Abstract:
A vehicle for providing one or more people air and ground transportation includes a body, a wing, and a coupler that attaches the wing to the body. The body is configured to carry one or more people. The wing is moveable from a first position (ground mode) in which the wing does not generate lift as the body moves through the air, to a second position (flight mode) in which the wing does generate lift as the body moves through the air. The coupler is configured to hold the wing in the first and second positions, and to hold the wing as the wing moves from the first position to the second position, during which the wing rotates about a longitudinal axis. Some embodiments of the vehicle successfully combine aircraft design features with three-wheeled motorcycle design features to create an aesthetically pleasing vehicle that can be driven from an origin on the ground to a safe location for a conventional takeoff, and transitioned, in minimal time, from a road vehicle to an aircraft with safe, conventional controls that provide good handling characteristics on par or better than general aviation aircraft on the market today.

Description:
CROSS REFERENCE TO RELATED APPLICATION AND CLAIM OF PRIORITY 
       [0001]    This application claims priority from commonly owned U.S. Provisional Patent Application 61/988,795, filed 5 May 2014, and titled Flex 200: Fun to drive two-seat enclosed motorcycle that offers the flexibility of flight, which is currently pending and incorporated herein in its entirety by reference. 
     
    
     BACKGROUND 
       [0002]    The beginning of the 20 th  century was a revolutionary time for transportation, with the invention of automobiles, motorcycles, and airplanes. Since that time, engineers have endeavored to combine the capabilities of ground vehicles and airplanes to create a vehicle that one can operate on ground and in air. For some time, multi-role vehicles have been desirable for both personal and professional use. Many daily commutes involve long circuitous drives around natural obstacles, such as lakes or rivers, or around unnatural obstacles, such as heavy traffic or large sprawling suburbs with lower speed limits. To make a trip quicker, the operator of a multi-role vehicle can leave the ground, travelling by direct route—over a lake, river, or slow traffic—to a location where the vehicle can safely land near the final destination, drive the remaining short distance, and park just as any other ground vehicle would. Similarly, a multi-role vehicle will allow professionals such as doctors, police, or border patrol agents to more quickly reach people in remote locations that normally require many extra hours or days to assist when using conventional ground transport. These types of difficult to access locations may also necessitate a combination of an aircraft and multiple vehicles, each strategically positioned ahead of time at various locations along the journey, especially where road infrastructure is near impassable and where pre-positioning extra ground vehicles at various locations along the trip route would be extremely difficult. Often, for pleasure, government work, or commercial purposes, it is desirable, at a moment&#39;s notice, to travel to a destination between 80 and 300 miles away, without regard for prior planning. A multi-role vehicle allows an operator to drive to a nearby location where a safe conventional takeoff can be made, followed by a flight at typical aircraft speeds, and a landing at a safe location near the destination. After landing, a short drive to the final destination can be completed. This approach, using the vehicle&#39;s unique capabilities, typically cuts travel time in half, making possible “day adventures”, inspections, meetings, and other missions that otherwise may have taken two days or been quite exhausting when using conventional means of travel. 
         [0003]    A multi-role vehicle is quite helpful in areas of the world where travel between islands or the mainland and islands is necessary. Such a vehicle is not a panacea for traffic woes and will not completely displace cars or airplanes. Already competent operators of motorcycles or automobiles will still need to be trained to be skilled in aircraft before they will be able to safely enjoy all the benefits of a multi-role vehicle, at least until autonomous self-navigating vehicles become more widely accepted and economically viable. Rather, a multi-role vehicle makes easy work of missions that are near impossible to complete as quickly or readily when using several separate conventional vehicles. Examples of missions where multi-role vehicles offer significant advantages include activities that take place at medium to long distances from home or office, or when access via conventional ground vehicles is time consuming. The differences between conventional and multi-role vehicles are striking when total time available for the round trip is limited, perhaps on a rare three day weekend when family time is precious, or in between international trips during a busy work week. 
         [0004]    In general, design considerations for a vehicle capable of flight, with reasonable handling characteristics and a safe, robust design that does not involve translating or transforming primary pitch or yaw control surfaces during transitions between ground and air modes, are not compatible with design considerations for a typical motorcycle, car, or truck. The federal highway safety and EPA requirements for cars, trucks and motorcycles generally result in a weight penalty for an aircraft. An aircraft requires a wing to generate lift, but such a wing substantially reduces the aircraft&#39;s ground maneuverability and is aesthetically undesirable if the aircraft is ever “driven” on conventional roadways, even when wings are retracted via prior art methods. In addition, the overall weight of an aircraft is very important, while not as critical for a ground based vehicle. Thus, aircraft components are often designed and located to minimize weight, not necessarily located in a position that would benefit vehicle occupants in the event of a side or rear collision on the ground. Heavy parts in a ground based vehicle are often located in the vehicle to protect occupants, with more limited consideration of any impact on the vehicle&#39;s fore or aft center-of-gravity location. Contrast that with the structural design and placement of heavier aircraft component parts, such as the airframe and wings, often demanding use of a minimum amount of the lightest possible material and a carefully selected location critical to the performance of the aircraft in flight. Unfortunately, if a conventional aircraft were to be operated on the ground, such traditional design methods significantly reduce the protection afforded a pilot and/or passenger in a potential collision with other ground vehicles. No other multi-role vehicles to date have used critical structural parts that must be strong for the flight mode mission in a location that enhances protection of vehicle occupants in rear and side collisions without requiring any additional frame structure around the occupants and without the associated weight penalty of redundant structure. 
       SUMMARY 
       [0005]    In one aspect of the invention, a vehicle for providing one or more people air and ground transportation includes a body, a wing, and a coupler that attaches the wing to the body. The body is configured to carry one or more people. The wing is moveable from a first position (ground mode) in which the wing does not generate lift as the body moves through the air, to a second position (flight mode) in which the wing does generate lift as the body moves through the air. The coupler is configured to hold the wing in the first and second positions, and to hold the wing as the wing moves from the first position to the second position, during which the wing rotates about a longitudinal axis. 
         [0006]    One may drive the vehicle from any origin on the ground, and then fly or continue to drive to any other destination. If a river, or lake, or traffic impedes travel in ground mode, the driver can quickly divert to a location where a safe takeoff can be made, move the wing to the second position (flight mode), and fly over the obstacle. After the obstacle is overcome, one can continue to fly the vehicle with the wing in the second position, or one can land the vehicle, quickly return the wing to the first position (ground mode), and drive the vehicle toward one&#39;s final destination. 
         [0007]    In another aspect of the invention, a vehicle for providing one or more people air and ground transportation includes a body, a wing, and a weight disposed in the wing. The body is configured to carry one or more people. The wing is moveable from a first position (ground mode) in which the wing does not generate lift as the body moves through the air, to a second position (flight mode) in which the wing does generate lift as the body moves through the air. And, the weight is moveable relative to the body to adjust the location of the vehicle&#39;s center of gravity. 
         [0008]    With the weight moveable within the vehicle&#39;s wing, one may adjust the location of the vehicle&#39;s center of gravity while one drives the vehicle on the ground, and one may adjust the vehicle&#39;s moment of inertia, or rotational inertia, about a longitudinal axis that extends fore and aft through the vehicle&#39;s body while one flies the vehicle through the air. By adjusting the vehicle&#39;s center of gravity, one can improve the vehicle&#39;s handling characteristics while driving the vehicle on the ground. For example, when the wing is positioned next to the vehicle&#39;s body for ground transportation, one can move the weight inside the wing toward the wing&#39;s tip to locate the vehicle&#39;s center of gravity farther from the vehicle&#39;s rear wheels and closer to the vehicle&#39;s front wheel(s). This causes the weight of the whole vehicle to be more evenly distributed among the vehicle&#39;s wheels. And, by adjusting the vehicle&#39;s moment of inertia about the longitudinal axis, one can improve the vehicle&#39;s handling characteristics while one operates the vehicle in the air. For example, when the wing is positioned to generate lift while the vehicle moves through air, one can move the weight toward or away from the wing&#39;s tip to increase or decrease, respectively, the vehicle&#39;s moment of inertia. Increasing the vehicle&#39;s moment of inertia may be desirable to increase the vehicle&#39;s resistance to roll should the operator desire a more stable, slower roll, vehicle. Decreasing the vehicle&#39;s moment of inertia may be desirable to quicken the vehicle&#39;s response to a pilot&#39;s roll input. With the weight moveable within the vehicle&#39;s wing, one may also adjust the elastic response of the wing to minimize flutter or other unwanted structural responses while the vehicle travels in flight mode. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0009]      FIG. 1  shows a perspective view of a vehicle with its wing in a first position (ground mode), according to an embodiment of the invention. 
           [0010]      FIG. 2  shows a perspective view of the vehicle in  FIG. 1  with its wings in a second position (flight mode), according to an embodiment of the invention. 
           [0011]      FIG. 3  shows a view of a wing in the second position and another wing in the first position, each coupled to a body of the vehicle shown in  FIGS. 1 and 2 , according to an embodiment of the invention. 
           [0012]      FIG. 4  shows a perspective, partial view of a coupler holding a wing, according to an embodiment of the invention. 
           [0013]    Each of  FIGS. 5-9  shows a view of a wing at a different position between the first and second positions as the wing is moved from the first position toward the second position, each according to an embodiment of the invention. 
           [0014]      FIG. 10  shows a perspective view the coupler that attaches the wing to the body of the vehicle shown in  FIGS. 1 and 2 , according to an embodiment of the invention. 
           [0015]      FIG. 11  shows another perspective view of the coupler shown in  FIG. 10 , according to an embodiment of the invention. 
           [0016]      FIG. 12  shows a perspective, partial view of a wing in the second position and secured to the body of the vehicle, according to an embodiment of the invention. 
           [0017]      FIG. 13  shows another perspective, partial view of a wing in the second position and secured to the body of the vehicle, according to an embodiment of the invention. 
           [0018]      FIG. 14  shows a perspective view of the linkage that couples a wing&#39;s flaperon to the control mechanism in the cockpit of the vehicle shown in  FIGS. 1 and 2 , according to an embodiment of the invention. 
           [0019]      FIG. 15  shows another perspective view of the linkage shown in  FIG. 14 , according to an embodiment of the invention. 
           [0020]      FIG. 16  shows a view of a weight system included in a wing of the vehicle shown in  FIGS. 1 and 2 , according to an embodiment of the invention. 
           [0021]      FIG. 17  shows a perspective view of a portion of the weight system shown in  FIG. 16 , according to an embodiment of the invention. 
           [0022]    Each of  FIGS. 18-21  shows a perspective view of canards of the vehicle shown in  FIG. 2 , each according to an embodiment of the invention. 
           [0023]      FIG. 22  shows a perspective view of the vehicle&#39;s power component, according to an embodiment of the invention. 
           [0024]      FIG. 23  shows a perspective view of a cockpit of the vehicle shown in  FIGS. 1 and 2 , according to an embodiment of the invention. 
           [0025]      FIG. 24  shows another perspective view of the cockpit shown in  FIG. 23 , according to an embodiment of the invention. 
       
    
    
     DETAILED DESCRIPTION 
       [0026]    Each of  FIGS. 1 and 2  shows a perspective view of a multi-role vehicle  40 , according to an embodiment of the invention. The vehicle  40  may provide ground transportation by being driven on a road, trail, or over open country much like a conventional ground vehicle, and may also provide air transportation by being flown through the air much like an airplane. Although the vehicle  40  shown here is configured to carry a person, the vehicle  40  may be configured as a remote controlled or an autonomous vehicle, such as those designed as a toy for amusement or those designed as an unmanned aerial vehicle for military use. The vehicle  40  includes a body  42 , a wing  44  (here two, the second one is shown in  FIG. 2  but omitted from  FIG. 1  for clarity), and a coupler (not shown in  FIGS. 1 and 2  but discussed in greater in conjunction with  FIGS. 3-11 ) that attaches the wings  44  to the body  42 . Each of the wings  44  is moveable from a first position (shown in  FIG. 1 ) in which the wing  44  does not generate lift as the body  42  moves through the air, to a second position (shown in  FIG. 2 ) in which the wing  44  does generate lift as the body  42  moves through the air. The coupler is configured to hold each of the wings  44  in the first and second positions, and to also hold each of the wings  44  as each moves from their respective first position to their respective second position. With the coupler holding the wings  42  as they move from the first position to the second position, one can transition the wings  42  from the first position to the second position, and vice versa, without stopping the vehicle  40 . The vehicle  40  also includes a weight (not shown in  FIGS. 1 and 2  but discussed in greater in conjunction with  FIGS. 16 and 17 ) disposed in each of the wings  44 , and moveable relative to the body  42  to adjust the location of the vehicle&#39;s center of gravity and/or moment of inertia about the vehicle&#39;s longitudinal axis or roll axis. 
         [0027]    With the vehicle  40  one may drive from one&#39;s residential or business driveway and then fly or continue to drive to any destination. If a river, or a lake, or a traffic jam impedes the vehicle&#39;s travel in ground mode (wings  44  disposed in their respective first positions), the driver can quickly move each of the wings  44  to their respective second position to convert the vehicle  40  into flight mode to fly over the obstacle. After the obstacle is overcome, one can then continue to fly the vehicle  40  in flight mode, or one can land the vehicle  40  and quickly return each of the wings  44  to their respective first position to drive the vehicle  40  in ground mode toward one&#39;s final destination. 
         [0028]    And, with the weight moveable within each of the vehicle&#39;s wings  44 , one may adjust the location of the vehicle&#39;s center of gravity while one drives the vehicle on the ground, and one may adjust the vehicle&#39;s moment of inertia, or rotational inertia, about the vehicle&#39;s roll axis while one flies the vehicle  40  through the air. By adjusting the vehicle&#39;s center of gravity, one can improve the vehicle&#39;s handling characteristics while driving the vehicle  40  on the ground. For example, when the wings  44  are positioned next to the vehicle&#39;s body  42  for ground transportation, one can move each of the weights toward the wing tip of their respective wing  44  to locate the vehicle&#39;s center of gravity farther from the vehicle&#39;s rear wheels and closer to the vehicle&#39;s front wheel. This causes the weight of the whole vehicle to be more evenly distributed among the vehicle&#39;s wheels, while allowing a quick reversion to original center-of-gravity in the event roll-over stability is more desired at any point in time. And, by adjusting the vehicle&#39;s moment of inertia about the vehicle&#39;s roll axis, one can improve the vehicle&#39;s handling characteristics while one flies the vehicle  40  through the air. For example, when each of the wings  44  is in the second position, one can move each of the weights toward or away from the wing tip of their respective wing  44  to increase or decrease, respectively, the vehicle&#39;s moment of inertia. Increasing the vehicle&#39;s moment of inertia may be desirable to increase the vehicle&#39;s resistance to roll should the vehicle encounter an unexpected gust of wind transverse to the vehicle&#39;s direction of travel. And decreasing the vehicle&#39;s moment of inertia may be desirable to quicken the vehicle&#39;s response to a pilot&#39;s instruction to roll or bank the vehicle during turns. With the weight moveable within each of the vehicle&#39;s wings  44 , one may also adjust the elastic response of each of the wings  44  to minimize flutter or other unwanted vibrations while the vehicle travels in flight mode. 
         [0029]    Still referring to  FIGS. 1 and 2 , the body  42  includes a cockpit  46  for carrying a person while the vehicle  40  travels in ground or flight mode. For example, in this and other embodiments, the cockpit  46  has two seats  48 , one located aft of the other, and is configured so that the instruments and controls (discussed in greater detail in conjunction with  FIGS. 23 and 24 ) for operating the vehicle in both the flight mode and the ground mode are accessible to the person sitting in the front seat. The cockpit  46  also includes a center stick (not shown in  FIGS. 1 and 2  but shown in  FIG. 23 ) accessible to a person sitting in the rear seat to allow the person to exert some control over the vehicle  40  should the person in the front seat become incapacitated or distracted or the rear seat occupant simply wants to share in the fun. The cockpit  46  also includes a canopy  50  to protect the one or more persons in the cockpit  46  while the vehicle travels in the ground mode or in the flight mode. The canopy  50  is transparent to allow the one or more persons to see outside the vehicle  40  and includes a hinge (not shown) and sliding track (not shown) connecting the canopy  50  to the body  42  in front of and alongside the forward seat  48 , allowing one to pivot and slide the canopy  50  forward to open the cockpit  46 . There is one small canopy that pivots and slides out of the way that aligns with the main canopy profile when closed, forming a contiguous canopy shape when closed (as shown), or opening to allow ready access to the cockpit without obstruction to one&#39;s entry into the cockpit, either in forward or aft seats, when both canopies are open. This canopy configuration also allows easy exchange of objects between vehicle occupants and people outside the vehicle, or an “open cockpit” experience should one desire that on a nice day&#39;s drive or while flying over especially nice scenery. 
         [0030]    In other embodiments, the cockpit  46  may include the two seats  48  located abreast. In still other embodiments, the cockpit  46  may include a single seat, or may include more than two seats, configured as desired. In other embodiments, the canopy  50  may be attached to either side of the cockpit  46  to allow one to pivot the canopy  50  left or right to open the cockpit  46 . 
         [0031]    Still referring to  FIGS. 1 and 2 , the vehicle  40  may also include components for powering the vehicle  40  in ground mode and in flight mode. For example, in this and other embodiments, the vehicle  40  includes a first motor for powering the vehicle  40  in ground mode, and a second motor for powering the vehicle in flight mode (both not shown in  FIGS. 1 and 2 , but discussed in greater detail in conjunction with  FIG. 22 ). The vehicle  40  also includes a propeller  52  for generating thrust to power the vehicle  40  in flight mode, and a rear wheel  54  (here two, one omitted from  FIGS. 1 and 2  for clarity) coupled to a driveshaft for generating thrust to power the vehicle in ground mode. Each of the first and second motors are coupled to a single differential (also discussed in greater detail in conjunction with  FIG. 22 ) that in turn distributes power from one or both of the motors to one or both the propeller  52  and the rear wheel  54 . In this manner, each motor can help the other motor power the vehicle  40  in either the ground mode or the flight mode, and each motor can be used as a backup power source should the other motor fail. In some embodiments the propeller may be foldable in the aft direction to protect the propeller  52  from road debris when not in use and while the vehicle is operated on the ground. 
         [0032]    Still referring to  FIGS. 1 and 2 , the vehicle  40  may also include components for controlling the vehicle  40  while operating the vehicle  40  in flight mode. For example, in this and other embodiments, the vehicle  40  includes a canard  56  (here two; discussed in greater detail in conjunction with  FIGS. 18-21 ) to help generate lift and enhance control of the pitch of the vehicle  40  at slower speeds and forward center-of-gravity conditions, or when at slow speed when the vehicle has a jet engine installed instead of a conventional piston or turboprop engine. The canards  56  are retractable to protect them against damage and to improve aesthetics when one operates the vehicle  40  in the ground mode.  FIG. 1  shows the canards  56  retracted to a position inside the body  42 , and  FIG. 2  shows the canards  56  extended for operating the vehicle in flight mode. The vehicle  40  also includes a horizontal stabilizer  58  and elevator  60  pivotable relative to the stabilizer  58 , to help one control the pitch of the vehicle  40  while one operates the vehicle  40  in flight mode and as a ground handling-improving spoiler while in ground mode. In addition, the vehicle  40  includes a vertical stabilizer  62  (here two) and a rudder  64  (here two) each pivotable relative to a respective one of the vertical stabilizers  62 , to help one control the yaw of the vehicle  40  while one operates the vehicle  40  in flight mode and to enhance steering while operating in slippery conditions in ground mode. Also, the vehicle  40  includes a flaperon  65  (here two) each pivotable relative to a respective one of the wings  44 , to help one control the roll of the vehicle  40  and to increase the coefficient of lift of the wing  44  while one operates the vehicle  40  in flight mode. 
         [0033]    Still referring to  FIGS. 1 and 2 , the vehicle  40  may also include components for controlling the vehicle  40  while driving the vehicle in ground mode. For example, in this and other embodiments, the vehicle includes a front tire  66  that is rotatable relative to the body  42  to allow one to turn the vehicle  40  while one operates the vehicle  40  in ground mode. 
         [0034]      FIG. 3  shows a view of a wing  44   a  in the second position and another wing  44   b  in the first position, each held by the coupler  68  of the vehicle  40  shown in  FIGS. 1 and 2 , according to an embodiment of the invention. 
         [0035]    Each of the wings  44   a  and  44   b  may be configured as desired to generate any desired amount of lift at any desired vehicle speed. For example, in this and other embodiments the wings  44   a  and  44   b  are conventional wings configured to generate, together, between 1800 and 2900 lbs of lift when the vehicle  40  travels between 65 and 230 miles per hour in  1   g  flight. In this and other embodiments, each of the wings  44   a  and  44   b  also includes a spar  70  that is held by the coupler  68  and allowed to rotate relative to the coupler  68  to allow each of the wings  44   a  and  44   b  to rotate about their respective longitudinal axes  72   a  and  72   b  (discussed in greater detail in conjunction with  FIGS. 4, 10 and 11 ). Each of the wings  44   a  and  44   b  also includes a flaperon  74  that one may use during take-offs and/or landings to increase each wing&#39;s lift at the specific take-off and/or landing speed, and thus reduce the speed that the vehicle  40  travels as the vehicle  40  transitions from flying through air to driving on the ground. The flaperon  74  may also be used by one to roll the vehicle  40  while in flight. Each of the wings  44   a  and  44   b  also includes an optional tip  76  that pivots relative to the wing&#39;s main body  78  to facilitate storing the wings  44   a  and  44   b  in the first position (see wing  44   b ) while allowing a greater wingspan without requiring a longer vehicle length. 
         [0036]    Although the vehicle  40  is shown having two wings  44   a  and  44   b , the vehicle  40  may include a single wing  44 , or three or more wings  44 . Furthermore, although the two wings  44   a  and  44   b  are shown located adjacent each other in the horizontal direction, essentially making the vehicle  40  a monoplane when the vehicle  40  is in flight mode, the two wings  44   a  and  44   b  may be located adjacent each other in the vertical direction, essentially making the vehicle  40  a biplane. 
         [0037]    Still referring to  FIG. 3 , in this and other embodiments, the coupler  68  includes two components  68   a  and  68   b  that are very similar to each other except that each is a mirror image of the other. The coupler component  68   a  holds the spar  70  of the wing  44   a , and the coupler component  68   b  holds the spar  70  of the wing  44   b . In this configuration, the coupler  68  allows independent movement of each wing  44   a  and  44   b , relative to the other wing  44   b  and  44   a , from their respective first to second positions, and vice versa. 
         [0038]      FIG. 4  shows a perspective, partial view of a coupler component  68   a  holding a wing  44   a  in  FIG. 3 , according to an embodiment of the invention. The orientation of the coupler component  68   a  relative to the vehicle  40  shown in  FIG. 3  is indicated by the arrow  80  that points toward the front of the vehicle. Thus, the wing  44   a  that is shown in solid lines is in the first position (ground mode), and the wing  44   a  that is shown in dashed lines is in the second position (flight mode). As previously mentioned, the coupler component  68   b  is a mirror image of the coupler component  68   a , and thus  FIG. 4  and its related discussion also applies to the coupler component  68   b  holding the wing  44   b.    
         [0039]    In this and other embodiments, the coupler component  68   a  (discussed in greater detail in conjunction with  FIGS. 10 and 11 ) includes a sleeve  82  mounted to the body  42  such that the sleeve  82  may pivot about a pivot axis  84  in the directions indicated by the arrows  86 . The sleeve  82  holds the spar  70  of the wing  44   a  and allows the wing  44   a  to rotate about the longitudinal axis  72   a  in the directions indicated by the arrows  88 , independent of the sleeve&#39;s rotation about the pivot axis  84 . In this configuration, the sleeve  82  holds the spar  70  when the wing  44   a  is in the first position, the second position, and while the wing  44   a  is moved from the first position toward the second position, and vice versa. To move the wing  44   a  from the first position to the second position, the motor  90  pulls the sleeve  82 , and thus the spar  70 , in the direction of the arrow  92 . As the spar  70  moves, a pivot-follower  94  mounted to the spar  70  rolls across a pivot-track  96  that directs the spar  70  to rotate relative to the sleeve  82  about the longitudinal axis  72   a . Thus, as the sleeve  82  moves through specific angle locations during its rotation about the pivot axis  84 , the spar  70  rotates about the longitudinal axis  72   a . To move the wing  44   a  from the second position to the first position, the motor  90  pushes the sleeve  82 , and thus the spar  70 , in the direction of the arrow  98 . 
         [0040]    Each of  FIGS. 5-9  shows a view of the wing  44   a  at a different position between the first and second positions as the wing  44   a  is moved from the first position toward the second position, each according to an embodiment of the invention. When the wing  44   a  is in the first position, the leading edge  100  of the wing  44   a  is adjacent the wheels  54  and  66  of the vehicle  40 , and the wing  44   a  does not generate lift as the vehicle  40  travels on the ground. When the wing  44   a  is in the second position, the leading edge  100  points toward the front of the vehicle  40 , and the wing does generate lift as the vehicle  40  travels on the ground or through the air. As the wing  44   a  moves from the first position toward the second position, the wing  44   a  rotates about the pivot axis  84  ( FIG. 4 ) to orient itself transverse to the direction of travel, and rotates about the longitudinal axis  72   a  to orient itself to generate lift as the vehicle  40  travels. The rotation of the wing  44   a  about the longitudinal axis  72   a  is synchronized to the rotation of the wing  44   a  about the pivot axis  84 . More specifically, the angular position of the wing  44   a  about the pivot axis  84  dictates the angular position of the wing  44   a  about the longitudinal axis  72   a . To keep the wing  44   a  from generating lift before it gets close to the second position, the wing  44   a  follows a schedule that does not allow the wing  44   a  to complete its rotation about the longitudinal axis  72   a  until the wing  44   a  is close to completing its rotation about the pivot axis  84 . This causes the wing&#39;s angle of attack to remain negative until just before the wing  44   a  is in the second position. This allows retraction and extension of the wing  44   a  while the vehicle is traveling at up to 35 miles per hour on the ground without losing stability or control. 
         [0041]    The schedule that the wing  44   a  follows as it moves from the first position to the second position may be any desired schedule that prevents the wing  44   a  from completing its rotation about the longitudinal axis  72   a  until the wing  44   a  is close to completing its rotation about the pivot axis  84 . For example, in this and other embodiments, the schedule may include the following relationships between the angular positions of the spar  70  about the pivot axis  84  and the longitudinal axis  72   a . As the spar  70  rotates about the pivot axis  84  from 0° (first position) to 9.5°, the spar  70  does not rotate about the longitudinal axis  72   a , i.e. the spar  70  remains at 0° about the longitudinal axis  72   a  (see in  FIG. 5 ). After passing through 9.5° about the pivot axis  84 , the spar  70  begins rotating about the longitudinal axis  72   a  at the rate of 3° for every 1° about the pivot axis  84 . Then, as the spar  70  passes through 14.5°, the rotation of the spar  70  about the longitudinal axis  72   a  slows to 1.2° for every 1° about the pivot axis  84  (see  FIGS. 6-9 ).  FIG. 6  shows the wing  44   a  with its spar  70  at 20° about the pivot axis  84  and 27° about the longitudinal axis  72   a .  FIG. 7  shows the wing  44   a  with its spar  70  at 30° about the pivot axis  84  and 39° about the longitudinal axis  72   a .  FIG. 8  shows the wing  44   a  with its spar  70  at 40° about the pivot axis  84  and 51° about the longitudinal axis  72   a . And  FIG. 9  shows the wing  44   a  with its spar  70  at 74.5° about the pivot axis  84  and 88° about the longitudinal axis  72   a . Then, as the spar  70  passes through 74.5° about the pivot axis  84 , the rotation of the spar  70  about the longitudinal axis  72   a  slows to 0.4° for every 1° about the pivot axis  84 . After passing through 79.5° about the pivot axis  84 , the spar  70  reaches 90° about the longitudinal axis  72   a  and stops rotating about the longitudinal axis  72   a , as the spar  70  continues rotating about the pivot axis  84 . When the spar  70  reaches 90° about the pivot axis  84 , the wing  44   a  reaches the second position. 
         [0042]    The schedule that the wing  44   a  follows as it moves from the second position to the first position may also be any desired schedule. For example, in this and other embodiments, the wing  44   a  follows the schedule described above but in reverse. 
         [0043]    Other embodiments are possible. For example, the schedule that the wing  44   a  follows when moving from the first position to the second position may be different than the schedule that the wing  44   a  follows when moving from the second position to the first. As another example, the location at which the spar  70  of the wing  44   a  starts and finishes it rotation about the longitudinal axis  72   a  may be before or after the spar reaches 9.5° about the pivot axis  84 . As yet another example, the rate at which the spar  70  rotates about the longitudinal axis  72   a  relative to the pivot axis  84  may be quicker than 3° for every 1° about the pivot axis  84 , or slower than 0.4° for every 1° about the pivot axis  84 . 
         [0044]    Each of  FIGS. 10 and 11  shows a perspective view the coupler component  68   a  that attaches the wing  44   a  to the body  42  of the vehicle  40  shown in  FIGS. 1 and 2 , according to an embodiment of the invention.  FIG. 10  shows the coupler component  68   a  holding the wing  44   a  in the first position, and  FIG. 11  shows the coupler component  68   a  holding the wing  44   a  in a position close to the second position. As previously mentioned, the coupler component  68   b  ( FIG. 4 ) is a mirror image of the coupler component  68   a , and thus  FIGS. 10 and 11  and their related discussion also applies to the coupler component  68   b  holding the wing  44   b.    
         [0045]    In operation, the motor  90  pulls the sleeve  82 , and thus the spar  70 , in the direction of the arrow  92  ( FIG. 10 ) to move the wing  44   a  from the first position to the second position. As the spar  70  moves, a pivot-follower  94  mounted to the spar  70  rolls across and remains in contact with a pivot-track  96  that locates the angular position of the spar  70  about the longitudinal axis  72   a  relative to the sleeve  82  as the sleeve  82  and spar  70  rotate about the pivot axis  84 . Thus, as the sleeve  82  moves through specific angle locations during its rotation about the pivot axis  84 , the spar  70  rotates about the longitudinal axis  72   a . To move the wing  44   a  from the second position to the first position, the motor  90  pushes the sleeve  82 , and thus the spar  70 , in the direction of the arrow  98  ( FIG. 11 ). 
         [0046]    The spar  70  may be mounted to the sleeve  82 , and the sleeve  82  may be mounted to the body  42  of the vehicle  40 , as desired to allow the sleeve  82  to resist damaging deformation while the sleeve  82  experiences bending and shear loads from the spar  70  while the wing  44   a  generates lift, and while the wing  44   a  is held in the second position. For example, in this and other embodiments the coupler component  62   a  includes a bearing (not shown) disposed inside the sleeve  82  between the sleeve&#39;s interior surface and the spar&#39;s exterior surface that allows the spar  70  to rotate relative to the sleeve  82  about the longitudinal axis  72   a . The coupler component  62   a  also includes a first pin  101  fixed to the sleeve  82  and received by a bearing (not shown) disposed in the body  42 , and a second pin (not shown) fixed to the sleeve  82  at a location diametrically opposite the first pin  101 . The second pin is also received by a bearing (also not shown) disposed in the body  42 . Both bearings hold their respective one of the pins and prevent movement of the sleeve  82  relative to the vehicle&#39;s body  42  in all directions except rotation about the pivot axis  84 . With the sleeve  82  mounted to the body  42  in this manner, the sleeve  82  is essentially a gimbal. In other embodiments, the spar  70  may be mounted to the sleeve  82  and the sleeve  82  may be mounted to the vehicle&#39;s body  42 , via a ratchet and pawl mechanism. 
         [0047]    In this and other embodiments, the coupler component  68   a  includes a motor  90  mounted to the sleeve  82 , and a rack  102  that has teeth and that is mounted to the body  42  of the vehicle  40 . The motor  90  includes a gear  104  that also has teeth. The gear&#39;s teeth and the rack&#39;s teeth are configured to mesh with each other so that when the motor  90  rotates the gear  104 , the rotation of the gear  104  causes the gear  104  and thus the motor  90  to walk along or move relative to the rack  102 . This, in turn, causes the sleeve  82  to move in the same direction relative to the rack  102 . 
         [0048]    The motor  90 , rack  102 , and gear  104  may be configured as desired to provide and handle the torque required to rotate the wing  44   a  about the pivot axis  84 . For example, in this and other embodiments, the motor  90  is a conventional electric motor that may be powered by direct or alternating current, and the rack  102  and gear  104  include stainless steel material and conventionally designed and cut teeth. In other embodiments, the coupler component  62   a  may include a transmission that draws power from the vehicle&#39;s main motor (discussed in greater detail in conjunction with  FIG. 22 ) that powers the vehicle  40 . 
         [0049]    Still referring to  FIGS. 10 and 11 , the coupler component  68   a  also includes a bias element  106  to urge the pivot-follower  94  of the spar  70  against the pivot-track  96  while the spar  70  rotates about the pivot axis  84 . In this and other embodiments, the bias element  106  includes a first end  108  fastened to a mount  110  of the sleeve  82 , a second end  112  fastened to a mount  114  of the spar  70 , and an elastic body that when stretched generates tension between the first and second ends  108  and  112 , respectively. When the first and second ends  108  and  112  are mounted to their respective mounts  110  and  114 , the bias member  106  wraps around the sleeve  82  and is stretched to generate tension. Because, the bias member  106  wraps around the sleeve  82 , the tension generated by the bias member&#39;s body urges the spar  70  to rotate in the direction shown by the arrow  116  ( FIG. 10 ) as the spar  70  rotates about the pivot axis  84  toward the second position. Thus, the bias member  106  helps insure that the wing  44   a  will rotate in the correct direction about the longitudinal axis  72   a  to properly orient the wing  44   a  for lift in the second position. And, the bias member  106  keeps the pivot-follower  94  in contact with the pivot-track  96  while the sleeve  82  and spar  70  rotate about the pivot axis  84  to help insure that the wing  44   a  rotates about the longitudinal axis  72   a  according to the established schedule, such as the one discussed in conjunction with  FIGS. 5-9 . 
         [0050]    The bias element  106  may be configured as desired to provide enough force to the spar  70  to keep the pivot-follower  94  against the pivot-track  96 . For example, in this and other embodiments, the bias element  106  includes a plastic material that when stretched between the mounts  110  and  114  elastically deforms, similar to any typical bungee or shock cord. The plastic material may be any conventional rubber or other polymer, and sized to generate substantial tension so that one may move the wing  44   a  from the first position to the second position while the vehicle  40  is moving. As the vehicle  40  moves, the air that the wing  44   a  contacts generates drag and pressure on the wing  44   a  that it would not otherwise experience. So, in such situations the tension that the bias element  106  generates needs to overcome any resistance from these additional sources. In other embodiments, the bias element  106  may include a hydraulic circuit to urge the pivot-roller  94  against the pivot-track  96  while the sleeve  82  and spar  70  rotate about the pivot axis  84 . In still other embodiments, the bias element  106  may include an electrical circuit that charges a solenoid to urge the pivot-roller  94  against the pivot-track  96  while the sleeve  82  and spar  70  rotate about the pivot axis  84 . 
         [0051]    Still referring to  FIGS. 10 and 11 , the coupler component  62   a  also includes a receiver  118  that helps the sleeve  82  securely hold the spar  70 , and thus the wing  44   a , to the body  42  when the wing  44   a  is in the first position, the second position, and while the wing  44   a  moves from either of the positions to the other position. In this and other embodiments, the receiver  118  includes a first rail  120 , a second rail  122 , and a gap disposed between the rails  120  and  122 . The rails  120  and  122  are oriented and mounted to the body  42  such that the gap between them is sized to snuggly receive a pin  124  that is mounted to the sleeve  82  and to allow the pin  124  to move between each of the rails as the sleeve  82  rotates about the pivot axis  84 . In this manner, the first rail  120  restricts movement of the pin  124 , and thus the sleeve  82 , in the direction indicated by the arrow  126  ( FIG. 10 ), and the second rail  122  restricts movement of the pin  124 , and thus the sleeve  82 , in the direction indicated by the arrow  128  ( FIG. 10 ). By confining the pin  124 , and thus the sleeve  82 , the pin  101  that holds the sleeve  82  at the pivot axis  84  does not have to support the whole bending force from the wing  44   a  as the wing  44   a  moves from the first position to the second position, and vice versa. 
         [0052]    Still referring to  FIGS. 10 and 11 , the pivot-track  96 , the receiver&#39;s first rail  120  and second rail  122 , the sleeve&#39;s first pin  101  and second pin, and other load bearing components of the coupler component  62   a  may include any desired material capable of withstanding the respective loads that each experiences while the vehicle is flown or driven. For example, in this and other embodiments each of the components includes an alloy of aluminum such as Al 2024, 7071-T6 or any suitable composite material, to provide a good strength to weight ratio. In other embodiments where the weight of the component is not as important, some or all of the components may include an alloy of iron, such as 4130 stainless steel. 
         [0053]    Each of  FIGS. 12 and 13  shows a perspective, partial view of the wing  44   a  in the second position and secured to the body  42  of the vehicle  40 , according to an embodiment of the invention. To help secure the wing  44   a  in the second position, the coupler  68  ( FIG. 3 ) also includes coupler components  126   a  and  126   b  (only  126   a  shown). Similar to each of the coupler components  68   a  and  68   b  that corresponds to a respective one of the wings  44   a  and  44   b , each of the coupler components  126   a  and  126   b  also corresponds to a respective one of the wings  44   a  and  44   b . And, similar to the discussion regarding the coupler component  68   a  applying to the coupler component  68   b , the discussion of the coupler component  126   a  also applies to the coupler component  126   b .  FIG. 12  also shows a partial, perspective view of the flaperon&#39;s control mechanism  127 . 
         [0054]    The coupler component  126   a  may be configured as desired to help the wing&#39;s spar  70  and coupler component  68   a  securely hold the wing in the second position while the wing  44   a  and body  42  experience many different loads during take-off and flight. For example, in this and other embodiments the coupler component  126   a  includes a threaded bolt  128  that may be threadingly coupled with a nut  130  mounted to the body  42 , and a bullet pin  132  that is mounted to the body  42  and received by the box  134  when the wing  44   a  reaches the second position. In the embodiment shown in  FIGS. 12 and 13 , the coupler component  126   a  includes two threaded bolts  128  and two nuts  130 . Each bolt  128  has a motor  136  mounted to its head and coupled to a collar  138  which is moveable along a rail  140 . The collar  138  and rail  140  anchor the motor  136  while the motor  136  rotates the bolt  128  relative to the nut  130 , so that the bolt  128 , not the motor  136 , rotates relative to the nut  130 . The rail  140  is mounted to the wing  44   a , and as the bolt  128  moves into the nut  130 , the collar  138  slides along the rail  140  toward the nut  130 . When both of the bolts  128  are fully inserted in their respective one of the nuts  130  ( FIG. 12 ), the bolts  128  coupling with the nuts  130  locks the wing  44   a  in the second position. 
         [0055]    In this and other embodiments, the coupler component  126   a  also includes a sensor (not shown) disposed in the box  134 , and a lock  142  mounted to the box  134 . The sensor senses the location of the bullet pin  132  relative to the box  134  to allow one to determine whether or not the wing  44   a  has reached the second position, and thus finish rotating the wing  44   a  about the pivot axis  84  ( FIG. 11 ) and begin locking the wing  44   a  in the position. The lock  142  inserts a pin (not shown) into a cavity in the bullet pin  132  to help the bolts  128  and sleeve  82  ( FIG. 11 ) secure the wing  44   a  in the second position. The sensor may be any desired sensor capable of sensing the bullet pin&#39;s position relative to the wing  44   a  and conveying the sensed position to the pilot and/or other control system of the vehicle  40 . For example, in this and other embodiments, the sensor generates and conveys an electric signal when the bullet pin  132  contacts the sensor, otherwise the sensor does not generate an electric signal. In this manner, in the absence of a signal from the sensor, the bullet pin  132  is considered not fully inserted into the box  134 , and thus the wing  44   a  not in the second position. The lock  142  may be any desired lock that holds the bullet pin  132  to the box  134 . For example, in this and other embodiments, the lock  142  includes a solenoid that when charged in response to a signal generated by the sensor, inserts a pin into the bullet pin  132 . 
         [0056]    To unlock the wing  44   a  from the second position, one simply withdraws the pin from the bullet pin  132 , and rotates both bolts  128  to threadingly disengage each from their respective one of the nuts  130 . Once unlocked, the wing  44   a  is ready to be moved into the first position for driving the vehicle  40  on a road. 
         [0057]    Each of  FIGS. 14 and 15  shows a perspective view of the control mechanism  127  that couples the wing&#39;s flaperon  65  ( FIG. 1 ) to the control system in the cockpit  46  of the vehicle  40  shown in  FIGS. 1 and 2 , according to an embodiment of the invention. 
         [0058]    In this and other embodiments, the control mechanism  127  includes a body-portion  145   a  and a wing-portion  145   b  that is coupled to the body-portion  145   a  when the wing  44   a  is in the second position, and is uncoupled and separated from the body-portion  145   a  when the wing  44   a  moves toward the first position. The body-portion  145   a  includes a plunger  146  mounted to the body  42  of the vehicle  40 . And, the wing-portion  145   b  includes a flaperon torque-tube  144  that rotates about its longitudinal axis to pivot the flaperon  65  up or down relative to the wing&#39;s main body  78  ( FIG. 3 ), and a receiver  148  disposed in the wing  44   a  that releasably couples the plunger  146  to the flaperon torque-tube  144 . The body-portion  145   a  of the control mechanism  127  also includes a control rod  150  that transmits to the plunger  146  the pilot&#39;s and/or control system&#39;s instruction to move the flaperon  65 . To move the flaperon  65  up relative to the wing&#39;s main body  78  to roll the vehicle  40 , the control rod  150  moves in the direction indicated by the arrow  152 . This causes the plunger  146  to rotate in the direction shown by the arrow  154 , which in turn causes the receiver and the flaperon torque-tube  144  (via the universal joint  158 ), to rotate in the same direction. To move the flaperon  65  down relative to the wing&#39;s main body  78  to roll the vehicle  40 , the control rod  150  moves in the direction indicated by the arrow  160 , which causes the plunger  146  and flaperon torque-tube  144  to rotate in the direction indicated by the arrow  162 . 
         [0059]    The wing-portion  145   b  of the control mechanism  127  may be releasably coupled to the body-portion  145   a  in any desired manner. For example, in this and other embodiments the receiver  148  of the wing-portion  145   b  includes four keyways  164  (only two shown for clarity), each located about 90 degrees away from its adjacent keyways  164 . Each of the four keyways  164  receives a respective one of four keys  166  (only two shown for clarity) of the plunger  146  when the wing  44   a  is in the second position. To facilitate the insertion of the keys  166  into their respective keyways  164 , each of the keyways  164  has an entry whose width is much greater than the width of their respective one of the four keys  166 . This allows the receiver  148  to still receive the plunger  146  when the keys and keyways are not exactly aligned or clocked relative to each other. As each of the keyways  164  extends toward the universal joint  158 , each keyway&#39;s width reduces to a dimension that is slightly larger than the width of their respective one of the four keys  166 . When the plunger  146  is fully inserted into the receiver  148 , each of the keys  166  is held by the narrower portion of the respective one of the four keyways  164 . In this manner, play between the rotation of the plunger  146  and the receiver  148  as one moves the control rod  150  may be minimized. In other embodiments, the plunger  146  may have wheels on each key, similar to the way a typical cv joint engages with a typical tripod-configuration shaft, to improve how easy the plunger  146  inserts into the receiver  148 . 
         [0060]    To facilitate the insertion and removal of the plunger&#39;s keys  166  from their respective one of the keyways  164 , the plunger  146  may move relative to the control rod  150  in the directions indicated by the arrows  168  and  170 . For example, in this and other embodiments the plunger  146  is held by a control horn  172  that transmits the movement of the control rod  150  to the plunger  146 . The control horn  172  is mounted to the body  42  in such a way that the horn  172  may rotate in either of the directions indicated by the arrows  154  and  162  ( FIG. 14 ) but cannot move toward or away from the receiver  148 . And the plunger  146  is coupled to the control horn  172  in such a way that the plunger  146  rotates with the horn  172  in the directions indicated by the arrows  154  and  162 , and may move relative to the horn  172  in the directions indicated by the arrows  168  and  170 . The body-portion  145   a  of the control mechanism  127  also includes a spring  174  (two here but only one shown for clarity) that urges the plunger  146  in the direction indicated by the arrow  168 , and thus the keys  166  toward their respective keyways  164 . To move the plunger  146  away from the receiver  148 , and thus withdraw the keys  166  from their respective keyways  164  one may pull the cables  176 . The spring  178  also urges the plunger  146  in the direction indicated by the arrow  168  and provides a redundant means for urging the plunger  146  toward the receiver  148  should the spring  174  fail. 
         [0061]      FIG. 16  shows a view of a weight system  180  included in the wing  44   a  of the vehicle shown in  FIGS. 1 and 2 , according to an embodiment of the invention.  FIG. 17  shows a perspective a view of a portion of the weight system  180  shown in  FIG. 16 , according to an embodiment of the invention. The weight system  180  includes a weight  182  that is moveable relative to the spar  70  of the wing  44   a  to move the location of the wing&#39;s center of mass. By moving this location, one may adjust the location of the vehicle&#39;s center of gravity while one drives the vehicle on the ground, and one may adjust the vehicle&#39;s moment of inertia, or rotational inertia, about the vehicle&#39;s roll axis while one flies the vehicle  40  through the air. By adjusting the vehicle&#39;s center of gravity, one can improve the vehicle&#39;s handling characteristics while driving the vehicle  40  on the ground. For example, with the wing  44   a  in the first position (ground mode) one can move the weight  180  toward the wing tip  76  to locate the vehicle&#39;s center of gravity farther from the vehicle&#39;s rear wheels and closer to the vehicle&#39;s front wheel. And, by adjusting the vehicle&#39;s moment of inertia about the vehicle&#39;s roll axis, one can improve the vehicle&#39;s handling characteristics while one flies the vehicle  40  through the air. For example, when the wing  44   a  is in the second position, one can move the weight  180  toward or away from the wing tip  76  to increase or decrease, respectively, the vehicle&#39;s moment of inertia, and/or to adjust the elastic response of the wing  44   a  to minimize flutter or unwanted vibrations while the vehicle travels in ground mode or flight mode. 
         [0062]    The weight  182  may be moved relative to the spar  70  in any desired direction using any desired mechanism. For example, in this and other embodiments the weight  180  may be moved in the directions indicated by the arrows  186  and  188 , which are essentially transverse to the vehicle&#39;s longitudinal axis  187  when the wing  44   a  is in the second position, and essentially parallel with the axis  187  when the wing  44   a  is in the first position. The weight system  180  includes a guide tube  184  that holds the weight  182  while allowing the weight  182  to move in the directions indicated by the arrows  186  and  188 . To move the weight  182 , the weight system  180  also includes a cable  190  having a first end  192  mounted to the weight  180  and a second end  194  also mounted to the weight  180 . The system  180  also includes a motor  196  ( FIG. 16 ) coupled to the cable  190 . To move the weight  182  in the direction indicated by the arrow  188 , the motor pulls the cable  190  to generate tension in the first end  192 ; and to move the weight  182  in the direction of the arrow  186 , the motor  196  pulls the cable  190  in the opposite direction to generate tension in the second end  194 . 
         [0063]    Other embodiments are possible. For example, the movement of the weight  180  may include rotating about the guide tube  184  to provide a gyroscopic effect, which may be used to modify the vehicle&#39;s moment of inertia. The movement of the weight  180  may also include moving in directions other than, or in addition to, the directions indicated by the arrows  186  and  188 . In addition, the weight  180  may be any desired weight, and may be removable from the guide tube  184 , to allow one to increase or decrease the mass of the weight in response to anticipated flying and/or driving conditions. And, the weight  180  may include a coupler that allows one to add another weight that may include more, less or an equivalent mass, and connect the two or more weight together so that they can move as one. Also, the wing  44   a  may include one or more additional weight systems  180  to allow one more detailed control of the wing&#39;s center of mass. 
         [0064]    Each of  FIGS. 18-21  shows a perspective view of the canards  56  of the vehicle  40  shown in  FIG. 2 , each according to an embodiment of the invention.  FIG. 18  shows each of the canards  56  retracted to a first position in which each canard  56  is disposed within the body  42 . While the vehicle  40  is driven on a road, one typically retracts each of the canards to the first position to protect them against damage from debris encountered during travel.  FIG. 19  shows each of the canards  56  extended to a second position in which each canard extends away from the body  42 . While the vehicle  40  is flown, one typically extends each of the canards  56  to generate lift and to help control the pitch of the vehicle  40 . Each of the  FIGS. 20 and 21  shows the mechanism  198  for extending and retracting each of the canards  56 . Although  FIGS. 20 and 21  shows the mechanism  198  that extends and retracts one of the canards  56 , the other canard  56  is extended and retracted with a similar mechanism, and thus the discussion of the mechanism  198  also applies to the mechanism that extends and retracts the other canard  56 . 
         [0065]    Referring to  FIGS. 18 and 19 , each of the canards  56  may be configured as desired and may be mounted to the body  42  as desired, to allow each of the canards  56  to move from the first position to the second position and vice-versa, and to withstand the loads each experiences during flight. For example, in this and other embodiments each canard  56  includes a forward spar  200  and a rear spar  202 , each mounted to the body  42 . Each of the spars  200  and  202  is configured to telescope as their respective canard  56  moves from the first position toward the second position and vice-versa. Each of the canards  56  also includes a trim tab  204  powered by a motor (not shown) disposed in the canard  56  that pivots the trim tab  204  relative to the body  206  of each of the canards  56 . During flight, when the motor pivots the trim tab  204  up, the vehicle  40  pitches downward, and when the motor pivots the trim tab  204  down, the vehicle  40  pitches upward. The body  42  includes a collar  208  (here two) that is mounted to the body and that helps the spars  200  and  202  hold each of the canards  56  in their first and seconded positions. The collar  208  includes a material that has a low static and dynamic coefficient of friction to allow the body  206  of each of the canards  56  to easily slide to and from the first and second positions. In other embodiments, the collar  208  may include a bearing that rotates relative to the collar  208  and that rolls across the body  206 , as the body  206  moves to and from the first and second positions. 
         [0066]    Referring to  FIGS. 20 and 21 , the mechanism  198  may be configured as desired to extend and retract each of the canards  56 , and to position each of the canards  56  in the second (extended) position in the event that the mechanism  198  does not operate correctly. For example, in this and other embodiments the mechanism  198  includes a mount  210  anchored to the canard  56 , a motor  212  anchored to the body  42 , a cable  214  that couples the motor  212  to the mount  210 , and a bungee  216  that couples the mount  210  to the body  42 . The bungee  216  is sized and configured to generate tension when stretched, and is coupled to the body  42  and mount  210  such that the bungee  216  is more stretched when the canard  56  is in the first (retracted) position than the second (extended) position. To help keep the canard  56  in the extended position the mechanism  198  may also include a lock (not shown) that may be manually or automatically operated to prevent the canard  56  from moving toward the first position. The motor  212  retracts the canard  56  toward the first position by winding the cable  214  around a spool  218 . This generates tension in the cable  214  sufficient to overcome the tension in the bungee  216  urging the canard  56  toward the second position, and thus urges the mount  210 , and thereby the canard  56 , toward the body  42 . The mechanism  198  also includes a ratchet and pawl (not shown) that prevents the spool  218  from rotating in the direction that releases the tension from the cable  214  to hold the canard  56  in the first (retracted) position without the motor  212  generating tension in the cable  214 . To move the canard  56  toward the second (extended) position, one simply releases the pawl from the ratchet to allow the spool  218  to rotate. 
         [0067]      FIG. 22  shows a perspective view of the vehicle&#39;s power component  220 , according to an embodiment of the invention. The component  220  powers the vehicle  40  ( FIGS. 1 and 2 ) while it travels on a road (ground mode), and while the vehicle  40  flies through the air (flight mode). 
         [0068]    The power component  220  may be configured as desired to provide the power that the vehicle  40  needs to travel on a road and fly through the air. For example, in this and other embodiments, the vehicle  40  includes a first motor  222  for powering the vehicle  40  in ground mode, a second motor  224  for powering the vehicle in flight mode, and a differential  226  for distributing the power generated by either of the motors  222  and  224  to either the propeller  52 , one or more of the rear wheels  54 , or both the propeller  52  and one or more of the rear wheels  54 . In this manner, each of the motors  222  and  224  can help the other motor  224  or  222  power the vehicle  40  in either the ground mode or the flight mode, and each of the motors  222  and  224  may be used as a backup power source should the other motor  224  or  222  fail. The first motor  222  may be a conventional 80 to 1500 horsepower engine that meets EPA emission standards for street-legal motorcycles, and the second motor  224  may be a conventional aviation engine of between 150 and 1350 horsepower. In other embodiments, an electric motor powered by a lightweight, high-energy-density battery pack may be used to power the rear wheels  54  while in ground mode and the propeller  52  while in flight mode. In still other embodiments, each of the first and second motors  222  and  224 , respectively, may be a jet engine or any other desired engine capable of powering the vehicle  40  in one or both of the ground and flight modes. 
         [0069]    In this and other embodiments, the power component  220  also includes two driveshafts  228 , each coupling a respective one of the rear wheels  54  to the differential  226 . Each of the driveshafts  228  includes a constant velocity joint (not shown) to allow the driveshaft  228  to transmit power at a constant velocity to a sprocket  232  that is oriented relative to the longitudinal axis (not shown) of the driveshaft  228 , at an angle other than 90 or 180 degrees. The power received by the sprocket  232  is transmitted to a rear wheel  54  via a chain  234 . In a similar manner, the power generated by the first motor  222  is transmitted to the differential  226  via a chain  236 . The power component  220  also includes a drive belt  238  coupling the propeller  52  to the second motor  224 . Although, only one drive belt  238  is shown, the power component  220  includes more than one drive belt that also couples the propeller  52  to the second motor  224  to provide redundancy during flight. If the drive belt  238  fails during flight, then the one or more other drive belts will keep the propeller  52  coupled to the second motor  224 , and thus will keep the propeller  52  generating thrust to power the vehicle  40  through the air. 
         [0070]      FIG. 23  shows a perspective view of the cockpit  46  of the vehicle  40  shown in  FIGS. 1 and 2 , according to an embodiment of the invention.  FIG. 24  shows another perspective view of the cockpit  46  shown in  FIG. 23 , according to an embodiment of the invention. 
         [0071]    In this and other embodiments, the cockpit  46  includes two seats  48  one located aft of the other, a removable steering wheel  240  to allow a person sitting in the front seat to steer the vehicle  40  in ground mode, and two center sticks  242 , each configured to allow a person sitting in a corresponding seat  48  to exert some control over the vehicle  40  in flight mode. The steering wheel  240  is removable from the body  42  where the steering wheel  240  extends into the cockpit  46  so that one can relocate the wheel  240  out of one&#39;s way while one uses the center stick  242  to control the vehicle  40  during flight, although the geometry is such that the stick used during flight mode is free and clear of the wheel through full range of motion even when the wheel for ground mode is installed. Each of the center sticks  242  may be used to control the pitch and the roll of the vehicle  40  during flight, much like a conventional airplane&#39;s center stick. In addition, the aft center stick  242  allows the person sitting in the aft seat  48  to exert some control over the vehicle  40  should the person in the front seat become incapacitated or distracted. Both center sticks  242  may be removed and reinstalled at will to improve occupants comfort while in ground mode. Optional rudder pedals may be installed for a person sitting in the aft seat, or middle of an aft bench seat, to control yaw on the ground and in the air while in flight mode. 
         [0072]    Referring to  FIG. 24 , the cockpit  46  also includes rudder pedals  244  for controlling the vehicle&#39;s yaw during flight, ground-mode pedals  246  for controlling the vehicle&#39;s speed and power during travel in ground mode, and a box  248  to isolate the rudder pedals  244  from the ground-mode pedals  246 . By isolating the rudder pedals  244  from the ground-mode pedals  246 , a person flying the vehicle  40  is less likely to inadvertently use the ground-mode pedals  246 , and a person driving the vehicle  40  is less likely to inadvertently use the rudder pedals  244 , both of which could cause the person to lose control of the vehicle  40  and experience an accident. 
         [0073]    The preceding discussion is presented to enable a person skilled in the art to make and use the invention. Various modifications to the embodiments will be readily apparent to those skilled in the art, and the generic principles herein may be applied to other embodiments and applications without departing from the spirit and scope of the present invention. Thus, the present invention is not intended to be limited to the embodiments shown, but is to be accorded the widest scope consistent with the principles and features disclosed herein.