ducts there are one or more motor mounts  67 ,  68 ,  69  constructed and in the basic version a brushless DC motor attached to that mount via screws or some other attachment method. Attached to the motor is a fan consisting of several blades. The blades may be fixed pitch or variable pitch. The tips of the blade are separated from the duct walls by the thin gap, ideally as close to the duct wall without touching. The duct wall can either be flush and continuous with the wall  80 ,  82  of the aerodynamic body  32 . However, the inner surface of the duct wall can be offset inward with the outer wall flush with the acronymic body. 
     The design of the present invention is also configured to provide modularity of important assemblies and parts of the overall aircraft  10 . As seen in Figure, the aircraft has various assemblies or parts including the wings  14 ,  16 , the MMAs  30 ,  31 , and the fuselage  21 . However, the MMAs  30 ,  31  can also be modular in form with each prop-motor  41 ,  43 ,  45  formed as a modular assembly. As seen in  FIGS.  7 A,  7 B, and  8   , the prop-motors  41 ,  43 ,  45  can be manufactured and assembled as a motor insert  91 ,  93 ,  95  which has the motor  41 ,  43 ,  45  mounted or connected to the motor mounts  67 ,  68  inside of an outer case or housing  92 ,  94 ,  96 . This allows the motor inserts  91 ,  93 ,  95  to easily be placed in the ducts  42 ,  44 ,  46  of the MMA housing  32 . This allows each individual motor insert  91 ,  93 ,  95  to be manufactured as a standalone unit which is later installed into the aerodynamic body  32 . It also helps to easily replace a motor  41 ,  43 ,  45  within the MMA  30 ,  31  by simply replacing the motor insert  91 ,  93 ,  95 . 
     In addition to the motor assemblies  91 ,  93 ,  95  providing modularity, the sections of the MMAs  30 ,  31  can also be modular. As seen in  FIGS.  9 A -  13   , the present invention provides several embodiments of the MMA modularity design. 
       FIG.  9 A  provides a modular design of the Modular MMA front section  131 . The front section  131  includes a front housing section  132 , a rear wall  135 , and a side wall  136  which forms a duct opening  151  with a front insert flange  153 . The duct opening  151  and flange  153  are configured to accept a front motor insert  91 . The front section  313  also includes a mechanical attachment mechanism  145  which may be a slide protrusion for connecting with a recess on the adjoining MMA section. The front section  131  may include one or more grooves or recesses  146  which form the indicia for proper alignment of the wings or fuselage during assembly. The front section  131  may include power channels formed in the housing shown by intake ports  138 ,  137  which terminate at the exit ports  147 ,  148 . The power channels are used to wire power to the various sections in the MMAs. Typically, channel  137 ,  147  would be used for ground wires and power channel  138 ,  148  would be used for power. The channels may be used for running multiple wires from a power source to the motors  41 ,  43 ,  45 . In addition, the front section  131  may contain control channels  139 ,  149  for running on or more control lines or wires throughout the MMAs.  FIG.  10    provides a view of the middle section  163  of the MMA  30 ,  31 . The middle section  163  has an opening  173  for receiving a middle motor insert  93 . The middle section would also include a rear wall  165  with channels  167 ,  168 ,  169  and an attachment element  175  for connecting to the front or rear section and a side wall  166  with a groove of indicia  176 . Although not shown in in detail, the rear section  185  (see  FIG.  11   ) has similar features including channels, ports, and attachment elements. As seen in  FIG.  11   , the multi-motor modular assembly  130  includes the front section  131  which is attached to the middle section  163  and the middle section is attached to the rear section  185 . Power and control lines would be routed through the channels in each section and then connected to a power supply and control hub (as described below). 
       FIGS.  12 A and  12 B  provide an alternative multi-motor modular assembly  190  where the front unit  141 , middle unit  163 , and rear unit  185  have one or more connecting tabs  191 ,  192 ,  195 ,  196  which mate with recesses  193 ,  194 ,  197 ,  198  and are connected with one or more screws  199 . The units  141 ,  163 ,  185  would still provide channels or grooves to wire power and control cables and indicia or attachment elements to connect to the wings or fuselage. By making each unit  141 ,  163 ,  185  modular it enables the user or owner to quickly replace a unit  141 ,  163 ,  185  or to expand the MMA  190 . As seen in  FIG.  13   , the MMA  200  could also be expanded to add additional units  164  to the front unit  141 , middle unit  163  and rear unit  195 . In such instances, the additional unit  164  would be similar to or the same as a standard middle unit  164 . The units  141 ,  163 ,  164 ,  185  may integrate power, ground, and control cable connectors to ease the connection of each unit to the next. As seen in  FIG.  14   , the MMAs  200  may be created by adding more motors or units in series for larger craft/fuselage which might be necessary for larger payloads. The MMAs  200  would still connect to the fuselage  21  and wings  15 ,  16 . 
     As seen in  FIGS.  15 A- 15 C , the fuselage  21  is also configured in various parts including a base  28 , a canopy  22  which mates with the base  28  to create a compartment  29 . The compartment  29  is used to carry a payload. The compartment  29  may also be used to carry the power element (i.e. battery) and controls (i.e. processor and communication element). The canopy  22  includes a nose section  27  and the vertical stabilizer. As seen in  FIG.  15 C , the MMAs may be attached to the fuselage base  28  which enables the user to load the payload and then cover the payload with the canopy  22 . 
     The Fuselage  21  houses the payload, energy source, and control hardware of the aircraft  10 . The fuselage  21  design is not heavily constrained. In an exemplary embodiment, the fuselage is roughly the size of the aerodynamic MMAs  30 ,  31  but such is not required. It is recommended the fuselage  21  be streamlined to prevent or minimize aerodynamic drag. The fuselage  21  can either be attached to the aerodynamic duct housing body or have wing or strut in between. The fuselage  21  itself may contain a series a ducts or other arrangement of motors. In the exemplary embodiment, the aircraft design does not contain ducts in the fuselage  21 . 
     Creation and Attachment of Wings or Other Additional Aerodynamic Surfaces 
     Wings or other surfaces such as canards, tails or vertical stabilizers can be added to the design. In the basic design two wings mirrored on across the side plane intersecting the origin are attached directly to the aerodynamic duct housing body. The wings provide additional lift up to greater than 1:1 lift to weight ratio, depending on airspeed allowing less power to be used in lift generation for forward flight. A single vertical stabilizer is mounted to the tail end of the fuselage, to help stabilize yaw of the vehicle during forward flight. 
     Creation of the Control System for the Basic Design 
     The aircraft is controlled by flight controller consisting of at least a gyroscope, accelerometer. Often the controller includes a compass, Global Positioning Device, and airspeed sensor. The flight controller maintains a vectored heading to the vehicle by manipulating the rotational speed or blade pitch of each induvial fan in aircraft. The flight controller implements a control system such as an error based Proportional Integral derivative loop to maintain the stability of the vehicle. The controller accounts for level hover the of the vehicle to be the level flight angle plus the pitch angle of the ducts. This means the aerodynamic duct housing body is pitched up at that specified angle during hover. The controller also maintains level flight at the angle when the bottom the aerodynamic lifting body is level to the horizontal and perpendicular to the airflow or direction of travel. The result is that the vehicle is in a constant state of transition. Stall speed or minimum speed is therefore eliminated from consideration of the control system. The result is an extremely agile and tight turning aircraft. 
     Extending the Basic Design 
     The basic design is one of the simplest versions of the fully functional aircraft design. However, there are several ways looking toward the future, to modify the design. These include adding a modular design component, adding non static or pivoting aerodynamic housing bodies on to the design, or adding additional aircraft control systems to ensure stability during forward flight. 
     Construction of a Modular Assembly of an Aerodynamic Duct Housing Body in an Extended Design 
     The front and rear profile of the body follow the constraints as set by the basic design. However, in this version the Body is split into two individual self-contained parts often on a line offset from the duct walls. Unlike the basic design the extended design separate modules include a motor controller such as an electronic speed controller. The Module has several attachment points on the exterior the module. Along the split line as described above a bulkhead like structure is attached to allow for the attachment of other duct modules in the series. The bulkhead contains wire connectors for at least one set of powerlines as well as a breakout for control wires. This allows a nonfinite number of ducts to be attached in the series. Each duct added to the series should be identical and the control system will compensate for the number of added or subtracted ducts. All other components of the aircraft are attached to the completed aerodynamic body much like the basic version of the design. 
     In an exemplary embodiment, the present invention provides a modular aircraft which can incorporate a modular design including the use of one or more multi-motor assemblies where the motors are in series within the multi-motor assembly. Still further, the multi-motor assemblies may be configured to include modular motor assemblies or modular sections. Ultimately, the present invention provides an aircraft with the ability to easily assemble or expand the multi-motor assemblies and, in doing so, modify the characteristics of the aircraft. The modularity also enhances the ability to maintain the aircraft by enabling motors or MMA units to easily be replaced. 
     Additional Embodiments Employing the Multi-Motor Assembly 
     The aerodynamic bodies or housing containing the MMAs can be attached to the aircraft in a variety of fashions. The MMAs can be attached directly to the fuselage or main body, combined as part of the wing mounted through the spar or other structure, mounted to external structures like tail booms or rods, under the wing or wings, over the wing or wings, to both the wings and control planes, blended into any body or wing or other surface on the aircraft, can be removable or can be permanently attached. The attachment location of the MMAs would apply to all of the embodiments described herein. 
       FIG.  17    shows a perspective view of an additional embodiment of an assembled MMA aircraft  270  with no control surfaces. The assembled aircraft  270  has a center fuselage  271 , one or more MMAs  272 ,  273 , and a pair of wings  274  located on opposite sides of the MMAs  272 ,  273 . As previously described, the MMAs  272 ,  273  are designed to fasten to the fuselage  271 . Although not shown, the MMAs  272 ,  273  may have indicia or alignment keys which mate with corresponding alignment keys on the fuselage  271 . Alternatively, the aircraft  270  may be formed as one integrated housing. 
     The ducted fans of the MMAs  272 ,  273  are mounted in a forward angle between  20  and 70 degrees from horizontal. The ducted fans of the MMAs  272 ,  273  are contained within the MMA housing such that the fan blades are fully contained in the duct or shroud. The Aerodynamic body of the MMAs  272 ,  273  is configured so that the rear housing has a cut off portion  278  which ends shortly after the rear or back duct. The MMAs  272 ,  273  can be adjusted in size such that fans and ducts can be added or removed from the MMAs  272 ,  273  to increase or decrease the power needed for the size of the aircraft  270 . Ideally, the fans and ducts of MMAs  272 ,  273  are determined or fixed in size based on desired performance and then manufactured with a set immutable number of fans in series. Stators on the ducts can either cancel propeller torques and rotations or amplify the effect to benefit aircraft controllability. In the preferred embodiment, the fans are pitched forward, in the MMAs  272 ,  273  to a desired angle. In addition to rotating the fans and ducts forward, the ducts can also be rotated relative to the body on the roll axis to increase controllability. Accurate control of the aircraft  270  can be achieved for vertical lift off and forward flight due to multi-motor control of the motors in the MMAs  272 ,  273 . Although this section is described in conjunction with the embodiment depicted in  FIG.  17   , the aspects of the MMAs  272 ,  273  would apply to all of the embodiments described herein. 
       FIG.  18    shows a perspective view of an additional embodiment of an assembled MMA aircraft  280  with elevons  285  and a push propeller  287 . The assembled aircraft  280  has a center fuselage  281 , one or more MMAs  282 ,  283 , and a pair of wings  284  located on opposite sides of the MMAs  282 ,  283 . As previously described, the MMAs  282 ,  283  are designed to fasten to the fuselage  281 . Aircraft  280  is similar in design to the aircraft  270  described in  FIG.  17    except the elevons  285  provide additional control and the push propeller  287  provide additional power in forward flight. Aircraft  280  would still use the multi-motor control of the MMAs  282 ,  283  to provide additional control of the aircraft  280  during vertical take off and landing and in forward flight. However, the rear propeller  287  and elevons  285  would provide flexibility in flight control. For example, the MMAs  282 ,  283  might not be used in forward flight to preserve power for long range flights. Further, the aerodynamic body of the MMAs  282 ,  283  is configured so that the rear housing has a cut off portion  288  which ends shortly after the rear or back duct. The cut off portion  288  provides the MMAs  282 ,  283  and aircraft  280  with additional power, control, and efficiency. 
       FIG.  19    shows a perspective view of an additional embodiment of an assembled MMA aircraft  290  with elevons  295 . The assembled aircraft  290  has a center fuselage  291 , one or more MMAs  292 ,  293 , and a pair of wings  294  located on opposite sides of the MMAs  292 ,  293 . As previously described, the MMAs  292 ,  293  are designed to fasten to the fuselage  291  and to the wings  294 . Aircraft  290  is similar in design to the aircraft  270  described in  FIG.  17    except the elevons  295  provide additional control. Aircraft  290  could still use the multi-motor control of the MMAs  292 ,  293  to provide additional control of the aircraft  290  during vertical takeoff and landing and in forward flight. Further, the aerodynamic body of the MMAs  292 ,  293  is configured so that the rear housing has a cut off portion  298  which ends shortly after the rear or back duct. The cut off portion  298  provides the MMAs  292 ,  293  and aircraft  290  with additional power, control, and efficiency. 
       FIG.  20    shows a perspective view of an additional embodiment of an assembled MMA pod aircraft  260  with push propeller  267 , elevons or ailerons  265 , and a tail  266 . The assembled aircraft  260  has a center fuselage  261 , one or more MMAs  262 ,  263 , and a pair of wings  264  located on opposite sides of the MMAs  262 ,  263 . The center fuselage  261  is a pod design which allows a payload to be located inside the pod fuselage  261 . Since the Pod aircraft  260  has a rear propeller  267 , the MMAs  262 ,  263  could be distanced from the pod  261  and integrated into the wings  264  along the wingspan at a distance from the pod  261  to provide safe operation of the rear propeller  267 . The elevons or ailerons  265  provide additional control and the to the aircraft  260 . The tail  266  provide additional lift, stability, and control to the aircraft  260 . Aircraft  260  could still use the multi-motor control of the MMAs  262 ,  263  to provide additional control of the aircraft  260  during vertical takeoff and landing and in forward flight. Further, the aerodynamic body of the MMAs  262 ,  263  is configured so that the rear housing has a cut off portion  268  which ends shortly after the rear or back duct. The cut off portion  268  provides the MMAs  262 ,  263  and aircraft  260  with additional power, control, and efficiency. 
       FIG.  21    shows a perspective view of an additional embodiment of an assembled MMA pod aircraft  210  with a push propeller  217 , elevons or ailerons  215 , and a tail  216 . The assembled aircraft  210  has a center fuselage  211 , one or more MMAs  212 ,  213 , and a pair of wings  214  located on opposite sides of the MMAs  212 ,  213 . The center fuselage  211  is a pod design which allows a payload to be located inside the pod fuselage  211 . Since the Pod aircraft  210  has a rear propeller  217 , the MMAs  212 ,  213  could be distanced from the pod  211 . In this exemplary embodiment the MMAs  212 ,  213  are configured to be mounted over the wing  214  assembly along the wingspan at a distance from the pod  211  to provide safe operation of the rear propeller  217 . The elevons or ailerons  215  provide additional control to the aircraft  210 . The tail  216  provides additional lift, stability, and control to the aircraft  210 . Aircraft  210  could still use the multi-motor control of the MMAs  212 ,  213  to provide additional control of the aircraft  210  during vertical takeoff and landing and in forward flight. Further, the aerodynamic body of the MMAs  212 ,  213  is configured so that the rear housing has a cut off portion  218  which ends shortly after the rear or back duct. The cut off portion  218  provides the MMAs  212 ,  213  and aircraft  210  with additional power, control, and efficiency. 
       FIG.  22    shows a perspective view of an additional embodiment of an assembled MMA pod aircraft  220  with a push propeller  227 , elevons or ailerons  225 , and a tail  226 . The assembled aircraft  220  has a center fuselage  221 , one or more MMAs  222 ,  223 , and a pair of wings  224  located on opposite sides of the MMAs  222 ,  223 . The center fuselage  221  is a pod design which allows a payload to be located inside the pod fuselage  221 . Since the Pod aircraft  220  has a rear propeller  227 , the MMAs  222 ,  223  could be distanced from the pod  221 . In this exemplary embodiment the MMAs  222 ,  223  are configured to be mounted under the wing  224  assembly along the wingspan at a distance from the pod  221  to provide safe operation of the rear propeller  227 . The elevons or ailerons  225  provide additional control to the aircraft  220 . The tail  226  provides additional lift, stability, and control to the aircraft  220 . Aircraft  220  could still use the multi-motor control of the MMAs  222 ,  223  to provide additional control of the aircraft  220  during vertical takeoff and landing and in forward flight. Further, the aerodynamic body of the MMAs  222 ,  223  is configured so that the rear housing has a cut off portion  228  which ends shortly after the rear or back duct. The cut off portion  218  provides the MMAs  222 ,  223  and aircraft  220  with additional power, control, and efficiency. 
       FIG.  23    shows a perspective view of an additional embodiment of an assembled MMA convention aircraft  230  with a front propeller  237 , elevons or ailerons  235 , a horizontal tail  236 , and a vertical tail  298 . The assembled aircraft  230  has a center fuselage  231 , one or more MMAs  232 ,  233 , and a pair of wings  234  located on opposite sides of the MMAs  232 ,  233 . The horizontal tail  236  has tail ailerons  239  and the vertical stabilizer  298  which has a rudder  299 . The MMAs  232 ,  233  could be distanced from the pod  231  if needed for clearance from the front propeller  237 . In this exemplary embodiment the MMAs  232 ,  233  are configured to be integrated into the wings  234  along the wingspan. at a distance from the fuselage  231 . The elevons or ailerons  235 , tail ailerons  239 , and rudder  299  provide additional control to the aircraft  230 . The tail  236  provides additional lift, stability, and control to the aircraft  230 . Aircraft  230  could still use the multi-motor control of the MMAs  232 ,  233  to provide additional control of the aircraft  230  during vertical takeoff and landing and in forward flight. Further, the aerodynamic body of the MMAs  232 ,  233  is configured so that the rear housing has a cut off portion  238  which ends shortly after the rear or back duct. The cut off portion  238  provides the MMAs  232 ,  233  and aircraft  230  with additional power, control, and efficiency. 
       FIG.  24    shows a perspective view of an additional embodiment of an assembled MMA canard style aircraft  240  with a rear propeller  247 , elevons  245 , a front canard  246 , and a pair of rear vertical tails  249 . The assembled aircraft  240  has a center fuselage  241 , one or more MMAs  242 ,  243 , and a pair of wings  244  located on opposite sides of the fuselage  241 . The MMAs  242 ,  243  could be distanced from the fuselage  241  if needed for clearance from the rear propeller  247 . In this exemplary embodiment the MMAs  242 ,  243  are configured to be integrated into the wings  244  along the wingspan at a distance from the fuselage  241 . The canard  246 , elevons  245 , and a pair of vertical stabilizer tails  249  provide additional lift or control to the aircraft  240 . Aircraft  240  could still use the multi-motor control of the MMAs  242 ,  243  to provide additional control of the aircraft  240  during vertical takeoff and landing and in forward flight. Further, the aerodynamic body of the MMAs  242 ,  243  is configured so that the rear housing has a cut off portion  248  which ends shortly after the rear or back duct. The cut off portion  248  provides the MMAs  242 ,  233  and aircraft  240  with additional power, control, and efficiency. 
       FIG.  25    shows a perspective view of an additional embodiment of an assembled MMA flying wing style aircraft  250  with a rear propeller  257 , elevons  255 , and a pair of rear vertical tails  259 . The assembled aircraft  250  is designed as one parge wing having a center wing section  251  and a left and right wing section  254 . The one or more MMAs  252 ,  253  are located on opposite sides of the center wing section  251 . The MMAs  252 ,  253  could be distanced from the center wing section  251  if needed for clearance from the rear propeller  257 . In this exemplary embodiment the MMAs  252 ,  253  are configured to be integrated into the left and right wing section  254  along the wingspan at a distance from the center wing section  251 . The elevons  255  and pair of vertical stabilizer tails  259  provide additional control to the aircraft  250 . Aircraft  250  could still use the multi-motor control of the MMAs  252 ,  253  to provide additional control of the aircraft  250  during vertical takeoff and landing and in forward flight. Further, the aerodynamic body of the MMAs  252 ,  253  is configured so that the rear housing has a cut off portion  258  which ends shortly after the rear or back duct. The cut off portion  258  provides the MMAs  252 ,  253  and aircraft  250  with additional power, control, and efficiency. 
     While the foregoing description and drawings represent preferred or exemplary embodiments of the present invention, it will be understood that various additions, modifications and substitutions may be made therein without departing from the spirit and scope and range of equivalents of the accompanying claims. In particular, it will be clear to those skilled in the art that the present invention may be embodied in other forms, structures, arrangements, proportions, sizes, and with other elements, materials, and components, without departing from the spirit or essential characteristics thereof. In addition, numerous variations in the methods/processes as applicable described herein may be made without departing from the spirit of the invention. One skilled in the art will further appreciate that the invention may be used with many modifications of structure, arrangement, proportions, sizes, materials, and components and otherwise, used in the practice of the invention, which are particularly adapted to specific environments and operative requirements without departing from the principles of the present invention. The presently disclosed embodiments are therefore to be considered in all respects as illustrative and not restrictive, the scope of the invention being defined by the appended claims and equivalents thereof, and not limited to the foregoing description or embodiments. Rather, the appended claims should be construed broadly, to include other variants and embodiments of the invention, which may be made by those skilled in the art without departing from the scope and range of equivalents of the invention.