Patent Publication Number: US-2023159161-A1

Title: Systems and methods for functionality and controls for a vtol flying car

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS AND CASES 
     The present application is a continuation of, and claims priority to, U.S. patent application Ser. No. 16/832,596, filed on Mar. 27, 2020, hereby incorporated by reference, which is related to a U.S. Patent Application entitled “SYSTEM AND METHODS FOR PROVIDING VERTICAL TAKE OFF AND LANDING AND FORWARD FLIGHT IN A SMALL PERSONAL AIRCRAFT,” filed on the same day as U.S. patent application Ser. No. 16/832,596. 
    
    
     BACKGROUND 
     Traffic congestion is prevalent in many countries throughout the world. In fact, a recent study by INRIX concluded that, in 2016, drivers in the United States spend an average of forty-one hours per year in traffic, costing drivers nearly $305 billion. 
     Vertical Take-off and Landing (VTOL) aircrafts have been considered as a solution. A VTOL aircraft is an aircraft that can take off, hover, transition to forward flight, and land vertically. Thus far, no VTOL designs have been successful. While there have been a lot of successful VTOLs, such helicopters, it would be really helpful to have a VTOL with driving capabilities, e.g., a flying car. 
     Accordingly, there is a need for a small personal VTOL aircraft, possibly with driving capabilities that can cooperate on the current road and parking infrastructure, which may solve the problem of a short to mid-range commute and may reduce excessive traffic congestion. 
     SUMMARY 
     In some embodiments, the present invention provides a vertical take-off and landing (VTOL) aircraft, comprising a rectangular wing including an upper wing section having a right upper wing side and a left upper wing side, a lower wing section having a right lower wing side and left lower wing side, a right vertical wing section coupled to the right upper wing side and to the right lower wing side, and a left vertical wing section coupled to the left upper wing side and to the left lower wing side, the upper wing section having an upper wing cross section with a first asymmetrical airfoil shape configured to cause lift when in forward flight, the lower wing section having a lower wing cross section with a second asymmetrical airfoil shape for causing lift when in forward flight, each of the right vertical wing section and the left vertical wing section having a vertical wing cross section with a symmetrical shape to cause yaw directional stability when in forward flight; two elevons on at least one of the upper wing section and the lower wing section; at least one rudder on each of the right vertical wing section and the left vertical wing section; a support frame coupled to the rectangular wing; and a propulsion system coupled to the support frame to provide propulsion for the VTOL. 
     The asymmetrical airfoil shape may have a camber line that curves back up near the trailing edge to add a positive pitching moment and to create positive longitudinal stability when in the forward flight. The lower wing section may have a lower angle of attack than the upper wing section. The lower wing section may be arranged to shift the center of pressure of the VTOL aircraft to the upper wing section. A propulsion and cabin may be arranged so that the center of gravity of the VTOL aircraft is located between the leading edge of the wing section and the aerodynamic center of the VTOL aircraft to provide longitudinal stability to the VTOL aircraft. The upper wing section and the lower wing section may be reflexed-type airfoils to provide stabilization of the pitch moment along with the implementation of a twisted airfoil and swapped wings configuration. The upper wing section may comprise a plurality of independent sections along the lateral axis sharing a plurality of longerons. The lower wing section may comprise a plurality of independent sections along the lateral axis sharing a plurality of longerons. The propulsion system may comprise a plurality of electric propellers arranged between the upper and lower wing sections. The right vertical wing section and the left vertical wing section may be symmetrical airfoils to provide stabilization of the yaw moment. The upper wing section and the lower wing section may be connectable to a vertical wing section by a corner section, each corner section being arranged to transition between the lift forces of the upper or lower wing section and the lateral stabilizing force of the vertical wing section. The portion of a corner section may transition from the airfoil shape of the upper wing section and lower wing section connectable thereto to a tapered wing tip, the corner section thereafter transitioning from a tapered wing tip to the symmetrical cross section of a connectable vertical wing section. The transition of the corner section to a tapered wing tip may start at approximately 50% of the corner section perimeter edge that is parallel to the connectable upper wing section and lower wing section. The corner section may be arranged to shift the local aerodynamic center of a connected upper wing section and the lower wing section to the aft of the VTOL aircraft to achieve lateral stability. Each of the upper wing section, the lower wing section, the right vertical wing section and the left vertical wing section may comprise internal skeleton frames comprising ribs. The upper wing section and the lower wing section may comprise at least two longerons, the longerons having a substantially round cross section instead of rectangle cross section because of the absence of the cantilever problem. The ribs may be glued to the longerons. The longerons and ribs may be made from carbon fiber tubes. The exterior surfaces of the upper wing section and the lower wing section may comprise carbon fiber panels. The carbon fiber panels may be glued to the ribs. Each elevon may have a frame, the frame comprising a plurality of longerons and ribs, and the outer surface of each elevon comprising one or more carbon fiber panels. The carbon fiber panels may be glued to the ribs. The support frame may form a rigid chassis. The support frame may comprise cross members which extend substantially from each corner of the rectangular wing to the diagonally opposed corner of the rectangular wing, thereby forming an “X” shape. The support frame may comprise cross members which extend substantially from each end of the upper wing section to the diagonally opposed end of the lower wing section, thereby forming an “X” shape. Stabilizing members may extend vertically between the cross support frame members, crossing support frame where engines are located in order to distribute forces and discharge vibration. Stabilizing members and the support frame may be comprised of one or more of aluminum and carbon-fiber reinforced polymer (CFRP) tubing with aerodynamic profiles. The propellers may be mounted to one or more of the support frame and the stabilizing members. The VTOL aircraft may have wheels with steering capability coupled to the rectangular wing. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       Objects, features, and advantages of the present invention will become apparent upon consideration of the following detailed description and the accompanying figures, in which like reference designations represent like features throughout the figures: 
         FIG.  1    is a perspective front side view of a small personal aircraft with vertical take-off and landing (a VTOL aircraft), in accordance with some embodiments; 
         FIG.  2    is a perspective side view of a VTOL aircraft, in accordance with some embodiments; 
         FIG.  3    is a top view of a VTOL aircraft, in accordance with some embodiments; 
         FIG.  4    is a perspective rear view of a VTOL aircraft, in accordance with some embodiments; 
         FIG.  5    is a perspective front view of a VTOL aircraft in a forward flight mode, in accordance with some embodiments; 
         FIG.  6    is a perspective front view of a VTOL aircraft in a forward flight mode, in accordance with some embodiments; 
         FIG.  7   a    is a rear view of a VTOL aircraft in a forward flight mode, in accordance with some embodiments; 
         FIG.  7   b    is a cross-sectional view of a VTOL aircraft taken substantially along line B-B of  FIG.  7   a   , in accordance with some embodiments; 
         FIG.  8    is a top view of a VTOL aircraft in a forward flight mode, in accordance with some embodiments; 
         FIG.  9    is a side view of a VTOL aircraft, in accordance with some embodiments; 
         FIG.  10    is an exemplary exploded view of a wing section and/or an elevon, in accordance with some embodiments; 
         FIG.  11    is a cross-sectional view of a wing section, in accordance with some embodiments; 
         FIG.  12    is a computer model illustrating the rectangular wing shape and the center of gravity of a VTOL aircraft, in accordance with some embodiments; 
         FIG.  13    is a chart illustrating the relative stiffness and weight of sandwich panels compared to solid panels, in accordance with some embodiments; 
         FIG.  14    is a set of graphs showing airfoil polars, in accordance with some embodiments; 
         FIG.  15    is a graph showing a flight cyclogram in conjunction with height and energy consumption, in accordance with some embodiments; 
         FIG.  16    is a diagram showing configuration details of a VTOL aircraft, in accordance with some embodiments; 
         FIG.  17    is an exemplary exploded view showing modularity of the wing sections along with joints of wing frame to the support frame, in accordance with some embodiments; 
         FIG.  18    is a perspective view of an aircraft according to an embodiment in a first configuration; 
         FIG.  19    is a right-side view of the aircraft according to the embodiment of  FIG.  18   ; 
         FIG.  20    is a front view of the aircraft according to the embodiment of  FIG.  18   ; 
         FIG.  21    is a perspective view of the aircraft according to the embodiment of  FIG.  18    in a second configuration; 
         FIG.  22    is a right-side view of an aircraft according to the embodiment of  FIG.  18    in the second configuration; 
         FIG.  23    is a rear view of an aircraft according to the embodiment of  FIG.  18    in the second configuration; 
         FIG.  24    is a top view of an aircraft according to the embodiment of  FIG.  18    in the second configuration; 
         FIG.  25    is a perspective view of the aircraft according to the embodiment of  FIG.  18    in the second configuration; 
         FIG.  26    is a right-side view of an aircraft according to the embodiment of  FIG.  18    in the second configuration; 
         FIG.  27    is a perspective view of the aircraft according to the embodiment of  FIG.  18    in the second configuration; 
         FIG.  28    is a top view of an aircraft according to the embodiment of  FIG.  18    in the second configuration; 
         FIG.  29    is a right-side view of an aircraft according to the embodiment of  FIG.  18    in the second configuration; 
         FIG.  30    illustrates an embodiment of a method of using an aircraft; 
         FIG.  31    is a simplified, exemplary block diagram of an embodiment of a system for implementing methods control of an aircraft according to the various embodiments; and 
         FIG.  32    is an exemplary block diagram of a computing device from the system of  FIG.  31   . 
     
    
    
     DETAILED DESCRIPTION 
       FIG.  1    is a perspective front side view of a small personal vertical take-off and landing (VTOL) aircraft  100 , in accordance with some embodiments. The VTOL aircraft  100  includes a “rectangular” wing  101 . The rectangular wing  101  includes an upper wing section  102  having a right upper wing side and a left upper wing side, a lower wing section  104  having a right lower wing side and a left lower wing side, a right vertical wing section  108  (as a stabilizer) coupled to the right upper wing side and to the right lower wing side, and a left vertical wing section  106  (as a stabilizer) coupled to the left upper wing side and to the left lower wing side. Each of the wing sections is coupled together by a corner section  116 . The corner sections  116  may be separate parts or parts integral to the upper wing section  102 , lower wing section  104 , right vertical wing section  108 , or left vertical wing sections  106 . 
     The VTOL aircraft  100  may be the size of a standard automobile. For example, the dimensions of an embodiment of the VTOL aircraft  100  may be approximately 5.5 m×2.2 m×2.0 m. An exemplary wing area may be 9.5 m2. 
     The VTOL aircraft  100  is configured to initially take off in a vertical direction, and possibly tilted in any direction. The VTOL orientation of the VTOL aircraft  100  at rest is substantially as shown in  FIG.  1   . After take-off and during flight, the VTOL aircraft  100  is configured to transition to a forward orientation, as shown in  FIG.  5   . The upper wing section  102  is referred to as “upper,” because it will become the upper wing when in the forward orientation as shown in  FIG.  5   . The lower wing section  104  is referred to as “lower,” because it will become the lower wing when in the forward orientation. The right and left vertical wing sections  106  and  108  are referred to as “vertical,” because they will be vertical when in the forward orientation. The right vertical wing section  108  is referred to as “right” because it is on the right when facing the front of the VTOL aircraft  100  in forward orientation. The left vertical wing section  106  is referred to as “left” because it is on the left when facing the front of the VTOL aircraft  100  in forward orientation. 
     The upper wing section  102  and lower wing section  104  may form the aerodynamic lifting surfaces of the VTOL aircraft  100 . In some embodiments, the upper wing section  102  and the lower wing section  104  each have a cross section in the shape of an airfoil to create lift when in forward flight. The airfoil dimensions of the upper wing section  102  and the lower wing section  104  may be the same or similar, as described below. An example airfoil shape  1100  for the upper wing section  102  and the lower wing section  104  is shown in  FIGS.  10 - 12   . As shown in  FIGS.  10 - 12   , the upper wing section  102  and the lower wing section  104  use substantially the same airfoil design, in which the camber line curves back up near the trailing edge of the airfoil to add a positive pitching moment. The upper wing section and the lower wing section may be reflexed-type airfoils to provide stabilization of the pitch moment along with the implementation of a twisted airfoil and swapped wings configuration. The lower wing section  104  may have a slightly lower angle of attack than the upper wing section  102  to aid in stall recovery. It is also used to achieve roll stability as it shifts center of pressure up to the upper wing. In other words, the point from where resulting force vector (lift and drag) originate is shifted to the upper wing by decreasing the angle of attack of the lower wing. This reduces the lift and drag forces of the lower wing in comparison to the upper wing. At low speeds, the lower wing section  104  will stall first, moving the center of lift up and causing the angle of attack to fall, increasing air speed and thus exiting a stall. As shown in the tables below, the configuration allows for the center of gravity of the VTOL aircraft  100  to be located in front of the aerodynamic center (which is at about 27% of the root chord from the leading edge) to the point of about 20.7% of the root chord from the leading edge. This configuration also creates positive longitudinal static stability for the VTOL aircraft  100 . 
     The right vertical wing section  108  and the left vertical wing section  106  may comprise two wing portions shorter than the upper wing section  102  and the lower wing section  104 . The right vertical wing section  108  and the left vertical wing section  106  may be configured as symmetrical airfoils to provide stabilization of the roll moment. The cross-sectional shape of the right vertical wing section  108  and the left vertical wing section  106  may be substantially identical and may provide lateral stability when in forward flight. 
     The corner sections  116  are configured to smoothly transition between the upper wing section  102  and the right vertical wing section  108 , the upper wing section  102  and the left vertical wing section  106 , the lower wing section  104  and the right vertical wing section  108 , and the lower wing sections  104  and the left vertical wing section  106 . The corner sections  116  may be configured to transition between the lift forces created by the upper wing section  102  and the lower wing section  104  and the vertical stabilizing forces associated with the airfoil designs of the right vertical wing section  108  and the left vertical wing section  106 . 
     As shown, the corner sections  116  are connected to the upper wing section  102  or he lower wing section  104  on one end of the corner section  116 . The portion of the corner sections  116  adjacent to the upper wing section  102  or the lower wing section  104  transition from the airfoil shape to a tapered wing tip. The transition starts at approximately 50% of the corner section  116  perimeter edge that is parallel to the upper wing section  102  and the lower wing section  104  to create additional wing span and add additional lift and reduce wing tip vortices. This portion of the corner section  116  decreases the wing chord length and transitions the wing tip to the connected right vertical wing section  108  or left vertical wing section  106 . The tapering of the end of the corner sections  116  adjacent to the upper wing section  102  and the lower wing section  104  shifts the local aerodynamic center of the wing configuration to the aft of the VTOL aircraft  100  to achieve lateral stability. 
     Similarly, the portion of the corner sections  116  adjacent to the right vertical wing section  108  and the left vertical wing section  106  preferably transition from an asymmetrical shape of the upper wing section  102  and the lower wing section  104  to a symmetrical airfoil design for the right vertical wing section  108  and the left vertical wing section  106  in accordance with some embodiments. 
     Generally, each of the upper wing section  102  and the lower wing section  104 , the right vertical wing section  108  and the left vertical wing section  106  and the corner sections  116  include internal skeleton frames comprising ribs. The upper wing section  102  and the lower wing section  104  include at least two longerons of round shape with ribs attached by means of gluing. Longerons and ribs are made from carbon fiber tubes and customs profiles. 
     The surfaces of the upper wing section  102  and the lower wing section  104  may be constructed from carbon fiber panels and attached to the ribs by the mean of gluing. Each of the upper wing section  102  and the lower wing section  104  may be made of independent sections (along the lateral axis) which share longerons as supports and structural elements. The elevons may each contain two longerons with ribs and carbon fiber panels attached by gluing.  FIG.  10    shows an exemplary exploded view of the structure of a wing section and/or an elevon in accordance with some embodiments. A wing section includes longerons  304 ,  305  extending the length of the wing section and interconnecting with one or more ribs  303 . The top surface  302  and bottom surface  301  of the wing section and/or elevon may be constructed from carbon fiber panels.  FIG.  17    shows exemplary exploded view of the modularity of the wing sections, each wing section consists of two ribs  303  and carbon fiber panel  306 . Ribs  303  are attached by means of screw connection to the joint  307 . Joint  307  is attached to the stabilizing member  118  of the support frame. The carbon fiber panel  306  may have additional support by means of spars  308 . The carbon fiber panels may be sandwich type panels having a varying thickness and highly enhanced strength and stiffness as illustrated in  FIG.  13    and as indicated in the tables below. 
     The VTOL aircraft  100  may include a support frame  110  configured to stabilize the rectangular wing  101  and form a rigid chassis, without forming a wind barrier. The support frame  110  may include cross members  111  configured to cross substantially diagonally across the rectangular wing  101 , substantially corner to cross corner in both directions, thereby forming an “X” shape. The support frame  110  may include stabilizing members  118  crossing vertically between the cross members  111 . The support frame  110  may be made from aluminum and CFRP tubing with aerodynamic profiles. 
     In some embodiments, the support frame  110  may be used to support a cabin  114  thereon, possibly substantially centrally, e.g., at the center of the “X” shape of the cross members  111 . The cabin  114  may be used to house the pilot and any passengers. The support frame  110  may further be used to support a set of propellers  112 . As shown, the VTOL aircraft  100  may include eight propellers  112  spread between the upper wing section  102  and the lower wing section  104 , with four propellers spread between the cabin  114  and the right vertical wing section  108 , and the other four propellers spread between the cabin  114  and the second wing section  108 . 
     The cross members  111  may connect at one end to the cabin  114 . The other ends of the cross members  111  may be fastened to the frames forming the skeletons for the upper wing section  102  and the lower wing section  104 . The connection points between the upper wing section  102  and the lower wing section  104  and the support frame  110  may be located at the wing ribs. In some embodiments, there are six ribs in the upper wing section  102  and the lower wing section  104  that are attached to the support frame  110 . 
     The VTOL aircraft  100  also includes a propulsion system to enable take-off and forward flight. The propulsion system preferably includes the eight propellers  112  supported on the support frame  110 . The propellers  112  may be two-blade, three-blade, or more propellers with variable pitch adjustment in the range of 17-90 degrees and with electric propulsion motors based on permanent magnets approach—BLDC with advanced phase control—Field oriented Control (FOC) implemented in the speed controllers (ESC). The motors may be capable of delivering 35 KW of constant power and 60 KW of pick power (5 sec). The motor electronic controls and motor housing may be equipped with passive cooling system based on heat-transfer tubes with heat dissipation in the airflow from the rotating propellers. The motors may turn the propellers at full throttle in the range of 5000-7000 RPM, and the propellers will have a tip speed of approximately 0.8 M and up to 0.95 M. The rotation speed of propellers  112  and variable pitch of the propeller may be controlled individually by the flight controller to allow differential thrust in vertical take-off, landing and forward flight modes. The propellers  112  may have a diameter of 34-36 inches. In an embodiment, aspects of the flight controller may be distributed among one or more connected computing devices on the aircraft. 
     The VTOL aircraft  100  may include batteries to power the propellers  112 . The VTOL aircraft  100  may utilize standard off-the-shelf rechargeable Lithium-ion/Polymer batteries. Battery packaging may be based on payloads. Battery capacity may depend on use cases (e.g., payload, range). For a payload of 150 kg and flight time of 40 minutes, battery capacity may be projected to be 450 Ah or 30-40 kWh. Battery charging may be performed via electric car charging stations. 
     Batteries may be distributed in several places around the VTOL aircraft  100 . For example, batteries may be included in the cabin, above the frame support  110  and in the leading edge of the rectangular wing  101 . The distribution may be arranged to shift the center of gravity of the VTOL aircraft  100  in front of the aerodynamic center of the airfoils to achieve positive longitudinal flight stability. 
     Although not shown, the VTOL aircraft  100  may include four wheels coupled to the rectangular wing  101 , and generally positioned in typical positions as on a typical automobile. The four wheels may be steered by a steering wheel located in the cabin. The four wheels may be driven by motors (not shown) or by the propellers  112 , which may be directed to propel the VTOL aircraft forwards and/or backwards. 
       FIG.  2    is a perspective side view of the VTOL aircraft  100 , in accordance with some embodiments. 
       FIG.  3    is a top view of the VTOL aircraft  100 , in accordance with some embodiments. 
       FIG.  4    is a perspective rear view of the VTOL aircraft  100 , in accordance with some embodiments. 
       FIG.  5    is a perspective front view of the VTOL aircraft  100  in a forward flight orientation, in accordance with some embodiments. As shown in  FIG.  5   , the cabin  114  may be configured to rotate from a sideways direction to a forward direction so that the passengers remain seated comfortably relative to gravity. 
       FIG.  6    is a perspective front view of a VTOL aircraft  200 , in accordance with some embodiments. The VTOL aircraft  200  is substantially similar to the VTOL aircraft  100  shown and discussed with reference to  FIGS.  1 - 5   . The VTOL aircraft  200  shows some additional details included in the VTOL aircraft  100  but not shown in  FIGS.  1 - 5   , such as the elevons  220  on the lower wing section  204 , the elevons  224  on the upper wing section  202 , and the rudders  226  and  228  on the right and left vertical wing sections  206  and  208 . 
     Some differences between the VTOL aircraft  200  relative to the VTOL aircraft  100  include a different cabin  214  relative to the cabin  114 , a different support frame  210  pattern relative to support frame  110 , and rear-side positioned propellers  212  relative to front-side positioned propellers  112 . 
     Like the VTOL aircraft  100 , the VTOL aircraft  200  includes a “rectangular” wing  201 . The rectangular wing  201  includes an upper wing section  202  having a right upper wing side and a left upper wing side, a lower wing section  204  having a right lower wing side and a left lower wing side, a right vertical wing section  206  (as a stabilizer) coupled to the right upper wing side and to the right lower wing side, and a left vertical wing section  208  (as a stabilizer) coupled to the left upper wing side and to the left lower wing side. Each of the wing sections is coupled together by a corner section  216 . Corner sections  216  may be separate parts or parts integral to the upper wing section  202 , lower wing section  204 , right vertical wing section  206 , or left vertical wing sections  208 . 
     Like the VTOL aircraft  100 , the VTOL aircraft  200  may be the size of a standard automobile. For example, the dimensions of an embodiment of the VTOL aircraft  200  may be approximately 5.5 m×2.2 m×2.0 m. An exemplary wing area may be 11 m2. 
     The VTOL aircraft  200  is configured to initially take off in a vertical direction, and possibly tilted in any direction. The VTOL orientation of the VTOL aircraft  200  is substantially as shown in  FIG.  1   . After take-off and during flight, the VTOL aircraft  200  is configured to transition to a forward orientation, as shown in  FIG.  6   . Like the VTOL aircraft  100 , the upper wing section  202  is referred to as “upper,” because it will become the upper wing when in the forward orientation as shown in  FIG.  6   . The lower wing section  204  is referred to as “lower,” because it will become the lower wing when in the forward orientation. The right and left vertical wing sections  206  and  208  are referred to as “vertical,” because they will be vertical when in the forward orientation. The right vertical wing section  206  is referred to as “right” because it is on the right when facing the front of the VTOL aircraft  200  in forward orientation. The left vertical wing section  208  is referred to as “left” because it is on the left when facing the front of the VTOL aircraft  200  in forward orientation. 
     The upper wing section  202  and lower wing section  204  may form the aerodynamic lifting surfaces of the VTOL aircraft  200 . In some embodiments, the upper wing section  202  and the lower wing section  204  each have a cross section in the shape of an airfoil to create lift when in forward flight. The airfoil dimensions of the upper wing section  202  and the lower wing section  204  may be the same or similar, as described below. An example airfoil shape  1100  for the upper wing section  202  and the lower wing section  204  is shown in  FIGS.  10 - 12   . As shown in  FIGS.  10 - 12   , the upper wing section  202  and the lower wing section  204  use substantially the same airfoil design, in which the camber line curves back up near the trailing edge of the airfoil to add a positive pitching moment. The lower wing section  204  may have a slightly lower angle of attack than the upper wing section  202  to aid in stall recovery. At low speeds, the lower wing section  204  will stall first, moving the center of lift up and causing the angle of attack to fall, increasing air speed and thus exiting a stall. As shown in the tables below, the configuration allows for the center of gravity of the VTOL aircraft  200  to be located in front of the aerodynamic center (which is at about 27% of the root chord from the leading edge) to the point of about 20.7% of the root chord from the leading edge. This configuration also creates positive longitudinal static stability for the VTOL aircraft  200 . 
     The right vertical wing section  206  and the left vertical wing section  208  may comprise two wing portions shorter than the upper wing section  202  and the lower wing section  204 . The right vertical wing section  206  and the left vertical wing section  208  may be configured as symmetrical airfoils to provide stabilization of the roll moment. The cross-sectional shape of the right vertical wing section  206  and the left vertical wing section  208  may be substantially identical and may provide lateral stability when in forward flight. 
     Like the corner sections  116 , the corner sections  216  are configured to smoothly transition between the upper wing section  202  and the right vertical wing section  206 , the upper wing section  202  and the left vertical wing section  206 , the lower wing section  204  and the right vertical wing section  206 , and the lower wing sections  204  and the left vertical wing section  208 . The corner sections  216  may be configured to transition between the lift forces created by the upper wing section  202  and the lower wing section  204  and the vertical stabilizing forces associated with the airfoil designs of the right vertical wing section  206  and the left vertical wing section  208 . 
     As shown, the corner sections  216  may be connected to the upper wing section  202  and the lower wing section  204  on one end of the corner section  216 . The portion of the corner sections  216  adjacent to the upper wing section  202  and the lower wing section  204  transition from the airfoil shape to a tapered wing tip. The transition starts at approximately 50% of the corner section  216  perimeter edge that is parallel to the upper wing section  202  and the lower wing section  204  to create additional wing span and add additional lift and reduce wing tip vortices. This portion of the corner section  216  decreases the wing chord length and transitions the wing tip to the right vertical wing section  206  and the left vertical wing section  208 . The tapering of the end of the corner sections  216  adjacent to the upper wing section  202  and the lower wing section  204  shifts the local aerodynamic center of the wing configuration to the aft of the VTOL aircraft  200 . 
     Similarly, the portion of the corner sections  216  adjacent to the right vertical wing section  206  and the left vertical wing section  208  transition from an asymmetrical shape of the upper wing section  202  and the lower wing section  204  to the symmetrical airfoil designs of the right vertical wing section  206  and the left vertical wing section  208 . 
     Generally, each of the upper wing section  202  and the lower wing section  204 , the right vertical wing section  206  and the left vertical wing section  208  and the corner sections  216  include internal skeleton frames comprising ribs. The upper wing section  202  and the lower wing section  204  preferably include at least two longerons of round shape with ribs attached by means of gluing/riveting or bolting. Longerons and ribs are preferably made from carbon fiber tubes or customs profiles. 
     The surfaces of the upper wing section  202  and the lower wing section  204  may be constructed from carbon fiber panels and attached to the ribs by the mean of gluing or riveting. Each of the upper wing section  202  and the lower wing section  204  may be made of independent sections (along the lateral axis) which share longerons as supports and structural elements. The elevons may each contain two longerons with ribs and carbon fiber panels attached by gluing or riveting.  FIG.  10    shows an exemplary exploded view of the structure of a wing section and/or an elevon in accordance with some embodiments. A wing section includes longerons  304 ,  305  extending the length of the wing section and interconnecting with one or more ribs  303 . The top surface  302  and bottom surface  301  of the wing section and/or elevon may be constructed from carbon fiber panels. The carbon fiber panels may be sandwich type panels having a varying thickness and highly enhanced strength and stiffness as illustrated in  FIG.  13    and as indicated in the tables below. 
     The VTOL aircraft  200  may include a support frame  210  configured to stabilize the rectangular wing  201  and form a rigid chassis, without forming a wind barrier. Like the support frame  110 , the support frame  210  may include cross members  211  configured to cross substantially diagonally across the rectangular wing  201 , substantially corner to cross corner in both directions, thereby forming an “X” shape. The support frame  210  may include stabilizing members  218  crossing vertically between the cross members  211 . The support frame  210  may be made from aluminum alloy and CFRP tubing with aerodynamic streamline profiles. 
     In some embodiments, the support frame  210  may be used to support a cabin  214  thereon, possibly substantially centrally, e.g., at the center of the “X” shape of the cross members  211 . The cabin  214  may be used to house the pilot and any passengers. The support frame  210  may further be used to support a set of propellers  212 . As shown, the VTOL aircraft  100  may include eight propellers  212  spread between the upper wing section  202  and the lower wing section  204 , with four propellers  212  spread between the cabin  214  and the right vertical wing section  206 , and the other four propellers  212  spread between the cabin  214  and the second wing section  208  filling the area inside the rectangular wing evenly. 
     The cross members  211  may connect at one end to the cabin  214 . The other ends of the cross members  211  may be fastened to the frames forming the skeletons for the upper wing section  202  and the lower wing section  204 . The connection points between the upper wing section  202  and the lower wing section  204  and the support frame  210  may be located at the wing ribs. In some embodiments, there are six ribs in the upper wing section  202  and the lower wing section  204  that are attached to the support frame  210 . 
     Like the VTOL aircraft  100 , the VTOL aircraft  200  also includes a propulsion system to enable take-off and forward flight. The propulsion system includes the eight propellers  212  supported on the support frame  210 . The propellers  212  may be, two-blade, three-blade or more propellers with variable pitch adjustment in the range of 18-90 degrees and with electric propulsion motors based on permanent magnets approach—BLDC with advanced phase control—Field oriented Control (FOC). The motors may be capable of delivering 35 KW of constant power and 60 KW of pick power (5 sec). The motor electronic controls and motor housing may be equipped with passive cooling system based on heat-transfer tubes with heat dissipation in the airflow from the rotating propellers. The motors may turn the propellers at full throttle in the range of 3000-6000 RPM, and the propellers will have a tip speed not exceeding approximately 0.8 M. The rotation speed of propellers  212  and variable pitch of the propeller may be controlled individually by the flight controller to allow differential thrust in vertical take-off, landing and forward flight modes. The propellers  212  may have a diameter of 34-36 inches. 
     Like the VTOL aircraft  100 , the VTOL aircraft  200  may include batteries to power the propellers  212 . The VTOL aircraft  200  may utilize standard off-the-shelf rechargeable standard lithium-ion batteries with an optional high current rating buffer lithium-polymer battery for vertical flight or high current rating lithium-ion battery only. Battery packaging may be based on payloads. Battery capacity may depend on use cases (e.g., payload, range). For a payload of 150 kg and flight time of 40 minutes, battery capacity may be projected to be 450 Ah. Battery charging may be performed via electric car charging stations. 
     Batteries may be distributed in several places around the VTOL aircraft  200 . For example, batteries may be included in the cabin, above the frame support  210  and in the leading edge of the rectangular wing  201  or in vertical parts of the rectangular wing. The distribution may be arranged to shift the center of gravity of the VTOL aircraft  200  in front of the aerodynamic center of the airfoils to improve aerodynamics and flight stability. The position of the battery or part of the battery can be adjusted in flight along the longitudinal axes of the aircraft to fine tune the position of the center of mass to the necessary position. 
     As illustrated in  FIG.  6   , the right vertical wing section  206  includes a first rudder  226 , and the left vertical wing section  208  include a second rudder  228 . The upper wing section  202  has elevons  224 , and the lower wing section  204  has elevons  220 . The elevons  220  and  224  may be positioned close to the transition where the first and left vertical wing sections  206  and  208  control the wing pitching and rolling moments. Each elevon  220  and  224  may have a chord length of approximately 25% of the wing chord length. The width of the elevons may me be about 1.5 the diameter of the propellers. Elevons  220  and  224  combine the functions of ailerons and elevators in a typical fixed wing aircraft design. Elevons and rudders also may be used in vertical flight for augmenting positional stability along with body tilting to fight with position deviation in windy conditions. Further, the elevons  220  and  224  may be located between first and second and between fifth and sixth ribs attached to the support frame  210 . 
     In forward flight, the VTOL aircraft  200  may be controlled by the elevons  220  and  224  which combine controls of ailerons and elevators. Flap function from elevons  220  and  224  is also possible. Active longitudinal stability may be based on thrust vectoring or differential thrust created by the counter-rotation of, or changing the rotational speed of, propellers  212  and controlling the rudders  226  and  228 . Pitch control may be performed by deflecting all elevons  220  and  224  up and down and changing their positive pitching moment as well as by differential thrust between upper and lower row of propellers. Differential thrust can be achieved by changing the rotating speed of the propellers  212  and/or changing propeller pitch. Yaw control may be performed by differential thrust of the outer rows of propellers  212 . Propeller thrust may be controlled individually by changing the rotation speed and/or pitch angle. Roll control may be performed by deflecting the left and right pairs of elevons  220  and  224  up and down in opposite directions. The VTOL aircraft may include a built-in inertial management unit to enable the flight controller to control the roll position by reading current values and changing speeds. 
       FIG.  7   a    is a rear view of the VTOL aircraft  200  in a forward flight mode, in accordance with some embodiments.  FIG.  7   b    is a cross-sectional view of a VTOL aircraft  200  taken substantially along line B-B of  FIG.  7   a   , in accordance with some embodiments. As shown, VTOL aircraft  200  includes a fairing  232 . 
       FIG.  8    is a top view of a VTOL aircraft  200  in a forward flight mode, in accordance with some embodiments. As illustrated in  FIG.  8   , the continuous shape of the rectangular wing  101  and  201  fully encases all propellers  112  and  212  to protect the surroundings from the propellers  112  and  212  and the propellers  112  and  212  from the outside objects during take-off and landing. 
       FIG.  9    is a side view of a VTOL aircraft  200 , in accordance with some embodiments. 
       FIG.  10    is an exemplary exploded view of a wing section and/or elevon, in accordance with some embodiments. 
       FIG.  11    is a cross-sectional view of a wing section, e.g., the upper wing section  102  and  202  and the lower wing section  104  and  204 , in accordance with some embodiments. 
       FIG.  12    is a computer model illustrating the shape and center of gravity of the rectangular wing  101  and  201 , in accordance with some embodiments. The computer model shows the following specifications: 
     
       
         
           
               
             
               
                   
               
               
                 2-ModelA MH78-12% 8 deg AoA v2 
               
               
                   
               
             
            
               
                   
               
            
           
           
               
               
               
               
            
               
                   
                 Wing Span 
                 6780.560 
                 mm 
               
               
                   
                 xyProj. Span 
                 4999.987 
                 mm 
               
               
                   
                 Wing Area 
                 6.055 
                 m 2   
               
               
                   
                 xyProj. Area 
                 4.783 
                 m 2   
               
               
                   
                 Plane Mass 
                 480.000 
                 kg 
               
               
                   
                 Wing Load 
                 100.347 
                 kg/m 2   
               
               
                   
                 Root Chord 
                 1000.000 
                 mm 
               
               
                   
                 MAC 
                 909.767 
                 mm 
               
            
           
           
               
               
               
            
               
                   
                 TipTwist 
                 0.000° 
               
               
                   
                 Aspect Ratio 
                 7.593 
               
               
                   
                 Taper Ratio 
                 1.408 
               
               
                   
                 Root-Tip Sweep 
                 3.671° 
               
            
           
           
               
               
               
               
            
               
                   
                 XNP = 
                 273.730 
                 mm 
               
               
                   
                 d(XCp.C1)/dC1) 
               
            
           
           
               
               
               
            
               
                   
                 Mesh Elements 
                 660 
               
            
           
           
               
               
               
               
            
               
                   
                 V 
                 23.00 
                 m/s 
               
            
           
           
               
               
               
            
               
                   
                 Alpha 
                 24.000° 
               
               
                   
                 Beta 
                 0.000° 
               
               
                   
                 CL 
                 1.519 
               
               
                   
                 CD 
                 0.178 
               
               
                   
                 Efficiency 
                 0.599 
               
               
                   
                 CL/CD 
                 8.522 
               
               
                   
                 Cm 
                 −0.068 
               
               
                   
                 Cl 
                 0.000 
               
               
                   
                 Cn 
                 −0.000 
               
            
           
           
               
               
               
               
            
               
                   
                 X_CP 
                 253.567 
                 mm 
               
               
                   
                 X_CG 
                 206.550 
                 mm 
               
               
                   
                   
               
            
           
         
       
     
       FIG.  13    is a chart illustrating the relative stiffness and weight of sandwich panels compared to solid panels, in accordance with some embodiments. 
       FIG.  14    is a set of graphs showing airfoil polars, in accordance with some embodiments. The airfoil polars include the following specifications: 
     
       
         
           
               
             
               
                   
               
               
                 Plane analysis Analysis settings: Sequence/Store OpPoint α 
               
               
                   
               
             
            
               
                   
               
            
           
           
               
               
               
            
               
                   
                 Start 
                 −8.000° 
               
               
                   
                 End 
                 25.000° 
               
               
                   
                 Δ 
                 0.500° 
               
            
           
           
               
               
            
               
                   
                 Polar properties 
               
               
                   
                 Type 2: Fixed lift 
               
               
                   
                 3D-Panels/VLM2 
               
               
                   
                 Using plane inertia 
               
            
           
           
               
               
               
               
            
               
                   
                 Mass 
                 480.00 
                 kg 
               
               
                   
                 CoG.x 
                 206.6 
                 mm 
               
               
                   
                 CoG.z 
                 0 
                 mm 
               
            
           
           
               
               
               
            
               
                   
                 B.C. 
                 Dirichlet 
               
               
                   
                 Analysis Type 
                 Viscous 
               
               
                   
                 Ref. Dimensions 
                 Projected 
               
            
           
           
               
               
               
               
            
               
                   
                 Ref. Area 
                 9.567 
                 m 2   
               
               
                   
                 Ref. Span 
                 4999.987 
                 mm 
               
               
                   
                 Ref. Chord 
                 909.767 
                 mm 
               
               
                   
                 Density 
                 1.225 
                 kg/m3 
               
               
                   
                 Viscosity 
                 1.5e−5 
                 m 2 /s 
               
            
           
           
               
               
               
            
               
                   
                 Data Points 
                 48 
               
               
                   
                   
               
            
           
         
       
     
       FIG.  15    is a graph showing a flight cyclogram in conjunction with height and energy consumption, in accordance with some embodiments. 
       FIG.  16    is a diagram showing configuration details of a VTOL aircraft, in accordance with some embodiments. 
       FIG.  17    is an exemplary exploded view showing modularity of the wing sections along with joints of wing frame to the support frame, in accordance with some embodiments. 
     In some embodiments, the VTOL aircraft  100  and  200  may be extended to an automobile functionality. 
     Table 1 below shows general characteristics of the VTOL aircraft  200 , heavier, longer range version—Model A, in accordance with some embodiments. These parameters are merely examples, and can vary. 
     
       
         
           
               
               
             
               
                   
               
               
                 Example characteristics 
                 Value 
               
               
                   
               
             
            
               
                 Capacity: 
                 One-two passenger 
               
               
                 Length, m 
                 5.09 
               
               
                 Width, m 
                 2.12 
               
               
                 Height, m 
                 2.2 
               
               
                 Empty weight, kg 
                 400 
               
               
                 Nominal payload weight, kg 
                 80 
               
               
                 Nominal gross weight, kg 
                 480 
               
               
                 Maximum payload weight, kg 
                 120 
               
               
                 Cruise speed, m/s 
                 50.14 
               
               
                 Stall speed m/s 
                 0 
               
               
                 Never exceed speed m/s 
                 75.2 
               
               
                 Endurance in cruise, min 
                 57 
               
               
                 Range, km: 
                 171 
               
               
                 Service ceiling, km: 
                 0 
               
               
                 Rate of climb, m/s: 
                 4 
               
               
                 Transition time from vertical to 
                 5-8 
               
               
                 horizontal flight mode, sec 
               
               
                 Power plant: 
                 8 BLDC motors 
               
               
                 Motors: 
               
               
                 Motor max burst power, kW 
                 110 
               
               
                 Motor max continuous power, kW 
                 32 
               
               
                 Max thrust to weight ratio 
                 3 
               
               
                 Battery capacity, kWh 
                 30 
               
               
                 Hover total power 
                 211 
               
               
                 consumption, kW 
               
               
                 Cruise total power 
                 26 
               
               
                 consumption, kW 
               
               
                 Battery: 
               
               
                 Total capacity, kWh 
                 30 
               
               
                 Number of Lithium-Polymer 
                 72 
               
               
                 cells in the battery 
               
               
                 No Load rated voltage, V 
                 274 
               
               
                 Max fully charged no load voltage, V 
                 295 
               
               
                 ESC (Electronic speed controller): 
               
               
                 Max voltage, V 
                 800 (for rated voltage 274 V) 
               
               
                 Max burst current, A 
                 600 
               
               
                 Max output RMS voltage, V 
                 209 
               
               
                 Type of control 
                 Field oriented control, 
               
               
                   
                 sinusoidal waveform 
               
               
                 Propellers: 
                 5-bladed, Carbon 
               
               
                   
                 fiber, Variable pitch 
               
               
                 Propeller diameter, m 
                 0.864 
               
               
                 Propeller pitch 
                 Variable from 0 to infinity 
               
               
                 Propeller pitch at hovering, inches 
                 14 
               
               
                 Number of rotors 
                 8 
               
               
                 Wing: 
               
               
                 Wing aspect ratio 
                 5 
               
               
                 Wing loading, kg/m 2   
                 51 
               
               
                 Wing area, m 2   
                 9.48 
               
               
                 Wing root chord length, m 
                 1 
               
               
                 Vertical stabilizer chord length, m 
                 0.71 
               
               
                 Lift to Drag ratio 
                 9.82 
               
               
                 Wing Reynolds number at cruise 
                 3529395 
               
               
                 speed 
               
               
                 Cruise wing angle of attack, degrees 
                 8 
               
               
                   
               
            
           
         
       
     
     Table 2 below shows example weight characteristics of the VTOL aircraft  200 , for the heavier, longer range Model A version, in accordance with some embodiments. These parameters are merely examples, and can vary. 
     
       
         
           
               
               
               
             
               
                   
                   
               
               
                   
                 Component 
                 Weight, kg 
               
               
                   
                   
               
             
            
               
                   
               
            
           
           
               
               
               
            
               
                   
                 Wing 
                 37.8 
               
               
                   
                 Tubes 
                 12 
               
               
                   
                 Motors 
                 47.2 
               
               
                   
                 Frame 
                 20 
               
               
                   
                 Propellers 
                 2.4 
               
               
                   
                 fasteners 
                 4 
               
               
                   
                 Cabin 
                 35 
               
               
                   
                 Cabin mechanism 
                 14 
               
               
                   
                 Landing gears 
                 20 
               
               
                   
                 Elevon mechanisms 
                 2 
               
               
                   
                 Battery 
                 175 
               
               
                   
                 ESC 
                 10.4 
               
               
                   
                 Wires 
                 20 
               
               
                   
                 Total Weight 
                 400 
               
               
                   
                   
               
            
           
         
       
     
     Table 3 below shows general characteristics of the VTOL aircraft  200 , for a light, short range embodiment—Model Zero, in accordance with some embodiments. These parameters are merely examples, and can be different based on the use ease and aircraft version. 
     
       
         
           
               
               
             
               
                   
               
               
                 Example characteristics 
                 Value 
               
               
                   
               
             
            
               
                 Capacity: 
                 one passengers 
               
               
                 Length, m 
                 5.09 
               
               
                 Width, m 
                 2.12 
               
               
                 Height, m 
                 2.2 
               
               
                 Empty weight, kg 
                 250 
               
               
                 Nominal payload weight, kg 
                 80 
               
               
                 Nominal gross weight, kg 
                 330 
               
               
                 Maximum payload weight, kg 
                 120 
               
               
                 Cruise speed, kg 
                 32.1 
               
               
                 Stall speed, kg 
                 0 
               
               
                 Never exceed speed, m/s 
                 64.2 
               
               
                 Endurance in cruise, min 
                 3.9 
               
               
                 Range, fixed pitch, km 
                 8 
               
               
                 Service ceiling, km 
                 3.7 
               
               
                 Max Rate of climb, m/s 
                 4 
               
               
                 Power plant: 
                 8 BLDC motors 45 kW each 
               
               
                 Max thrust to weight ratio 
                 3 
               
               
                 Battery capacity, kWh 
                 11.4 
               
               
                 Hover power consumption, kW 
                 200 
               
               
                 Cruise power consumption 
                 50 
               
               
                 Fixed pitch, kW 
               
               
                 Cruise power consumption Variable 
                 18 
               
               
                 pitch, FW optimized, kW 
               
               
                 Propellers 
                 3-bladed, Carbon 
               
               
                   
                 fiber, fixed pitch 
               
               
                 Wing aspect ratio 
                 5 
               
               
                 Wing loading, kg/m 2   
                 35 
               
               
                 Wing area, m 2   
                 9.48 
               
               
                 Wing root chord length, m 
                 1 
               
               
                 Vertical stabilizer chord length, m 
                 0.71 
               
               
                 Lift to Drag ratio 
                 9.82 
               
               
                 Propeller diameter, m 
                 0.864 
               
               
                 Propeller pitch, m 
                 0.574 
               
               
                 Wing Reynolds number at cruise speed 
                 2259455 
               
               
                   
               
            
           
         
       
     
     Table 4 below shows weight characteristics for the VTOL aircraft  200 , for a light, short range version—Model Zero, in accordance with some embodiments. These parameters are merely examples, and can be different based on the use case and aircraft version. 
     
       
         
           
               
               
               
             
               
                   
                   
               
               
                   
                 Component 
                 Weight, kg 
               
               
                   
                   
               
             
            
               
                   
               
            
           
           
               
               
               
            
               
                   
                 Wing 
                 35 
               
               
                   
                 Tubes 
                 12.12 
               
               
                   
                 Motors 
                 47.2 
               
               
                   
                 Frame 
                 20 
               
               
                   
                 Propellers 
                 2.4 
               
               
                   
                 fasteners 
                 3 
               
               
                   
                 Simplified cabin 
                 30 
               
               
                   
                 Cabin mechanism 
                 10 
               
               
                   
                 Landing gears 
                 15 
               
               
                   
                 Elevon mechanisms 
                 2 
               
               
                   
                 Battery 
                 60 
               
               
                   
                 ESC 
                 9.6 
               
               
                   
                 Wires, battery close to motor 
                 4 
               
               
                   
                 placement 
                   
               
               
                   
                 Total Weight 
                 250 
               
               
                   
                   
               
            
           
         
       
     
     Table 5 below shows two additional versions of the aircraft for one and two seater configurations for the VTOL aircraft  200  (Model A), in accordance with some embodiments. These parameters are merely examples, and can be different based on the use case and aircraft version. 
     
       
         
           
               
               
               
               
             
               
                   
               
               
                   
                 Value 
                 Value 
                   
               
               
                   
                 (for one 
                 (for two 
               
               
                 Example Parameter 
                 sitter) 
                 sitter) 
                 Notes 
               
               
                   
               
             
            
               
                 Weight Parameters 
                   
                   
                   
               
            
           
           
               
               
               
               
               
               
            
               
                 Person (s) / cargo 
                 100 
                 kg 
                 200 
                 kg 
                   
               
               
                 Without person 
                 300 
                 kg 
                 300 
                 kg 
               
               
                 With person (s) 
                 400 
                 kg 
                 500 
                 kg 
               
               
                 Batteries weight 
                 190 
                 kg 
                 190 
                 kg 
               
            
           
           
               
               
               
               
            
               
                 Flight Parameters 
                   
                   
                   
               
            
           
           
               
               
               
               
               
               
            
               
                 Vertical flight time 
                 1.2 
                 min 
                 1.2 
                 min 
                   
               
               
                 Horizontal (forward) flight 
                 58 
                 min 
                 46 
                 min 
               
               
                 time 
               
               
                 Cruise Speed 
                 85 
                 mph 
                 85 
                 mph 
               
               
                 Flight Distance 
                 82 
                 miles 
                 65 
                 mph 
                 derivative from flight time and 
               
               
                   
                   
                   
                   
                   
                 cruise speed 
               
               
                 Flight Ceiling in MC mode 
                 320 
                 m 
                 320 
                 m 
                 can be more but flight time in 
               
               
                   
                   
                   
                   
                   
                 forward flight (FW) will be reduced 
               
               
                 Rate of climb in vertical 
                 4 
                 m/s 
                 4 
                 m/s 
                 MC mode (multicopter mode) 
               
               
                 flight 
               
            
           
           
               
               
               
               
            
               
                 PowerTrain Parameters 
                   
                   
                   
               
            
           
           
               
               
               
               
               
               
            
               
                 Power (electrical) in 
                 230 
                 kW 
                 325 
                 kW 
                   
               
               
                 vertical flight 
               
               
                 Power (electrical) in 
                 25.5 
                 kW 
                 32.5 
                 kWh 
               
               
                 horizontal flight 
               
               
                 Batteries capacity 
                 32.5 
                 kWh 
                 32.5 
                 kWh 
               
            
           
           
               
               
               
               
            
               
                 Aerodynamic 
                   
                   
                   
               
               
                 parameters 
               
            
           
           
               
               
               
               
               
               
            
               
                 Wing Area 
                 9.5 
                 m2 
                 9.5 
                 m2 
                   
               
               
                 “Stall” speed 
                 52 
                 mph 
                 55 
                 mph 
                 MC (multicopter mode) and FW 
               
               
                   
                   
                   
                   
                   
                 (forward flight) blending before 55 
               
               
                   
                   
                   
                   
                   
                 mph) 
               
               
                   
               
            
           
         
       
     
     Table 6 below shows parameters of two different version of the VTOL aircraft  200  (option 1 and option 2) with different KV of the motors, in accordance with some embodiments. These parameters are merely examples, and can be different based on the use case and aircraft version. 
     
       
         
           
               
               
               
               
               
             
               
                   
               
               
                   
                 Option 1 (50 
                 Option 2 (80 
                 Derivative 
                   
               
               
                 Example Parameter 
                 KV) 
                 KV) 
                 Value 
               
               
                   
               
             
            
               
                   
               
            
           
           
               
               
               
               
               
            
               
                 Weight Parameters 
                   
                   
                   
                   
               
            
           
           
               
               
               
               
               
               
               
            
               
                 Person (s)/cargo 
                 70 
                 kg 
                 70 
                 kg 
                   
                   
               
               
                 Without person 
                 300 
                 kg 
                 300 
                 kg 
               
               
                 With person (s) 
                 370 
                 kg 
                 370 
                 kg 
               
            
           
           
               
               
               
               
               
            
               
                 Batteries weight 
                 n/a 
                 n/a 
                   
                   
               
               
                 Propellers 
               
               
                 Diameter/Pitch 
                 34/14 
                 34/14 
               
            
           
           
               
               
               
               
               
               
               
            
               
                 Tip speed, 100% Throttle 
                 0.91 
                 M 
                 0.95 
                 M 
                   
                   
               
            
           
           
               
               
               
               
               
               
            
               
                 Tip speed, 80% Throttle 
                 0.73 
                 M 
                 0.76 
                   
                   
               
            
           
           
               
               
               
               
               
            
               
                 Motor 
                   
                   
                   
                   
               
               
                 KV 
                 50 
                 80 
               
               
                 Power, KW 
                 25-30 
                 25-30 
               
               
                 RPM, 100% Throttle 
                 6845 
                 7100 
               
               
                 Voltage, V 
                 137 
                 89 
               
               
                 Current, 100% Throttle 
                 164 
                 279 
               
               
                 Flight params-Vertical 
               
               
                 Thrust 100% Throttle, kg 
                 76 
                 80 
                 608 
                 kg 
               
               
                 Thrust 70% Throttle, kg 
                 48 
                 52 
                 384 
                 kg 
               
            
           
           
               
               
               
               
               
               
               
            
               
                 Vertical flight time 
                 4 
                 min 
                 4 
                 min 
                   
                   
               
            
           
           
               
               
               
               
               
            
               
                 Flight params-Horizontal 
                   
                   
                   
                   
               
            
           
           
               
               
               
               
               
               
               
            
               
                 Horizontal (forward) 
                 15 
                 min 
                 15 
                 min 
                   
                   
               
               
                 flight time 
               
               
                 Cruise Speed 
                 80 
                 mph 
                 80 
                 mph 
               
            
           
           
               
               
               
               
               
            
               
                 Flight Distance 
                   
                   
                   
                   
               
               
                 PowerTrain Parameters 
               
            
           
           
               
               
               
               
               
               
               
            
               
                 Power (electrical) in 
                 17 
                 kW 
                 17.6 
                 kW 
                   
                   
               
               
                 vertical flight, 
               
               
                 80% Throttle motor 
               
               
                 Power (electrical) in 
                 25 
                 kW 
                 26 
                 kW 
               
               
                 vertical flight, 
               
               
                 100% Throttle, motor 
               
               
                 Power (electrical) in 
                 178 
                 kW 
                 186 
                 kW 
               
               
                 vertical flight 
               
               
                 Power (electrical) in 
                 67 
                 kW 
                 67 
                 kW 
               
               
                 horizontal flight 
               
            
           
           
               
               
               
               
               
            
               
                 Batteries capacity 
               
               
                   
               
            
           
         
       
     
     Table 7 below shows additional characteristics of the VTOL aircraft  200 , in vertical flight, in accordance with some embodiments. Different empty weights are shown as some versions of the aircraft may have different empty weights and maximum payloads. These parameters are merely examples, and can vary. 
     
       
         
           
               
               
               
               
               
               
             
               
                   
               
               
                   
                   
                   
                   
                   
                 Model 
               
               
                 Example characteristics 
                 3 
                 Model A 
                 2 
                 1 
                 Zero 
               
               
                   
               
             
            
               
                   
               
            
           
           
               
               
               
               
               
               
            
               
                 Aircraft empty weight (with batteries), kg 
                 450 
                 400 
                 350 
                 300 
                 250 
               
               
                 Propeller FOM (figure of merit), % (TBD) 
                 55.8 
                 55.8 
                 55.8 
                 55.8 
                 55.8 
               
               
                 Passenger weight, kg 
                 80 
                 80 
                 80 
                 80 
                 80 
               
               
                 All-up weight, kg 
                 530 
                 480 
                 430 
                 380 
                 330 
               
               
                 Propeller diameter, mm 
                 863.6 
                 863.6 
                 863.6 
                 863.6 
                 863.6 
               
               
                 Total Propeller area, A, m 2   
                 4.69 
                 4.69 
                 4.69 
                 4.69 
                 4.69 
               
               
                 Disc Loading L d , kg/m 2   
                 113.10 
                 102.43 
                 91.76 
                 81.09 
                 70.42 
               
               
                 Disc Loading L d  lbs/sq. ft 
                 23.17 
                 20.98 
                 18.79 
                 16.61 
                 14.42 
               
               
                 Load Capacity C l , g/W 
                 3.76 
                 3.95 
                 4.17 
                 4.44 
                 4.76 
               
               
                 Load Capacity C l , lbs/kW 
                 8.29 
                 8.71 
                 9.20 
                 9.79 
                 10.50 
               
               
                 Load Capacity on 4 motors, g/W 
                 2.66 
                 2.79 
                 2.95 
                 3.14 
                 3.37 
               
               
                 Inter-propeller/frame/wing influence coefficient, 
                 1 
                 1 
                 1 
                 1 
                 1 
               
               
                 K pw  (TBD) 
               
               
                 Total power in hover P h , kW 
                 141.0 
                 121.5 
                 103.0 
                 85.6 
                 69.3 
               
               
                 Total power on 4 motor (outer or inner motors 
                 234.6 
                 202.2 
                 171.4 
                 142.4 
                 115.3 
               
               
                 fail), kW 
               
               
                 Max motor power in 4-motors mode, in 70% 
                 83.8 
                 72.2 
                 61.2 
                 50.9 
                 41.2 
               
               
                 hover, kW 
               
               
                 Motor max power for 35% hover Pm35, kW 
                 50.4 
                 43.4 
                 36.8 
                 30.6 
                 24.7 
               
               
                 Motor max power for 40% hover Pm40, kW 
                 44.1 
                 38.0 
                 32.2 
                 26.8 
                 21.6 
               
               
                 Motor max power for 50% hover Pm50, kW 
                 35.3 
                 30.4 
                 25.8 
                 21.4 
                 17.3 
               
               
                 Battery Voltage (24 s), V 
                 96 
                 96 
                 96 
                 96 
                 96 
               
               
                 Motor/ESC max current in 4-motors mode, in 
                 873 
                 752 
                 638 
                 530 
                 429 
               
               
                 70% hover, A 
               
               
                 Motor/ESC max current for 35% hover I m35 , A 
                 525 
                 452 
                 383 
                 318 
                 258 
               
               
                 Motor/ESC max current for 40% hover I m40 , A 
                 459 
                 396 
                 335 
                 279 
                 226 
               
               
                 Motor/ESC max current for 50% hover I m50 , A 
                 367 
                 316 
                 268 
                 223 
                 180 
               
               
                 Rotors hover thrust to maximum thrust in max fail 
                 70 
                 70 
                 70 
                 70 
                 70 
               
               
                 condition, % 
               
               
                 Motor/ESC nominal current for 35% hover, A 
                 367 
                 316 
                 268 
                 223 
                 180 
               
               
                 Motor/ESC nominal current for 40% hover, A 
                 321 
                 277 
                 235 
                 195 
                 158 
               
               
                 Motor/ESC nominal current for 50% hover, A 
                 257 
                 222 
                 188 
                 156 
                 126 
               
               
                   
               
            
           
         
       
     
     Table 8 below shows the power lines characteristics estimations of the VTOL aircraft  200  in case of a central battery placement for 35% hover case with 4 inner motors fail, in accordance with some embodiments. The estimations are given for various wire sizes. These parameters are merely examples, and can be different based on the use case and aircraft version. 
     
       
         
           
               
               
               
               
               
               
               
               
               
               
               
             
               
                   
               
               
                 Conductor AWG 
                 0000 
                 000 
                 00 
                 0 
                   
                   
                   
                   
                   
                   
               
               
                 size chosen 
                 (4/0) 
                 (3/0) 
                 (2/0) 
                 (1/0) 
                 1 
                 2 
                 3 
                 4 
                 5 
                 6 
               
               
                   
               
             
            
               
                   
               
            
           
           
               
               
               
               
               
               
               
               
               
               
               
            
               
                 Conductor area, 
                 107 
                 85 
                 67.4 
                 53.5 
                 42.4 
                 33.6 
                 26.7 
                 21.2 
                 16.8 
                 13.3 
               
               
                 mm 2   
               
               
                 Conductor 
                 35 
                 40 
                 45.0 
                 50.0 
                 60.0 
                 70.0 
                 82.5 
                 97.5 
                 121.3 
                 145.0 
               
               
                 approximate 
               
               
                 working 
               
               
                 temperature, no 
               
               
                 motors fail, C. ° 
               
               
                 Conductor 
                 136 
                 167 
                 191 
                 210 
               
               
                 approximate 
               
               
                 working 
               
               
                 temperature, 4 
               
               
                 motors fail, C. ° 
               
               
                 Conductor 
                 0.161 
                 0.203 
                 0.2557 
                 0.3224 
                 0.4066 
                 0.513 
                 0.6465 
                 0.815 
                 1.028 
                 1.296 
               
               
                 resistance 
               
               
                 mOhm/m 
               
               
                 Resistance 
                 5.90 
                 7.86 
                 9.83 
                 11.79 
                 15.72 
                 19.65 
                 24.56 
                 30.46 
                 39.79 
                 49.13 
               
               
                 increase at 
               
               
                 working 
               
               
                 temperature 
               
               
                 relative to 20 
               
               
                 deg, % 
               
            
           
           
               
               
            
               
                 Total inner 
                 20 
               
               
                 motors wire 
               
               
                 length for the 
               
               
                 central battery 
               
               
                 scheme, m 
               
               
                 Total outer 
                 28 
               
               
                 motors wire 
               
               
                 length for the 
               
               
                 central battery 
               
               
                 scheme, m 
               
            
           
           
               
               
               
               
               
               
               
               
               
               
               
            
               
                 Resistance at 
                 0.170 
                 0.219 
                 0.281 
                 0.360 
                 0.471 
                 0.613 
                 0.805 
                 1.063 
                 1.437 
                 1.933 
               
               
                 working 
               
               
                 temperature, 
               
               
                 mOhm/m 
               
               
                 Total power 
                 107 
                 138 
                 177 
                 227 
                 296 
                 386 
                 507 
                 670 
                 905 
                 1218 
               
               
                 dissipation at 
               
               
                 working 
               
               
                 temperature, W 
               
               
                 Wire power loss, 
                 0.19 
                 0.24 
                 0.31 
                 0.39 
                 0.51 
                 0.67 
                 0.88 
                 1.16 
                 1.57 
                 2.11 
               
               
                 % 
               
               
                 Wire weight per 
                 0.959 
                 0.762 
                 0.604 
                 0.479 
                 0.380 
                 0.301 
                 0.239 
                 0.190 
                 0.151 
                 0.119 
               
               
                 meter, without 
               
               
                 insulation, kg 
               
               
                 Wire weight per 
                 1,135.1 
                 911.1 
                 741.91 
                 597.98 
                 494.11 
                 372.44 
                   
                 249.3 
                   
                 214.29 
               
               
                 meter, with 
               
               
                 insulation, 
               
               
                 kg/km 
               
               
                 Total wire 
                 46.0 
                 36.6 
                 23.0 
                 23.0 
                 18.2 
                 14.5 
                 11.5 
                 9.1 
                 7.2 
                 5.7 
               
               
                 weight, without 
               
               
                 insulation, kg 
               
               
                 Total wire 
                 54.5 
                 43.7 
                 35.6 
                 28.7 
                 23.7 
                 17.9 
                   
                 12.0 
                   
                 10.3 
               
               
                 weight, with 
               
               
                 insulation, kg 
               
               
                   
               
            
           
         
       
     
     Table 9 below shows the dependence of the aircraft cruise speed to its all-up weight. The predictions are done by using VLM (Vortex Lattice Method) calculation analysis. Different aircraft versions may have different weights, some of the version names are shown in the last column. These parameters are merely examples, and can vary. 
     
       
         
           
               
               
               
               
               
               
             
               
                   
               
               
                 Vehicle 
                   
                 Angle of 
                   
                   
                   
               
               
                 empty weight, 
                 All-up weight, 
                 attack, 
                 Cruise speed, 
                 Cruise speed, 
               
               
                 kg 
                 kg 
                 degrees 
                 m/s 
                 mph 
                 Version name 
               
               
                   
               
             
            
               
                   
               
            
           
           
               
               
               
               
               
               
            
               
                 400 
                 480 
                 8 
                 38.75 
                 86.67 
                 Model A 
               
               
                 300 
                 380 
                 8 
                 34.5 
                 77.17 
               
               
                 250 
                 330 
                 8 
                 32.08 
                 71.76 
                 Model Zero 
               
               
                 200 
                 280 
                 8 
                 29.55 
                 66.10 
               
               
                 150 
                 230 
                 8 
                 26.79 
                 59.93 
               
               
                 125 
                 205 
                 8 
                 25.33 
                 56.66 
                 Ultralight version 
               
               
                   
               
            
           
         
       
     
     Table 10 below shows optimal values for propeller pitch and motor KV for a particular flight mode of the VTOL aircraft  200 , in accordance with some embodiments. These parameters are merely examples, and can be different based on the use case and aircraft version. 
     
       
         
           
               
               
               
               
               
             
               
                   
               
               
                   
                   
                 Propeller 
                   
                 Motor 
               
               
                   
                   
                 Pitch, 
                 Motor 
                 power, 
               
               
                 Description 
                 Air Speed 
                 inches 
                 KV 
                 KW 
               
               
                   
               
             
            
               
                   
               
            
           
           
               
               
               
               
               
            
               
                 Motor KV optimal for MC for 
                   
                 14 
                 104.9 
                 45 
               
               
                 34 × 14 prop 
               
               
                 and 45 KW motor 
               
               
                 Propeller pitch 
                   
                 22.664 
                 80.0 
                 45 
               
               
                 optimal for MC 
               
               
                 for 34 inch prop, 80 KV 
               
               
                 Propeller pitch 
                 71 mph 
                 34.7702 
                 80.0 
                 45 
               
               
                 optimal for FW 
               
               
                 for 34 inch prop, 80 KV 
               
               
                   
               
            
           
         
       
     
     Table 11 below shows propeller and motor characteristics of the VTOL aircraft  200 , in accordance with some embodiments. These parameters are merely examples, and can vary. 
     
       
         
           
               
               
               
               
               
               
               
               
               
             
               
                   
               
               
                   
                   
                   
                 Propeller 
                   
                   
                   
                   
                   
               
               
                   
                   
                   
                 rotational 
               
               
                 Propeller 
                 Motor KV 
                 Propeller 
                 speed at 
                 Mach 
                   
                 Battery 
                 Motor 
               
               
                 configuration: blades, 
                 (speed to 
                 maximum 
                 Mach 
                 number at 
                 Aircraft all- 
                 Lithium 
                 maximum 
                 Aircraft 
               
               
                 Diameter (inches) × 
                 voltage 
                 rotational 
                 number 1, 
                 propeller 
                 up-weight, 
                 Polymer 
                 power, 
                 version 
               
               
                 Pitch (inches) 
                 ratio), rpm/V 
                 speed, rpm 
                 rpm 
                 tip 
                 kg 
                 cells 
                 kW 
                 name 
               
               
                   
               
             
            
               
                   
               
            
           
           
               
               
               
               
               
               
               
               
               
            
               
                 3 bladed 34 × 22.6 
                 77 
                 6697 
                 7585 
                 0.88 
                 330 
                 28 
                 50 
                 Model 
               
               
                   
                   
                   
                   
                   
                   
                   
                   
                 Zero 
               
               
                 2 bladed 36 × 24 
                 76 
                 6685 
                 7164 
                 0.93 
                 330 
                 28 
                 50 
                 Model 
               
               
                   
                   
                   
                   
                   
                   
                   
                   
                 Zero 
               
               
                 2 bladed 34 × 22.6 
                 85 
                 7424 
                 7585 
                 0.98 
                 330 
                 28 
                 50 
                 Model 
               
               
                   
                   
                   
                   
                   
                   
                   
                   
                 Zero 
               
               
                 2 bladed 35 × 23.3 
                 80 
                 7424 
                 7369 
                 1.01 
                 330 
                 28 
                 50 
                 Model 
               
               
                   
                   
                   
                   
                   
                   
                   
                   
                 Zero 
               
               
                 2 bladed 32 × 22 
                 96 
                 8240 
                 8060 
                 1.02 
                 330 
                 28 
                 50 
                 Model 
               
               
                   
                   
                   
                   
                   
                   
                   
                   
                 Zero 
               
               
                 3 bladed 34 × 22.6 
                 90 
                 6515 
                 7585 
                 0.86 
                 330 
                 24 
                 50 
                 Model 
               
               
                   
                   
                   
                   
                   
                   
                   
                   
                 Zero 
               
               
                 2 bladed 32 × 22 
                 113 
                 8052 
                 8060 
                 1.00 
                 330 
                 24 
                 50 
                 Model A 
               
               
                 5 bladed, 34 × 22.6 
                 31 
                 7454 
                 7585 
                 0 98 
                 480 
                 72 
                 50 
                 Model A 
               
               
                 2 bladed 34 × 22.6 
                 73 
                 6743 
                 7585 
                 0.89 
                 330 
                 24 
                 35 
                 Model 
               
               
                   
                   
                   
                   
                   
                   
                   
                   
                 Zero 
               
               
                 3 bladed 34 × 22.6 
                 63 
                 5896 
                 7585 
                 0 78 
                 330 
                 24 
                 35 
                 Model 
               
               
                   
                   
                   
                   
                   
                   
                   
                   
                 Zero 
               
               
                   
               
            
           
         
       
     
     Table 12 below shows weight estimations and other characteristics of the two versions of internal structure of the wing of the VTOL aircraft  200 , in accordance with some embodiments. These parameters are merely examples, and can be different based on the use case and aircraft version. 
     
       
         
           
               
               
               
             
               
                   
               
               
                   
                 Solid foam 
                 Honeycomb 
               
               
                   
                 core 
                 sandwich 
               
               
                 Parameter 
                 version 
                 version 
               
               
                   
               
             
            
               
                   
               
            
           
           
               
               
               
            
               
                 Wing surface area, m 2   
                 25.2 
                 25.2 
               
               
                 Wing volume, m 3   
                 0.833 
                 0.833 
               
               
                 Honeycomb, density, kg/m 2   
                   
                 29.0 
               
               
                 Honeycomb, thickness, mm 
                   
                 3.0 
               
               
                 Honeycomb weight, for the 
                   
                 2.2 
               
               
                 whole wing surface, kg 
               
               
                 Foam density, lbs per square foot 
                 1.0 
               
               
                 Foam density, kg/m 3   
                 16.0 
               
               
                 Foam total weight, kg 
                 13.3 
               
               
                 Honeycomb to foam weight advantage, kg 
                   
                 11.1 
               
               
                 Wing perimeter, m 
                 16.0 
                 16.0 
               
               
                 Carbon fiber fabric layers 
                 3 
                 3 
               
               
                 Total fiber length, m 
                 48.0 
                 48.0 
               
               
                 Carbon Fiber weight, kg 
                 28.85 
                 28.85 
               
               
                 Total wing weight, kg 
                 42.2 
                 31.1 
               
               
                   
               
            
           
         
       
     
     Table 13 below shows characteristics of the wing of the VTOL aircraft  200 , predicted by a CFD (Computational fluid dynamics) simulation, in accordance with some embodiments. These parameters are merely examples, and can be different based on the use case and aircraft version. 
     
       
         
           
               
               
               
               
               
               
             
               
                   
               
               
                 Angle of 
                   
                   
                   
                 Pitching 
                   
               
               
                 attack, 
                 Air speed, 
                   
                   
                 Moment, 
                 Lift to 
               
               
                 degrees 
                 m/s 
                 Lift, N 
                 Drag, N 
                 Nm 
                 Drag ratio 
               
               
                   
               
             
            
               
                   
               
            
           
           
               
               
               
               
               
               
            
               
                 0.5 
                 158.549 
                 6173 
                 1965.5 
                 −5071.36 
                 3.1 
               
               
                 1 
                 103.313 
                 4490.3 
                 860.08 
                 −1477.45 
                 5.2 
               
               
                 2 
                 70.458 
                 4394.32 
                 454.456 
                 42.821 
                 9.7 
               
               
                 3 
                 56.886 
                 4074.02 
                 330.302 
                 326.084 
                 12.3 
               
               
                 4 
                 49.008 
                 4052.22 
                 284.132 
                 534.552 
                 14.3 
               
               
                 5 
                 43.7112 
                 3906.9 
                 253.034 
                 574.41 
                 15.4 
               
               
                 6 
                 39.843 
                 3953.72 
                 252.06 
                 678.452 
                 15.7 
               
               
                 7 
                 36.861 
                 3894.06 
                 258.152 
                 714.108 
                 15.1 
               
               
                 8 
                 34.372 
                 3831.42 
                 264.586 
                 712.576 
                 14.5 
               
               
                 9 
                 32.508 
                 3923.56 
                 285.13 
                 782.608 
                 13.8 
               
               
                 10 
                 30.856 
                 3908.36 
                 298.592 
                 808.152 
                 13.1 
               
               
                 11 
                 29.443 
                 3871.16 
                 314.532 
                 803.878 
                 12.3 
               
               
                 12 
                 28.218 
                 3804.08 
                 333.952 
                 809.858 
                 11.4 
               
               
                 13 
                 27.145 
                 4097.16 
                 374.86 
                 892.964 
                 10.9 
               
               
                 14 
                 26.195 
                 3513.26 
                 359.836 
                 808.848 
                 9.8 
               
               
                 15 
                 25.347 
                 3464.96 
                 394.576 
                 881.108 
                 8.8 
               
               
                 16 
                 24.585 
                 3250.42 
                 448.388 
                 775.114 
                 7.2 
               
               
                 17 
                 23.897 
                 2808.38 
                 532.706 
                 925.056 
                 5.3 
               
               
                 18 
                 23.272 
                 2852.92 
                 561.34 
                 884.302 
                 5.1 
               
               
                 19 
                 22.702 
                 2558.48 
                 566.57 
                 828.994 
                 4.5 
               
               
                 20 
                 22.179 
                 2589 
                 610.916 
                 911.258 
                 4.2 
               
               
                 24 
                 20.468 
                 2055.46 
                 663.384 
                 732.602 
                 3.1 
               
               
                   
               
            
           
         
       
     
       FIG.  18    is a perspective view of an aircraft  1800  according to an embodiment. In  FIG.  18   , cabin  214  is equipped with a master control unit (MCU)  1804  and a control stick  1806 . In automated modes (both driving and flying), MCU  1804  has software and a user interface and is in control of aircraft  1800  with input from an operator  1808  and sensors (see  FIG.  31    and description), e.g., accelerometers, gyroscopes, altimeter, speedometer, airspeed indicator, and a global-positioning system, all of which may be mounted within cabin  214  or on aircraft  1800  external from cabin  214 . In manual modes (both driving and flying), operator  1808  may control aircraft  1800  using control stick  1806 , e.g., to steer wheels  1802 , which may be driven by hub-mounted brushless motors (not shown). A coordinate reference system is shown to facilitate description of aircraft  1800  and the various modes of travel, which includes a lateral axis  1810 , a longitudinal axis  1812 , and a vertical axis  1814 . Axes  1810 ,  1812  define a horizontal plane, with wing sections  202 ,  204  being elongate along y-axis  1812 , and with axis  1814  indicating height or altitude. In this reference system, y-axis  1812  will remain parallel to the elongate dimension of wing sections  202 ,  204 . 
     Aircraft  1800 , as described earlier, may include frame  210 , which in the embodiment is an X-shape frame, allowing 2 motors per frame beam between cabin  214  and vertical wing section  206  or  208 . Frame  210  may be constructed from, e.g., composite materials (carbon fiber reinforced polymer), aviation grade aluminum alloy 7075, and other lightweight materials. Titanium may be used in critical and heavily loaded parts and joints. Frame beams may themselves have an airfoil shape to minimize parasitic drag. For convenience, the elements other than cabin  214  will be referred to as a box-wing  1816  (i.e., fairing  232 , frame  210 , propellers  212 , wing sections  202 ,  204 ,  206 ,  208 , and wheels  1802 ). 
     In the embodiment, frame  210  provides rigidity and support for structural elements of aircraft  1800 , such that the relative dimensions between elements, e.g., motors and sensors such as accelerometers and gyroscopes, are fairly constant and sensor measurements reflect movements of aircraft  1800  as a solid body. In frame  210 , frame joins may be designed to suppress vibrations that may compromise sensor measurements. In an embodiment, frame joints design has built-in redundancy such that, in case of failure, the redundancy still allows aircraft  1800  to land safely. 
     In the embodiment, cabin  214  (which may also carry cargo) is an aerodynamic shape that minimizes parasitic aerodynamic drag. Cabin  214  is connected to frame  210  by means of servomotors or fixed mounts and faring  232  is provided to further minimize parasitic drag in forward flight. In the embodiment, aircraft  1800  is designed to carry one full size person. In other embodiments, the aircraft may be modified to carry additional passengers, or cargo (in embodiments of special service aircraft). In embodiments, the operator (pilot) position is maintained in the seated, semi-reclined position when aircraft  1800  is in any of its several modes and transitioning between those modes. In other words, seat  1904  is rotated with respect to frame  210  and wing sections  202 ,  204  so that seat  1904  does not rotate about y-axis  1812  (see, e.g.,  FIG.  23   .) In the embodiment, cabin  214  may be rotated about both z-axis  1814  and y-axis  1812  using, e.g., servo motors, pneumatic actuators, or hydraulic actuators. In an embodiment, cabin  214  may rotate about z-axis  1814  with respect to frame  210  and seat  1904  may rotate within cabin  214  about y-axis  1812  with cabin  214  remaining otherwise fixed relative to y-axis  1812 . In some embodiments, the center of gravity of the cabin and the passenger may coincide with, or be very close to, the center of gravity of the aircraft to help reduce the influence of the weight of the passenger on the stability of the aircraft. 
     In various embodiments, aircraft  1800  may be operated in a number of modes: a driving mode (DR), a multicopter mode (MC), a forward flight mode (FW), and a transition mode (TR) between MC mode and FW mode. TR mode also works in reverse to transition from FW mode to MC mode, which is required to land the aircraft. By having the capability to switch between DR mode and FW mode, aircraft  1800  provides the option of flight when it becomes difficult to drive, and, conversely, the option of driving when it become impossible or irrational to fly. 
       FIGS.  18 - 20    are perspective, right-side, and front views, respectively, of aircraft  1800  in DR mode. In DR mode, in a first method of operation of aircraft  1800 , at least one of wheels  1802  is equipped with an electric hub motor or driven by an electric motor that provides forward and backward motive force. Speed control of the motor may be provided by an ESC (electronic speed controller) which itself is guided by operator controls  1806  or autonomously based pre-uploaded algorithms in MCU  1804 . For example, the ESC may be located at the motor hub, above the motor, or at some central location. Steering of aircraft  1800  is achieved by rotating the front or back pairs of wheels  1802  (or both front and back) using, e.g., high speed servomotors or by changing the angle of wheel retraction strut  1902  with respect to the aircraft  1800  centerline. Braking may be achieved using regenerative braking from same motor or motors used for driving—using the motor as an electrical generator, which provide resistance to forward or backward movement. In advance of MC mode, aircraft is completely stopped and propellers  212  are brought up to spin at a minimal RPM—an RPM providing a total thrust that is less than the weight of aircraft  1800 . 
       FIGS.  21 - 25    are perspective, right-side, and front views, respectively, of aircraft  1800  in MC mode. In the first embodiment of the method, in MC mode, vertical flight is achieved using thrust produced by propellers  212 . Wheels  1802  have been retracted in  FIG.  25   . Propellers  212  may be connected to their associated motors either by being directly connected to the motor shaft, or being connected through a gear box. As with wheels  1802 , propeller motors are each controlled by an ESC (not shown) that is itself is controlled autonomously by MCU  1804  or by an operator through control stick  1806 , or a combination of the two. Thrust is provided by applying torque from motor to the associated propeller and controlled by as associated ESC providing more or less current to the motor. In the embodiment, the pictured number of motor/propeller units is 8, however, in other embodiments other numbers may be used, e.g., 3 motor/propeller units may be positions about cabin  214  within box-wing  1816  such that cabin  214  is at the center of a triangle with each motor/propeller unit being at a vertex of the triangle. In embodiments, aircraft  1800  may hover in MC mode so long as the motor/propeller units are sized to provide a total thrust that is greater than or equal to the apparatus&#39;s weight. In MC mode, flight is controlled by changing the thrust produced by each motor/propeller unit to change the combined thrust vector with respect to CG  2306 . For example, to go forward, thrust from the front motors is decreased and thrust from the rear motors is increased, resulting in a forward tilt of the apparatus and a corresponding forward component added to the thrust vector. Stability of the apparatus is provided in the same manner by changing the thrust provided by each motor/propeller unit. For example, in case of apparatus  1800  tilting or rotating, the thrust of one or more of the motor/propeller units is adjusted to compensate for the tilt or rotation. This compensation may be controlled by, e.g., MCU  1804  or operator  1808  using control stick  1806 , or a combination of both. 
     As shown in the figures, cabin  214  is centered among eight motor/propeller units. However, in other embodiments, the number and type of the thrust units may be different. For example, cabin  214  may be centered between as few as three thrust units. Generally, embodiments should be equipped with propulsion sources that are symmetrically spaced about the CG of the aircraft for flight in MC mode. For FW mode, there is more freedom to position the thrust sources with regard to the center of gravity. 
       FIGS.  26 - 28    are right-side, perspective, and top views, respectively, of aircraft  1800  in TR mode. In the first embodiment of the method, in TR mode, apparatus  1800  has attained a safe height, e.g., 50-100 meters and, in  FIG.  26   , begun to the rotation of box wing  1816  from the orientation of DR and MC modes in which the wing surfaces are vertically oriented and non-lift providing to the orientation of FW mode in which the wing surfaces are horizontally oriented to provide lift. Box wing  1816  is rotated about y-axis  1812  forward toward x-axis  1810 . In  FIG.  26   , box wing  1816  is tilted at approximately a 45 degree angle. Initially, as box wing  1816  begins to rotate, there is little forward motion and control is primarily achieved using MC control modes. As box wing  1816  rotates, the change in the thrust vector adds a horizontal component and aircraft  1800  begins accelerating forward. In an embodiment, the thrust of the motors is increased in TR mode to up to 70-80%, which will be adjusted by the flight controller to maintain the desired altitude. As forward speed increases FW control modes (control using elevons  220 - 225  and rudders  226 ,  228 ) are increasingly effective and implemented. After reaching a certain forward speed and a certain angle (dictated by the lift to drag ratio of the airfoils) lift generated by wing sections  202 ,  204  begins to dominate drag and FW control (described in more detail below) is adopted in full. The change from MC mode control to FW mode control is not immediate. Rather, FW mode control is phased in (or “blended in”) and MC mode control phased out as forward speed increases. In the embodiment, TR mode ends when aircraft  1800  has rotated and the both wing sections  202 ,  204  has reached an angle of attack of 5-8 degrees. That is, if upper wing section  202  has a greater angle of attack than lower wing section  204 , lower wing section  204  will reach the 5-8 degree range sooner than upper wing section  202 , and TR mode would end when upper wing section  202  has also reached an angle of attack within the 5-8 degree range. In embodiments, the speed at which TR mode ends is dependent upon wing properties, such as the CL/CD ratio ((ratio of the coefficient of lift to the coefficient of drag), and the speed at which the combined wing sections provide enough lift given the loaded, operational weight of the aircraft. 
       FIG.  29    is a right-side view of aircraft  1800  in FW mode. In FW mode, in the first embodiment, aircraft  1800  is operated more like a standard airplane. That is, in order to maintain forward flight and produce enough lift, aircraft  1800  must maintain a speed that provides an adequate airflow over wing surfaces  202 ,  204 . In FW mode, thrust may be provided by the same motor/propeller units  212  that were used in MC mode. In an embodiment, thrust in FW mode may also be provided by one or more dedicated motor/propeller units. In FW mode, altitude and direction changes may be achieved using elevons  220 - 225 . Altitude is gained by increasing the angle of attach of wing surfaces  202 ,  204 , i.e., the trailing edges of elevons  220 - 225  are raised up. Conversely, altitude is lost by decreasing the angle of attach of wing surfaces  202 ,  204 , i.e., the trailing edges of elevons  220 - 225  are lowered. Changing the direction of flight to the left is achieved by angling right elevons  220 ,  224  down and left elevons  221 ,  225  up, which causes a counter-clockwise rotation (as seen by the operator) of aircraft  1800  and a simultaneous change in the angle of attach of wing sections  202 ,  204 . In embodiments, differential and vector control of motor thrust may also be employed. In FW mode, passive longitudinal and lateral stability is achieved by equilibrium moments acting on the wings and vertical stabilizers. The vertical stabilizers also provide yaw, or directional stability. Stability will also be augmented using elevons  220 - 225  and rudder  226 ,  228  to compensate for oscillations and to improve flight characteristics of the aircraft. Control authority can be also duplicated or augmented or both by thrust vectoring of the propellers. 
     In a second embodiment of a method of operation of aircraft  1800 , in DR mode (i.e.,  FIGS.  18 - 20   ), aircraft  1800  may be driven as a car and propelled by hub-mounted brushless motors (not shown) on wheels  1802 . In the second embodiment, in DR mode, cabin  214  faces the direction of forward travel along the ground, i.e., the negative y-axis  1812  and the leading edges of wing sections  202 ,  204  are vertically oriented in the direction of z-axis  1814 . In the embodiment, steering is by wire with an actuator controlling the rotation of the two front, or all four wheels, though differential steering may also be provided. In an embodiment, braking may be regenerative. Furthermore, in some embodiments, aircraft  1800  may be driven manually by operator  1808 , or may be self-driven by MCU  1804 . Thus, for operator  1808 , the experience of driving aircraft  1800  will be the same or similar to that of a regular electric car. 
     In the second embodiment of DR mode, each wheel  1800  may be driven by a hub-mounted motor. In some embodiments, aircraft  1800  may be equipped with only four hub motors, each rated 1-7 kW, which would provide a projected speed of up to 80 mph. In other embodiments, the number of wheels may vary, as may the number and location of the driving motor or motors, e.g., there may be three wheels  1800  and only two having a hub-mounted motor. 
     In the second embodiment of DR mode, aircraft  1800  may adjust its height above the ground, e.g., before take-off and while driving, using wheel retraction struts  1902  ( FIG.  19    and  FIG.  22   ). Wheel retraction struts  1902  serve three goals: 1) lower the height of aircraft  1800  while loading and unloading the operator and any passenger; 2) raise the height of aircraft  1800  to a pre take-off height—this would define the maximum extension of struts  1902 ; and 3) retract wheels  1802  inside aircraft  1800  body (i.e., wheel housings  1803  and strut housing  1903 ) to improve aerodynamics during FW mode. 
     In the second embodiment of a method of operation of aircraft  1800 , in MC mode (e.g.,  FIGS.  21 - 25   ), cabin  214  is pivoted about z-axis  1814  and aligned with fairing  232 . In the second embodiment of MC mode, aircraft  1800  may be lifted and controlled by thrust, e.g., differential thrust from propellers  212  (with control assisted in some embodiments using flight surfaces such as elevons  220 - 225  and rudders  226 ,  228  to deflect airflow during liftoff and adjust stability and position of aircraft  1800 ) to achieve forward and reverse flight along x-axis  1810  and lateral flight along y-axis  1812 . However, In the second embodiment of MC mode, wing sections  202 ,  204  remain oriented such that their leading edges are vertically oriented in the direction of z-axis  1814 . Thus, the second embodiment of MC mode is a vertically-oriented regime of flight similar to that of a drone. In the second embodiment of MC mode, wheels retraction strut  1902  may be retracted to secure each wheel  1802  in a wheel housing  1803  ( FIG.  24   ) and secure strut  1902  into a strut housing  1903  ( FIG.  24   ) during flight. 
     In the second embodiment of the method of operation, aircraft  1800  uses motor-driven propellers  212  as propulsion in all phases of flight (MC mode, TR mode, and FW mode), though not every propeller is used in every mode. In the second embodiment of the method of operation, aircraft  1800  is equipped with eight motors, each motor powering a propeller. This number of motors may be optimal for the vertical take-off and landing (MC mode) power consumption requirements and the stabilization of aircraft  1800 . For example, each motor may be a brushless DC type electric motor with state of art technologies, such as, rare earth magnets, Hallbach magnets configuration, low resistant/high temperature wiring, etc. Heart dissipation may be provided using heat tubes and airflow as the working fluid. In an embodiment, each flight motor provides about 35 kW of continuous power and twice that (70-80 kW) at peak power for up to 5 sec. In an embodiment, to keep the motor and propeller configuration within a relative “car” size for roadworthiness, each motor may be used with a coaxial drive mechanism so that each motor may drive two coaxial and counter-rotating propellers, for a total of 16 propellers. Similarly, two coaxial motors may be used to drive a single propeller, for a total of 16 motors. The motors can also be arranged in a flat configuration, for a total of 16 of them, located in a honeycomb patter on the same plane. In embodiments, propellers  212  may have 2 or 3 variable-pitch blades, with the pitch varying between 18-35 degrees and including the possibility of feathering. In embodiments, the propeller airfoils may be, for example, regular forward flight airfoils or slow fly airfoils, and may include tips that are optimized to reduce noise levels. In an embodiment, a subset of propellers  212  may be optimized for different modes, e.g., 4 may be optimized for MC mode and 4 optimized for FW mode. Dedicated propeller for the forward flight in addition to eight MC propellers is another way to combine different requirement to MC and FW flights 
     In an embodiment, in addition to the eight propellers, another propeller and motor combination (not shown) may be included that is dedicated for FW mode. In an embodiment, of the 8 propellers shown in  FIG.  18   , 4 may be dedicated to forward flight and the other 4 sized to provide lift for MC and TR modes. In an embodiment, one or more motor/propeller combinations  212  may be replaced with turbine engines as the sources of lift and propulsive force. 
     Regarding differential thrust control in the second embodiment of MC mode, movement and position control may be achieved in MC mode using differential thrust control in which MCU  1804  individually controls the thrust of each propeller using the associated ESC with input from sensors, e.g., sensors  3105 ,  3110 ,  3120  ( FIG.  31   ), and guidance from operator  1808 . Pitch and roll movements in MC mode are achieved by MCU  1804  using left-right, front-back symmetric increases or decreases of respective motor power output. Similarly, yaw control is achieved by diagonally symmetric increases or decreases of respective motor power output. In an embodiment, differential thrust may be achieved by changing the rotating speeds of one or more propellers  212 . In an embodiment, differential thrust may be achieved by changing the pitch of one or more propellers  212 , e.g., via an electrical mechanism with an actuator going through a hollow shaft of an electric motor powering one of propellers  212 . 
     In embodiments, the duration of the second embodiment of MC mode (after takeoff and before entering TR mode) is projected to be approximately one and a half minutes. In MC mode, aircraft  1800  is projected to be able to ascend at 4 m/s and have a ceiling of 1200 ft. Regular power consumption is projected to be 30 kW per engine during hovering and without external forces such as wind, changing vehicle center of gravity, turbulence or other fluctuations. In some embodiments, for improved maneuverability near the ground and as an additional longitudinal and lateral stability systems, the aircraft may be equipped with a thrust vector changing system in which each propeller  212  is equipped with a pivot mechanism (not shown) that may be individually controlled by MCU  1804  to re-direct the thrust vector the propeller. The pivot mechanism may pivot the propeller with respect to the motor, or pivot the motor with respect to the frame. Though such a thrust-vectoring system may come with a weight penalty, is provides an increase in maneuverability. In an embodiment, as a lighter-weight solution for stability control in MC mode, elevons  220 - 225  and rudders  226 ,  228  may be used as airflow deflectors assisting the thrust-based stabilization systems. In  FIG.  23   , CG  2302  of aircraft  1800  is the combined centers-of-gravity of cabin  214  and box wing  1816  and lift vector  2304  (from the thrust of propellers  212  when properly balanced) acts through CG  2302  against aircraft weight  2306 . 
     In the second embodiment of a method of operation of aircraft  1800 , during TR mode (e.g.,  FIGS.  26 - 28   ), aircraft  1800  transitions from MC mode to FW mode. Before entering the second embodiment of TR mode, cabin  214  is pivoted about z-axis  814  to face the direction of x-axis  812 . During the second embodiment of TR mode, aircraft  1800  is flown in the x-axis  1810  direction at increasing speed and upper wing section  202  and lower wing section  204  are rotated about y-axis  1812  to go from being vertically oriented (and not lift producing) to being horizontally oriented (and producing lift according to the airspeed of aircraft  1800 ). In the second embodiment of TR mode, as wing sections  202 ,  204  are rotated, aircraft  1800  is accelerated quickly in the direction of x-axis  1810  in order to gain the airspeed necessary for wing sections  202 ,  204  to generate lift. In the embodiment, the duration of the second embodiment of TR mode is approximately 10 seconds with an acceleration of 4 m/s, which is comparable to the acceleration of a normal automobile. Also in the embodiment, the power consumption for the second embodiment of TR mode is 45 kW per motor for each of eight motors. 
     Thus, in the second embodiment of TR mode, lift is initially generated solely by propellers  212  and then gradually shifts to being generated by wing sections  202 ,  204  as aircraft  1800  picks up airspeed in the x-axis  1810  direction and enters FW mode. During the second embodiment of TR mode the lift and control of aircraft  1800  is achieved by a blending of the systems and methods used in MC mode and the systems and methods used in FW mode, with MC-mode control dominating in the initial phase of TR mode and FW-mode control being phased in (or “blended” in) as the forward speed of aircraft  1800  increases until FW mode is attained. Also during the second embodiment of TR mode, as wing sections  202 ,  204  are rotated about y-axis  1812 , cabin  214  is pivoted with respect to wing sections  202 ,  204  in the opposite direction to maintain the upright position of operator  1808  (where the “upright” position is essentially the same seated position shown in MC and FW modes). In the embodiment, TR mode uses all motor/propellers  212  until the MC component of TR control is phased out and FW mode is entered. 
     In a normal flight, the second embodiment of TR mode is entered twice, first on takeoff when transitioning between MC and FW mode, and second on landing when transitioning between FW and MC modes. During a back-TR mode, the rotations of wing sections  202 ,  204  and cabin  214  are opposite those of a takeoff-TR mode. Similarly, in a landing-TR mode, the blended control of a takeoff-TR mode is reversed—FW control is phased out and MC control is phased in as the airspeed of aircraft  1800  decreases. During the back-TR mode the thrust of the propeller will be greatly reduced to compensated for increased lift generated by increased angle of attack of the wing. The thrust will be adjusted in real time by the flight controller to maintain desired altitude goal, which may be dynamically changing according to the flight schedule. Thus, TR mode transition between MC and FW may occur in both forward and reverse directions, and, in both forward and reverse directions, may be initiated by the pilot or be instituted automatically based on, for example, a measured flight speed and flight mode. 
     In TR mode, the control of the aircraft changes from control specific to MC mode to control specific to FW mode. While the transition is described above as a blending of MC and FW control modes, in embodiments, the transition may be achieved in one of several additional ways. In a first additional control transition, the aircraft may retain full MC control with zero FW control until transition fully occurs at which point full FW control is implemented. In a second additional way of control transition, the aircraft blends MC and FW control during the transition by linearly fading out MC control and simultaneously fading in FW control as forward airspeed of the aircraft increases. This second way of control transition is a variation of the blending described in more detail above with respect to  FIGS.  26 - 28   . In a third additional way of control transition, the aircraft may be controlled during MC mode, TR mode, and FW mode by utilizing direct force control based on an incremental nonlinear dynamic inversion (INDI) approach. The INDI method, which originates from the nonlinear dynamic inversion (NDI), solves the incremental form of equations of motion and generates a control law substantially reducing the dependence on aerodynamic model and other vehicle. 
     In an embodiment, a full attitude control (FAC) scheme may be implemented instead of the blended transition from TR to FW modes described above. For FAC control, wind tunnel measurements are taken of the aircraft to get an understanding of the control allocation and to model the static forces and moments acting on the aircraft. Based on the derived model, a novel controller that operates in the 3-dimensional rotation group (also designated as “SO(3)”) handles the dynamics of the vehicle at any attitude configuration (including TR, and FW) is created. The FAC controller allows the autonomous transition of the aircraft without discontinuities of switching (e.g., from MC to FW mode), as well as the overall control of flight. An advantage of FAC control is that it can handle any possible attitude configuration of the system independently from the previous states. FAC control includes error function correction that works independently from the aircraft heading and therefore enables a hierarchical control approach, whereas the blending in TR mode between MC and FW controls relies upon switching between the two modes (even if controlled). 
     Apparatus weight has a big impact on how the apparatus responds to control input. The aircraft weight may vary depending on the weight of the passenger and any cargo. For certain aspects of flight that are automated, one of the ways of controlling the aircraft response is by using PID (proportional, differentiation, integrational) control. Adaptive PID control may be used when the weight of the aircraft varies. With adaptive PID control, sets of values for PLD control are determined for different aircraft weights. Then a particular set of PID values is chosen for PID control based on a determined aircraft operational weight. A rational and user-friendly determination of aircraft operational weight may be obtained during a preflight check with the aircraft determining its operation weight using embedded sensors (e.g., embedded in struts  1902 ). 
     In the second embodiment of a method of operation of aircraft  1800 , in FW mode (e.g.,  FIG.  29   ), aircraft  1800  is driven forward along x-axis  1810  by propellers  212  with lift generated by the airfoils of upper wing section  202  and lower wing section  204 . Thus, in the second embodiment of FW mode, with wing sections  202 ,  204  horizontal and their leading edges facing the direction of travel, the airfoils of aircraft  1800  form a closed “box” wing (in DR mode, with the wings vertically oriented, this “box” serves as the car “body”). In the second embodiment of FW mode, in an embodiment, the projected speed of aircraft  1800  is 40 m/s with a possible top speed of 100 m/s. Since lift is provided by wing sections  202 ,  204 , in FW mode the number of motor/propeller units  212  in use may be reduced to 2 to 4. For example, in FW mode, aircraft  1800  may use four motor/propeller units each providing 6 kW of power. The aerodynamics and other characteristics of the upper, lower, and vertical wing sections  102 ,  104 ,  202 ,  204 ,  106 ,  108 ,  204 ,  208  have been discussed earlier. During the second embodiment of FW mode, control of aircraft  1800  is achieved mainly by using control surfaces, elevons  220 - 225  and rudders  226 ,  228 . However, in some embodiments, additional control and stability during the second embodiment of FW mode may be achieved using differential thrust control, as discussed regarding MC mode. In  FIG.  29   , CG  2302  of aircraft  1800  is the combined centers-of-gravity of cabin  214  and box wing  1816 . A center of lift  2602  from the combined lifts of wing sections  202 ,  204  is somewhat offset horizontally from CG  2302 , creating a moment about CG  2302 . This moment may be countered by an upward lift  2606  from one of trailing edge wing elevons  220 - 225 , or differential thrust from propellers  212  (such that lower propellers are powered to create relatively more thrust than upper propellers). In the second embodiment, cabin  214  may be gimballed such that during FW mode a pilot seat inside the cabin flight cabin  214  is maintained in a vertical orientation even when box wing  1816  is banked left or right, or aircraft  1800  is climbing or diving. 
     Further regarding both the first and second methods of operating aircraft  1800 , there may be two operational control modes. 1) a fully autonomous control mode that requires minimal operator input, such as operator  1808  indicating only a final destination on an interactive screen of MCU  1804 ; and 2) a semi-manual control mode that is available during driving in which an autopilot within MCU  1804  assists operator  1808 , who controls the majority of driving controls, i.e. direction, acceleration, braking. For the semi-manual mode, for a better operator experience, driving controls may mimic those of a conventional car. In embodiments, control stick  1806  may be replaced by a steering wheel (e.g., perhaps a relatively short and square wheel). In embodiments, steering may be accomplished using “steering-by-wire” in order to be compatible with flight controls. Similarly, acceleration and braking pedals may be provided that mimic those of a conventional car. In embodiments, while in DR mode, systems that related to MC and FW modes may be kept in a standby mode in which propellers, motors, and control surface servos are locked in a standby position. The standby mode may avoid unexpected motion while driving and thus be safer and reduce damage. In an embodiment, wheels  1802  may remain unlocked in MC mode to accommodate possible minor aircraft shifting during takeoff. 
     Further regarding both the first and second methods of operating aircraft  1800 , operator  1808  and cargo may be loaded in DR mode with cabin  214  facing in the negative y-axis  1812  direction, with rotation between cabin positions being about z-axis  1814  using, e.g., a geared electric motor, or linear actuator, or rotary actuator to cause cabin  214  to rotate with respect to fairing  232 . 
     Further regarding both the first and second methods of operating aircraft  1800 , the following flight preparation occurs in advance of MC mode: 1) aircraft  1800  is brought to a full stop for safety (however, aircraft  1800  is capable of entering MC mode from DR mode while maintaining a forward ground speed); 2) Manual and MCU controls are changed to MC mode, which includes the disabling of manual steering; 3) cabin  214  is rotated 90 degrees about z-axis  1814  to face the direction of FW mode (however, in embodiments, this rotation may be performed during MC mode); 4) cabin seat gimballing about y-axis  1812  is enabled (in embodiments, cabin seat gimballing about the vertical axis is also enabled; and in embodiments, passenger seat gimballing about y-axis  1812  may be enabled); and 5) cabin doors are locked and safety belts are tightened. In embodiments, flight preparation includes MCU  1804  retrieving weight distribution data from sensors in, e.g., retraction struts  1902 , and computing a total weight and a weight distribution and adapting, in advance of MC mode, the control of aircraft  1800  to account for the weight and weight distribution with respect to CG  2302 . This may include changing a forward speed or wing attack angle or both at which TR mode is completely ended. In embodiments, cabin rotation may be initiated by an operator command and executed automatically in order to prevent liftoff without a properly oriented cabin. Similarly, the other steps of flight preparation may be automated to prevent liftoff without a properly-configured aircraft. 
     Further regarding both the first and second methods of operating aircraft  1800 , in MC mode, during liftoff, motor/propeller units  212  create an area of high pressure under aircraft  1800  that leads to a reduced ability of aircraft  1800  to stabilize itself. The instability may be especially noticeable where the propellers are shrouded and the escape path between box wing  1816  and the ground is limited. To minimize the instability caused by such a high pressure area during liftoff, aircraft  1800  may be pre-lifted above the ground by extending retraction struts  1902  (see  FIG.  22   .) The extension (and retraction) of retraction struts  1902  may be achieved, e.g., using electric or pneumatic linear actuators. Wheels  1802  may be retracted in MC mode after aircraft  1800  has reached an altitude where, if an unexpected landing must be made, wheels  1802  may be re-extended in time for the landing. Wheels  1802  are preferably completely retracted and stored before FW mode. 
     Further regarding both the first and second methods of operating aircraft  1800 , and with regard to  FIG.  22   , after flight preparation for MC mode, MCU  1804  in autopilot initiates liftoff without passenger input. Liftoff starts with the spinning up of propellers to 10% of throttle value and a final safety check (in an embodiment, MCU  1804  executing in autopilot may review sensor data, e.g., lidar and windspeed data, for potential environmental hazards). Then MCU  1804  in autopilot may increase the throttle to 50%-70% (the exact value depends on operator, passenger, and cargo weight) at which point aircraft  1800  may begin to lift off. During this procedure, MCU  1804  in autopilot is controlling but operator  1808  has the option to abort. After liftoff, aircraft  1800  in MC mode continues to gain altitude until a designated height is attained. 
     Further regarding both the first and second methods of operating aircraft  1800 , and with regard to  FIG.  27    ( 22 - 2 ), after the designated height is attained, aircraft  1800  enters TR mode. In TR mode, box wing  1816  is rotated about y-axis  1812  using differential thrust, i.e., by increasing the thrust of motor/propeller units  212  on the rear-facing side of aircraft  1800  and decreasing the thrust of motor/propeller units  212  on the forward-facing side of aircraft  1800 . With this rotation, aircraft  1800  begins to gain horizontal speed as a result of the increased horizontal component of the thrust vector. This increase in speed is necessary to create the airflow over wing sections  202 ,  204  to provide lift during FW mode. MCU  1804  in autopilot performs the differential thrust control in TR mode. In the early phases of TR mode, aircraft  1800  remains controlled by MCU  1804  in autopilot changing engine thrust to control pitch, roll, and yaw. As TR mode progresses, FW control is phased in and MC mode is phased out. In other words, where MCU  1804  in autopilot initially used almost 100% differential thrust control, as TR mode progresses, MCU  1804  in autopilot phases in control using elevons and rudders until, when aircraft  1800  has rotated approximately 90 degrees (see  FIG.  29   ), MCU  1804  in autopilot is using almost control surfaces control and passive self-stability of the wing geometry. With 90 degrees of box wing  1916  rotation and wing section  202 ,  204  at a proper angle of attach, and with adequate forward velocity (usually in the range of 85-90 mph), TR mode is complete. Throughout the progression, the rotation of cabin  214  is controlled by MCU  1804  in autopilot to maintain operator  1808  in the seated, upright position, as determined by MCU  1804  using date from sensors, e.g., gyroscopes or accelerometers. 
     In embodiments, even when MCU  1804  is using primarily differential thrust control, MCU  1804  may also employ elevon control to assist as a secondary or redundant system. Similarly, where MCU  1804  is using primarily elevon and rudder control, MCU  1804  may also employ differential thrust control to assist as a secondary or redundant system. 
     In embodiments, aircraft  1800  must attain a safe height before entering TR mode, where “safe height” is determined by the ability of aircraft  1800  to land safely using autorotation, gliding, or an emergency ballistic parachute. 
     Further regarding both the first and second methods of operating aircraft  1800 , and with regard to  FIG.  29   , after TR mode, aircraft  1800  enters FW mode. A difference between TR mode and FW mode is that, during FW mode, lift is provided by the flow of air over wing sections  202 ,  204  and not by thrust from propellers  212 . In FW mode, with lift being generated by wing sections  202 ,  204 , less power is needed from propellers  212 . Thus, in some embodiments, fewer propellers  212  need to provide power. For example, embodiments include configurations where 2 or 4 propellers are powered, as well as configurations with one or more motor/propeller units dedicated for FW mode. 
     Further regarding both the first and second methods of operating aircraft  1800 , and with regard to  FIG.  29   , the position and configuration of cabin  214  and any cargo significantly affect the flight characteristics of aircraft  1800 . Preferably, cabin  214  or a cargo position is located in the Center of the Gravity (CG) or close to it. When cabin  214  is located in the CG of the apparatus it means that passenger or cargo weight changes will have a reduced impact on the CG of the apparatus. In embodiments, CG  2302  is located in the point of 27% of MAC (mean aerodynamic chord) of wing sections  202 ,  204 . Deviation of CG position may result in stability or control problems. Shifting CG  2302  forward may provide more stability, but may also compromise maneuverability—reduce the efficiency of elevons. Shifting CG  2302  aft may compromise stability (pitch) about y-axis  1812 . In embodiments, wing sections  202 ,  204  are equipped with self-stabilizing airfoils. However, elevon trimming may be required to provide fine tuning. 
     In embodiments, while MCU  1804  in autopilot maintains the stability control of aircraft  1800  in FW mode such that operator  1808  inputs only direction or final destination through an interactive map (part of MCU  1804 ), aircraft  1800  includes a semi-automated mode in which operator  1808  operates aircraft  1800  as an airplane and MCU  1804  in autopilot corrects position and maintains stability in support of operators inputs. Furthermore, embodiments may include a pure manual control mode in which operator  1808  is in complete control of aircraft  1800 . 
       FIG.  30    illustrates a method  3000  comprising, in step  3002 , attaining altitude, by an apparatus including a first propulsion source, at least one wing elongate along a first axis, and a seat configured to support a pilot, the altitude attained using only lift provided by thrust from the first propulsion source. When attaining altitude, every at least one wing is oriented vertically, and the seat is facing a first direction. Also, the apparatus further includes: a frame connected to the first propulsion source and the at least one wing and rotatably connected to the seat such that the seat, while facing the first direction, may rotate with respect to the first axis, the frame, and the at least one wing; and a control system. In the apparatus, each at least one wing does not generate vertical lift when oriented vertically; and the first propulsion source is configured such that, with every at least one wing oriented vertically, the first propulsion source is operable to maintain apparatus altitude and stability. In step  3004 , thrust from the first propulsion source is controlled to rotate the at least one wing and frame about the first axis so that the at least one wing acquires a horizontal velocity in the first direction and generates vertical lift sufficient for the apparatus to transition, from maintaining altitude using only lift from the first propulsion source, to maintaining altitude using only lift generated by the at least one wing. And in step  3006 , the seat is counter-rotated with respect to the first axis and the frame to counter the rotation of the at least one wing and frame and maintain the seat facing the first direction. 
       FIG.  31    is a simplified, exemplary block diagram of an embodiment of a system  3100  for implementing the embodiments of MCU  1804  control and autopilot systems disclosed herein. System  3100  may include a number of sensors for determining aircraft-related data, e.g., an accelerometer  3105  (e.g., as described within this disclosure), a gyroscope  3110 , and an altimeter  3120  (e.g., as described within this disclosure). Sensors  3105 ,  3110 , and  3120  are in communication with a computing device  3115 . Additional sensors, such as a speedometer, an airspeed indicator, and a GPS unit may also be in communication with computing device  3115 . The sensors may supply data to computing device  3115  via communication links  3130 . System  3100  may be linked to the various controlled elements of aircraft  1800 , e.g., ESC units, actuators, retraction struts, propeller pitch controls, via communication links  3130 . 
     Computing device  3115  may include a user interface and software, which may implement the steps of the methods disclosed within. Computing device  3115  may receive data from sensors  3105 ,  3110 , and  3120 , via communication links  3130 , which may be hardwired links, optical links, satellite or other wireless communications links, wave propagation links, or any other mechanisms for communication of information. Various communication protocols may be used to facilitate communication between the various components shown in  FIG.  31   . Distributed system  3100  in  FIG.  31    is merely illustrative of an embodiment and does not limit the scope of the systems and methods as recited in the claims. In an embodiment, the elements of system  3100  are incorporated into a single device. One of ordinary skill in the art would recognize other variations, modifications, and alternatives. For example, more than one computing device  3115  may be employed. As another example, sensors  3105 ,  3110 , and  3120  may be coupled to computing device  3115  via a communication network (not shown) or via some other server system. 
     Computing device  3115  may be responsible for receiving data from sensors  3105 ,  3110 , and  3120 , performing processing required to implement the steps of the methods, and for interfacing with operator  1808 . In some embodiments, computing device  3115  may receive processed data from sensors  3105 ,  3110 , and  3120 . In some embodiments, the processing required is performed by computing device  3115 . In such embodiments, computing device  3115  runs an application for receiving aircraft data and operator input, performing the steps of the methods, and interacting with operator  1808 . In other embodiments, computing device  3115  may be in communication with a server, which performs the required processing, with computing device  3115  being an intermediary in communications between the user and the processing server. 
     System  3100  enables operator  1808  to access and query information developed by the disclosed methods and provide input. Some example computing devices  3115  include desktop computers, portable electronic devices (e.g., mobile communication devices, smartphones, tablet computers, laptops) such as the Samsung Galaxy Tab®, Google Nexus devices, Amazon Kindle®, Kindle Fire®, Apple iPhone®, the Apple iPad®, Microsoft Surface®, the Palm Prem, or any device running the Apple iOS®, Android® OS, Google Chrome® OS, Symbian OS®, Windows Mobile® OS, Windows Phone, BlackBerry® OS, Embedded Linux, Tizen, Sailfish, webOS, Palm OS® or Palm Web OS®; or wearable devices such as smart watches, smart fitness or medical bands, and smart glasses. 
       FIG.  32    is an exemplary block diagram of a computing device  3115  from the system of  FIG.  31   . In an embodiment, operator  1808  interfaces with the system through computing device  3115 , which also receives data and performs the computational steps of the embodiments. Computing device  3115  may include a display, screen, or monitor  3205 , housing  3210 , input device  3215 , sensors  3250 , and a security application  3245 . Housing  3210  houses familiar computer components, some of which are not shown, such as a processor  3220 , memory  3225 , battery  3230 , speaker, transceiver, antenna  3235 , microphone, ports, jacks, connectors, camera, input/output (I/O) controller, display adapter, network interface, mass storage devices  3240 , and the like. In an embodiment, sensors  3250  may include sensors  3105 ,  3110 , and  3120  incorporated into computing device  3115 . 
     Input device  3215  may also include a touchscreen (e.g., resistive, surface acoustic wave, capacitive sensing, infrared, optical imaging, dispersive signal, or acoustic pulse recognition), keyboard (e.g., electronic keyboard or physical keyboard), buttons, switches, stylus, or combinations of these. 
     Mass storage devices  3240  may include flash and other nonvolatile solid-state storage or solid-state drive (SSD), such as a flash drive, flash memory, or USB flash drive. Other examples of mass storage include mass disk drives, floppy disks, magnetic disks, optical disks, magneto-optical disks, fixed disks, hard disks, CD-ROMs, recordable CDs, DVDs, recordable DVDs (e.g., DVD-R, DVD+R, DVD-RW, DVD+RW, HD-DVD, or Blu-ray Disc), battery-backed-up volatile memory, tape storage, reader, and other similar media, and combinations of these. 
     System  3100  may also be used with computer systems having configurations that are different from computing device  3115 , e.g., with additional or fewer subsystems. For example, a computer system could include more than one processor (i.e., a multiprocessor system, which may permit parallel processing of information) or a system may include a cache memory. The computing device  3115  shown in  FIG.  32    is but an example of a computer system suitable for use. Other configurations of subsystems suitable for use will be readily apparent to one of ordinary skill in the art. In other specific implementations, computing device  3115  is a tablet computer, a laptop, or a netbook. In another specific implementation, computing device  3115  is a non-portable computing device such as a desktop computer or workstation. 
     In the description above and throughout, numerous specific details are set forth in order to provide a thorough understanding of an embodiment of this disclosure. It will be evident, however, to one of ordinary skill in the art, that an embodiment may be practiced without these specific details. In other instances, well-known structures and devices are shown in block diagram form to facilitate explanation. The description of the preferred embodiments is not intended to limit the scope of the claims appended hereto. Further, in the methods disclosed herein, various steps are disclosed illustrating some of the functions of an embodiment. These steps are merely examples and are not meant to be limiting in any way. Other steps and functions may be contemplated without departing from this disclosure or the scope of an embodiment.