DESC:FORM 2
THE PATENTS ACT, 1970
(39 of 1970)
&
THE PATENTS RULES, 2003
COMPLETE SPECIFICATION
1.
TITLE OF THE INVENTION:
An Electric aircraft and a method of operation thereof
2.
APPLICANT:
(a) Name : Vertifly Aerospace Pvt. Ltd.
(b) Nationality : An Indian Registered Company
(c) Address : H. No. 1732, Jawalkar Nagar, Pimple Gurav, Haveli, Pune-411061, Maharashtra, India
THE FOLLOWING SPECIFICATION DESCRIBES THE INVENTION AND THE MANNER IN WHICH IT IS TO BE PERFORMED
FIELD OF THE INVENTION
[0001] The present invention relates to a field of aircrafts. More specifically, the invention to an electric aircraft and a method of operation of the aircraft.
BACKGROUND OF THE INVENTION
[0002] Currently helicopters are largely inefficient with an array of technical failures. The cost of operation and maintenance for helicopters is also very expensive and they are accessible only for an elite section of society. Further, helicopters have a very high crash rate and high design complexity.
[0003] Helicopters have been the technology for quick access and vertical take-off and landing operations for decades yet they are being rendered largely inefficient due to their technical failures and also due to the rise of new advanced aircrafts, namely eVTOLs. eVTOL (electric vertical take-off and landing) aircraft is a new type of aircraft that is categorized as a powered-lift vehicle. They are in development globally yet are not yet in commercial operations. This type of aircraft is a hybrid between a helicopter and an aircraft, where they can take-off and land vertically, even in remote terrain, such as a helicopter and they also have long range, efficient flight operations such as a conventional aircraft.
[0004] Currently, the eVTOLS which are into development stages which have large open propulsion system and majority of them do not have lift-generating surfaces which leads to poorer flight performance, low aerodynamic efficiency, control efficiency with low safety measures of the rotary blades and with low payload capacity. Their size restricts their usage in urban, remote and narrow space/environments. Due to the low flight performance and low aerodynamic efficiency, current eVTOLs have lower flight range and endurance.
[0005] This new mode of mobility of eVTOLs (electric vertical take-off and landing) aircraft has an array of advanced air mobility services including but not limiting to air ambulance, air taxi, air tourism, large air cargo transportation, military and maritime aerial service, aerial disaster relief. There are many eVTOLs in development globally with their own set of pros and cons. The invention in discussion here has a next-generation eVTOL with multiple inventive and novel features as compared to others.
[0006] Therefore, there is a strong need to overcome above mentioned problems and to introduce an advanced electric aircraft which is highly compact, fast in operation, cost-effective, with greater safety and stability features so as to democratize it in an effective manner with an efficient method of its faster and safer operation.

OBJECTS OF THE INVENTION
[0007] The primary object of the present invention is to provide an advanced electric aircraft which has a specialized design and configuration which shows a unique capacity to vertically take-off and landing in the most efficient manner in addition to hover and conventional flight operations and maneuvers.
[0008] Another object of the present invention is to provide an electric aircraft which has a plurality of unique green propulsion systems which tilt to various angles as per the flight operation requirement, wherein each propulsion system acts individually as a control element and provides stability, control and maneuverability.
[0009] Still another object of the present invention is to provide an electric aircraft which is compact and lighter aircrafts, thereby addressing the challenges of heavy/bulky and larger existing conventional aircrafts and eVTOLs.
[0010] Yet another object of the present invention is to provide an electric aircraft which is sleek, safer, faster, aerodynamically efficient and stable.
[0011] Yet another object of the present invention is to provide an electric aircraft which is designed to be symmetric, sleek, modular and compac.t
[0012] Yet another object of the present invention is to provide an electric aircraft which has a unique landing gear system which is light-weight and provides durable vertical take-off and landing operations of the aircraft.
[0013] Yet another object of the present invention is to provide an advanced, light weight, and commercially viable electric aircrafts of which different parts are made up of a range of material comprising but not limited to aluminum alloys, Carbon-fiber alloys, self-repairing alloys, shape memory alloys and various composite materials.
[0014] Yet another object of the present invention is to provide an environment safe electric aircraft being a green technology to address the damages to the environment unlike fossil fuel-based vehicles contributing to a healthier environment for living beings.
[0015] Yet another object of the present invention is to provide a method of operation of the electric aircraft which performs flight operations in multiple modes such as Rotor craft mode, conventional mode and VTOL mode.
[0016] Yet another object of the present invention is to provide a unique and efficient method of operation of the electric aircraft having vertical take-off and landing so as to reach to narrower and/or remote spaces/environment speedily and safely.
[0017] Still another object of the present invention is to provide a method of operation of the electric aircraft which operates under main mission and reserve mission as a main mission for regular operation and a reserve mission in case of emergencies at high speed or sustained reserve flights.
[0018] Yet another object of the present invention is to provide a method of operation of the electric aircraft which is faster, safer, aerodynamically efficient, stable, environment safe under multiple emergency situations in addition to civil, defense and maritime mobility services for carrying passengers and/or payload carrying over longer distance and at higher speeds.
BRIEF DESCRIPTION OF THE DRAWINGS
[0019] Objects, features, and advantages of the present invention will best be understood from the following description of various embodiments thereof, selected for the purposes of illustration, and shown in the accompanying drawings, in which:
Figure 1 is an Isometric view of an electric aircraft in a VTOL position;
Figure 2 is a Top view of an electric aircraft in a VTOL position;
Figure 3 is a Side Isometric view of an electric aircraft in a VTOL position;
Figure 4 is a Front Isometric view of an electric aircraft in a VTOL position;
Figure 5 is an Isometric view of an electric aircraft in a horizontal cruise position;
Figure 6 is a Top view of an electric aircraft in a horizontal cruise position;
Figure 7 is a Side Isometric view of an electric aircraft in a horizontal cruise position; and
Figure 8 is a Front Isometric view of an electric aircraft in a horizontal cruise position.

DETAILED DESCRIPTION OF THE INVENTION
[0020] The invention will now be described in detail in connection with certain preferred and optional embodiments, so that various aspects thereof may be more fully understood and appreciated.
[0021] The present invention relates to an electric aircraft and a method of operation of the electric aircraft.
[0022] In an embodiment of the present invention, an electric VTOL aircraft (100) is depicted in Figure1. Figure 1 is an Isometric view of the electric aircraft (100) in a VTOL position, wherein the electric aircraft (100) is shown from the North-East Isometric view. The aircraft (100) comprises of a fuselage (101) having a modular cabin, a plurality of pairs of green propulsion systems mounted on the fuselage (101) and comprises at least one electric motor, propeller and duct; a canard (104) is a lift-generating surface which is coupled to the fuselage (101), at least one pair of canard winglet (105) is coupled with the tip of the canard (104), an elevon (106) which is a control surface mounted on the canard (104), landing gear systems (107a and 107b) collectively coupled to the fuselage (101); a wing (109) is coupled with the fuselage (101), at least one pair of winglets (110) is coupled to the wing (109), an aileron (111) which is a control surface mounted on the tip of the wing (109). The aircraft (100) is bilaterally symmetrical and is driven by green propulsion systems like electric batteries and/or hydrogen fuel cells.
[0023] The fuselage (101) is the main component of the aircraft. The numerous components of the present invention are coupled with the fuselage (101). The fuselage (101) has a modular cabin. The fuselage (101) can hold passengers/payload, generate thrust, produce lift, maintain stability and control of the aircraft. The fuselage (101) has been optimised to be more sleek, aerodynamically efficient and light-weight. The fuselage (101) contains a cabin inside it. The cabin and the fuselage design have been enhanced to be modular with the capability of carrying a wide range of payloads and/or passengers in civil and defence environments. The cabin can be customised as per the mission requirements and/or service configurations without changing the design and features of the fuselage. The fuselage (101) is designed in such a way that the passengers and peripherals inside the fuselage can enjoy an ultra-wide viewing of the external environment through the fuselage’s large, sleek and strong windows.
[0024] As shown in figure 1, the aircraft (100) that is bilaterally symmetric and a plurality of pairs of green propulsion systems mounted on the fuselage (101) and comprises at least one electric motor, propeller and duct, wherein the plurality of propulsion systems is configured to generate a thrust, maintain stability and control. The plurality of pairs of green propulsion systems is a system in a vertical position for VTOL operations. The aircraft (100) comprises of- the fuselage (101) that can carry payload/passenger and is designed to be sleek and aerodynamic. The plurality of pairs of propulsion systems includes a first pair of propulsion system mounted fore of the canard (102a) which is mounted on a first propulsion system joint that is mounted fore of the canard (103a) and coupled to the canard (104) and the fuselage (101), a second pair of propulsion system mounted fore of the wing and aft of the canard (102b) which is mounted on a second propulsion system joint that is mounted fore of the wing and aft of the canard (103b), coupled with the fuselage (101) and the wing-propulsion joint (108), a wing-propulsion joint (108) that is mounted on the wing (109) and is coupled with the a second propulsion system joint that is mounted fore of the wing and aft of the canard (103b), the wing (109) and a third propulsion system joint mounted aft of the wing (103c);and a third a propulsion system mounted aft of the wing (102c) which is mounted on a third propulsion system joint mounted aft of the wing (103c) and coupled to the wing-propulsion joint (108) and the fuselage (101).
[0025] The plurality of pairs of green propulsion systems include electrically driven electric motor(s), propeller(s) and a duct (not shown in the drawings). The propulsion systems generate thrust, which is the amount of weight that the propulsion system can carry. This configuration of the propulsion system that includes the duct enhances the thrust generation and efficiency. For example, the duct reduces blade losses, wear and tear of the propulsion system, and enables the aircraft to be resistant to environmental hazards such as bird strikes. The generated thrust is essential for flight operations and in the figure 1, the first pair of propulsion system (102a) is positioned to be in a vertical flight operation mode. This flight mode is essential for vertical take-off and landing of the electric aircraft (100). The first pair of propulsion system mounted fore of the canard (102a) which is mounted on a first propulsion system joint that is mounted fore of the canard (103a) and coupled to the canard (104) and the fuselage (101); The second pair of propulsion system mounted fore of the wing and aft of the canard (102b) which is mounted on the fuselage (101) through a second propulsion system joint (103b) that is a propulsion system joint mounted fore of the wing and aft of the canard (103b), coupled with the fuselage (101) and the wing-propulsion joint (108). The wing-propulsion joint (108) that is mounted on the wing (109) and is coupled with the second propulsion system joint that is mounted fore of the wing and aft of the canard (103b), the wing (109) and a third propulsion system joint mounted aft of the wing (103c). the third a propulsion system mounted aft of the wing (102c) which is mounted on the fuselage (101) through a third propulsion system joint mounted aft of the wing (103c) and coupled to the wing-propulsion joint a canard (108) and the fuselage (101). Further, the first propulsion system joint that is mounted fore of the canard (103a) enables the propulsion system mounted fore of the canard (102a) to tilt to various angles as per the flight operation requirement. The first propulsion system joint that is mounted fore of the canard (103a) and the first pair of propulsion system mounted fore of the canard (102a) along with it, have been blended into the canard (104) near to the canard-fuselage intersection, thereby further enhancing the design, its efficiency, aesthetic and overall performance.
[0026] The canard (104) is a lift-generating surface which is coupled with the fuselage (101). This is a fore wing of the aircraft and produces lift that is essential for enabling the aircraft (100) to be airborne. The canard (104) distributes the wing loading amongst the lift-generating surfaces and enables each individual lift-generating surface to experience lower wing loading. The canard (104) experiences a predictable airflow that enhances the stability and control of the aircraft (100). The canard (104) and the fuselage (101) intersection has been enhanced in such a way that the curvature of the two bodies blend together at the intersection, serving a number of purposes including but not limited to aerodynamic efficiency enhancements, easy of assembly and enhanced aesthetic. The canard (104) has been given a small dihedral angle that further enhances the overall performance, maneuverability, stability and control of the aircraft. The given angles also play a role in enhancing the structural strength of the aircraft.
[0027] The canard (104) enables the aircraft (100) to have enhanced stall characteristics as compared to conventional aircraft configurations. The canard (104) at vicinity of it’s tip is coupled with the pair of canard winglets (105) that increases the directional stability and reduces the drag experienced by the aircraft (100). The canard (104) has a mounted control surface called the elevon (106) which acts as a control element for the aircraft (100) and provides stability, control and maneuverability. The overall canard assembly been optimized for increased lift generation, reduction of drag, easy of manufacturing, easy of assembly and the reduction of weight and critical structural points of failures.
[0028] The landing gear systems collectively are coupled with the fuselage (101). The landing gear system in the present invention is a tricycle landing gear. The landing gear system includes a nose landing gear (107a) mounted at the fore and bottom of the fuselage (101) and a rear landing gear system (107b) which is bilaterally symmetric and each of the rear landing gear is mounted on either side of the fuselage (101) at the aft at the lower curvature of the fuselage (101). The landing gear system (107b) is blended into the fuselage (101) curvature for aerodynamic enhancement. This landing gear system is light in weight and provides durable vertical take-off and landing operations. The nose landing gear (107a) is mounted at the fore and bottom of the fuselage and the landing gear system (107b) that are mounted the aft at the lower curvature of the fuselage in a symmetric fashion. The landing gear system (107b) is blended into the fuselage (101) curvature for aerodynamic enhancement and design sleekness. The landing gear system’s configuration is optimised for landing in flat and uneven terrains alike. Further, they are optimised for impact resistance and structural strength. They minimise the risk of crash as compared to the other landing gear configurations.
[0029] The wing-propulsion joint (108) that is mounted on the wing (109) and is coupled with the second propulsion system joint that is mounted fore of the wing and aft of the canard (103b), the wing (109) and a third propulsion system joint mounted aft of the wing (103c). The wing-propulsion joint (108) acts as a structural member, thereby enhancing the structural integrity, reducing number of single failure points, enhancing the easy of component assemblies and reducing the oevrall risk of breakage and crash in mid-air or otherwise.
[0030] The wing (109) is coupled with the fuselage (101). It is the main lift-generating surface of the electric aircraft (100). This is an aft wing of the aircraft and produces lift that is essential for enabling the aircraft to be airborne. The wing has a larger span and surface area as compared to the canard (104) and generates higher lift as compared to the canard (104). The wing (109) and the fuselage (101) intersection has been enhanced in such a way that the curvature of the two bodies blend together at the intersection, serving a number of purposes including but not limited to aerodynamic efficiency enhancements, easy of assembly & a enhanced aesthetic. The wing (109) has been given a small anhedral angle that further enhances the overall performance, maneuverability, stability & control of the aircraft. The given angles also play a role in enhancing the structural strength of the aircraft.
[0031] The wing (109) is coupled with the pair of winglets (110) winglets (110) that increases the directional stability and reduces the drag experienced by the electric aircraft (100). The wing (109) has a mounted control surface called the aileron (111) which acts as a control element for the electric aircraft (100) and provides stability, control and maneuverability. The overall wing and winglets have been optimized for increased lift generation, reduction of drag, easy of manufacturing, easy of assembly and the reduction of weight and critical structural points of failures.
[0032] The propulsion system mounted aft of the wing (102c). The propulsion system includes electrically driven motors, propellers and a duct. The propulsion system generates thrust, which is the amount of weight that the propulsion system can carry. This propulsion system configuration that includes the duct which enhances the thrust generation and efficiency. For example, the duct reduces blade losses, wear and tear of the propulsion system, and enables the aircraft to be resistant to environmental hazards such as bird strikes. The generated thrust is essential for flight operations and in the figure 1, the propulsion system (102c) is positioned to be in a vertical flight operation mode. The propulsion system joint mounted aft of the wing (103c) couples the propulsion system mounted aft of the wing (102c) with the wing-propulsion joint (108) and the fuselage (101). Further, the third propulsion system joint mounted aft of the wing (103c) enables the a third a propulsion system mounted aft of the wing (102c) to tilt to various angles as per the flight operation requirement.
[0033] The aircraft (100) is capable of vertical take-off and landing in the most efficient way in addition to hover and conventional flight operations and maneuvers. The electric aircraft (100) is also capable of passenger and/or payload carrying over longer distance and at higher speeds.
[0034] Figure 2 is a Top view of the aircraft (100) in a VTOL position. The figure 2 comprises of an electric aircraft (100) that is bilaterally symmetric and the propulsion system is system in a vertical position for VTOL operations.
[0035] Figure 3 is a Side Isometric view of the aircraft (100) in a VTOL position. The figure 3 comprises of an electric aircraft (100) that is bilaterally symmetric and the propulsion system is system in a vertical position for VTOL operations. The first pair of propulsion system mounted fore of the canard (102a) and the first propulsion system joint that is mounted fore of the canard (103a) are mounted fore of the canard (104) and at the nose of the fuselage (101). They have enhanced structurally stability due to this placement. The second pair of propulsion system mounted fore of the wing and aft of the canard (102b) and the second propulsion system joint that is mounted fore of the wing and aft of the canard (103b) have enhanced structurally stability due to their placement as they are coupled with the fuselage (101), wing-Propulsion joint (108) and the wing (109). Similarly, the third a propulsion system mounted aft of the wing (102c) and the a third propulsion system joint mounted aft of the wing (103c) also experience enhanced structurally stability due to their placement as they are coupled with the fuselage (101) and wing propulsion joint (108).
[0036] Figure 4 is a Front Isometric view of the electric aircraft (100) in a VTOL position. The figure 4 comprises of an electric aircraft (100) that is bilaterally symmetric and the propulsion system is system in a vertical position for VTOL operations. The nose landing gear (107a) and the rear landing gear system (107b) are coupled with the bottom section of the fuselage (101), which is required for efficient take-off and landing operations. The canard (104), the first pair of propulsion system mounted fore of the canard (102a), the first propulsion system joint that is mounted fore of the canard (103a),, canard-mounted winglets (105) lie in the same horizontal plane and are directly or indirectly coupled with the fuselage (101). The wing (109), the second pair of propulsion system mounted fore of the wing and aft of the canard (102b),), the second propulsion system joint that is mounted fore of the wing and aft of the canard (103b), the third propulsion system mounted aft of the wing (102c), the third propulsion system joint mounted aft of the wing (103c), wing-propulsion joint (108), winglets (109) lie in the same horizontal plane and are directly or indirectly coupled with the fuselage (101). These positions ensure the position maintenance of the c.g. (center of gravity) of the electric aircraft (100). The canard (104) and wing (109) are in tandem with each other, providing enhanced flight performance.
[0037] The propulsion systems (102a, 102b, 102c) tilt to various angles as per the flight operation requirement.
[0037] For example, the propulsion system (102a, 102b, 102c) can tilt to different angles for flight modes such as-
a) Vertical take-off and landing
b) Climb phase
c) Forward flight
d) Descent phase
[0038] Further, each propulsion system (102a, 102b, 102c) acts as an individually as a control element and provide stability, control and maneuverability.
[0039] Figure 5 is an Isometric view of the electric aircraft (100) in a horizontal cruise position, where the invention is shown from the North-West Isometric view. The figure comprises of an electric aircraft (100) that is bilaterally symmetric. The propulsion system mounted fore of the canard (102a), the propulsion system mounted fore of the wing and aft of the canard (102b), the propulsion system mounted aft of the wing (102c) are tilted to horizontal positions for forward flight operations.
[0040] Figure 6 is a Top view of the electric aircraft (100) in a horizontal cruise position. The figure comprises of an electric aircraft (100) that is bilaterally symmetric. The first pair of propulsion system mounted fore of the canard (102a)), the second pair of propulsion system mounted fore of the wing and aft of the canard (102b) the third a propulsion system mounted aft of the wing (102c) are tilted to horizontal positions for forward flight operations.
[0041] Figure 7 is a Side Isometric view of the electric aircraft (100) in a horizontal cruise position. The figure comprises of an electric aircraft (100) that is bilaterally symmetric. The first propulsion system mounted fore of the canard (102a), the second propulsion system mounted fore of the wing and aft of the canard (102b), the third propulsion system mounted aft of the wing (102c) are tilted to horizontal positions for forward flight operations.
[0042] Figure 8 is a Front Isometric view of the electric aircraft (100) in a horizontal cruise position. The first propulsion system mounted fore of the canard (102a), the second propulsion system mounted fore of the wing and aft of the canard (102b), the third propulsion system mounted aft of the wing (102c) are tilted to horizontal positions for forward flight operations.
[0043] In another embodiment of the present invention, the present invention provides an advanced, light weight, and commercially viable electric aircrafts (100) and the material used for building different parts/elements of the electric aircrafts (100). The material is selected from the group consisting of aluminum alloys, Carbon-fiber alloys, self-repairing alloys, shape memory alloys, various composite materials and combinations thereof.
[0044] In another embodiment of the present invention, the configuration of the electric aircraft (100) comprises an open propulsion system configuration.
[0045] In another embodiment of the present invention, the electric aircraft (100) comprises a co-axial configuration.
[0046] In another embodiment of the present invention, the electric aircraft (100) comprises a control surfaces.
[0047] In another embodiment of the present invention, the electric aircraft (100) comprises a higher number of propulsion systems.
[0048] In another embodiment of the present invention, the electric aircraft (100) comprises a tilting-mechanisms.
[0049] In another embodiment of the present invention, the electric aircraft (100) comprises a lift-generating surfaces.
[0050] The present invention provides the aircraft (100) which is sleek, safer,faster, aerodynamically efficient and stable which can reach to narrower and/or remote spaces/environment speedily and safely to work efficiently in multiple emergency situations including but not limited to natural disasters, man-made disasters, medical emergency, humanitarian crises and national security emergencies. The aircraft (100) can be used in a wide range of defense and military mobility services in addition to numerous civil mobility services including but not limited to intercity commutes, intracity commutes, aerial logistics & aerial tourism for carrying passengers and/or payload carrying over longer distance and at higher speeds.
The aircraft (100) is configured to perform flight operations in multiple modes such as Rotor craft mode, conventional mode and VTOL mode.
The aircraft (100) performs flight operations as a rotorcraft such as helicopters and/or multirotor aerial vehicle with the propulsion fixated in the VTOL position only. Further, the aircraft (100) performs flight operations as a conventional aircraft with the propulsion fixated in the horizontal position only. Furthermore, the aircraft is enhanced to perform VTOL operations as a VTOL aircraft which combines the flight operation capabilities of a rotorcraft and a conventional aircraft so as to increase the efficiency of the aircraft during individual flight phases and not harm the performance during other flight phases.
[0050] In another embodiment of the present invention, the present invention also effectively provides a method of operation of the electric aircraft (100). The method comprises steps of:
a. Providing an electric VTOL aircraft (100).
b. Taking off vertically by an electric aircraft having a propulsion system by producing a thrust force higher than the Maximum Takeoff Weight (MTOW) of said aircraft through the electrically-driven motors and hovering to a certain altitude to enable said aircraft to perform efficient VTOL operations in a flight phase with sustained hover and take-off from limited area and/or remote terrains. The position of a plurality of pairs of green propulsion systems (102a, 102b, 102c) is tilted at a vertical position to perform a vertical take-off by producing a thrust force that is higher than the Maximum Takeoff Weight (MTOW) of the aircraft through the electrically-driven motors, a canard (104), a canard winglet (105), an elevon (106), at least one landing gear system, a wing (109), at least one pair of winglets (110), an aileron (111) coupled to the aircraft (100), wherein the aircraft is configured for vertical takeoff by producing a thrust force higher than the Maximum Takeoff Weight (MTOW) of the aircraft through the electrically-driven motors and hovering to a certain altitude to enable the aircraft to perform efficient VTOL operations in a flight phase with sustained hover,
c. Climbing of the aircraft: The aircraft is climbed by tilting of the plurality of pairs of green propulsion systems (102a, 102b, 102c) to a certain angle to enable the aircraft (100) to start flying at a certain angle upwards while moving forward so as to reach a service ceiling.
The aircraft reaches a certain altitude, the propulsion system (102a, 102b, 102c)and begins to tilt to a certain angle and the electric aircraft starts to fly at a certain angle upwards while moving forward. This known as the climb of the electric aircraft where it reaches a service ceiling. The design configuration allows the aircraft to have enhanced stability, control & maneuverability during the flight transition where the chances of stall are minimised.
The design configuration allows the aircraft to perform effiicient VTOL operations in this flight phase including sustained hover and take-off from limited area and/or remote terrains.
d. Cruising/Voyaging of the aircraft (100): Once it reaches to a service ceiling to enable a forward flight by tilting the plurality of pairs of green propulsion systems (102a, 102b, 102c) at an angle for horizontal position to reach to a certain distance.
When the aircraft (100) reaches to a service ceiling where it begins a forward flight. The propulsion system (102a, 102b, 102c) tilts at an angle for horizontal position. This position of the propulsion system (102a, 102b, 102c) enables an efficient, long-range, high-speed forward flight of the electric aircraft. The aircraft flies horizontally to a certain distance. The design configuration allows the aircraft to perform efficient cruise flight operations similar to a conventional aircraft while having agreater number of control surfaces and control elements. Further, it reduces the drag experienced by the aircraft, enhances flight stability & control while miinimising the chances of crash.

e. Descending of the aircraft (100): Once it reaches to a certain distance by tilting the plurality of pairs of green propulsion systems (102a, 102b, 102c) at an angle to a descent position to begin a forward flight, also by descending its altitude to a certain limit.
Once it reaches to a certain distance by tilting the plurality of pairs of green propulsion systems (102a, 102b, 102c) at an angle to a descent position to begin a forward flight, also by descending its altitude to a certain limit. Similar to the climb phase, the design configuration allows the aircraft to the aircraft to have enhanced stability, control & maneuverability during the flight transition where the chances of stall and deep stall are minimised. Further, it enhances the aircraft’s capabilities for decelerating its speed during transition to downwards hover while maintaining its stability & control with a larger numer of control elements & control surfaces that can act in tandem.

f. Hovering and landing of the aircraft (100) once the aircraft (100) reaches to a certain altitude, by tilting the plurality of pairs of green propulsion systems (102a, 102b, 102c) at an angle to a vertical position for a vertical landing, howering down of the aircraft vertically downwards and landing vertically at its final destination.
[0052] Once the aircraft (100) reaches to a certain altitude, by tilting the plurality of pairs of green propulsion systems (102a, 102b, 102c) at an angle to a vertical position for a vertical landing, howering down of the aircraft vertically downwards and landing vertically at its final destination. The design configuration allows the aircraft to have sustained vertical descent with minimised risk of crash landing while also having the capability of performing fixed position maneuvers for landing in limited ares and/or remote terrains efficiently.

Reserve Mission:
Due to the longer range of the electric aircraft, it has the capacity of performing a reserve mission in case of emergencies. This reserve mission is a repetition of the entire flight operation to reach different and/or safer location as per the requirements if the situation. The aircraft can perform high speed or sustained reserve flights based on the reserve missions requirements and environmental conditions.

The method of operation of the electric aircraft (100) is functional in such a manner that the flight operations is performed in multiple modes such as Rotor craft mode, conventional mode and VTOL mode.

The present invention provides an electric aircraft (100) which is sleek, safer, faster, aerodynamically efficient and stable which can reach to narrower and/or remote spaces/environment speedily and safely to work efficiently in multiple emergency situations including but not limited to natural disasters, man-made disasters, medical emergency, humanitarian crises and national security emergencies. They shall be used in a wide range of defense and military mobility services in addition to numerous civil mobility services including but not limited to intercity commutes, intracity commutes, aerial logistics & aerial tourism for carrying passengers and/or payload carrying over longer distance and at higher speeds.
Yet another object of the present invention is to provide a unique and efficient method of operation of the electric aircraft having vertical take-off and landing so as to reach to narrower and/or remote spaces/environment speedily and safely under multiple emergency situations in addition to civil, defense and maritime mobility services for carrying passengers and/or payload carrying over longer distance and at higher speeds.

ADVANTAGES OF THE PRESENT INVENTION
[0051] The present invention described herein above has several advantages including, but not limited, to compactness of eVTOL. The advantageous features of the proposed invention are disclosed below:
? The eVTOL aircraft proposed in this invention has the capability to take-off and land vertically in a limited area in addition to hover and conventional flight operations & maneuvers to make it useful for covering larger distances and performing a large array of flight operations in civil and defence evironments alike.
? The proposed invention provides an eVTOL aircraft with net zero carbon emission as it is an electrically driven aircraft. The eVTOL aircraft in the proposed invention uses green propulsion including but not limited to battery-electric and hydrogen-full-cell propulsion systems which are clean, near-silent, safe, sustainable, environment safe and efficient as compared to its fossil-fuel counterparts. Further, they provide versatility in the civil & defence environments alike.
? The eVTOL uses electric motors and ducted propulsion systems which are responsible for further reducing the noise emissions and increasing the overall effeciency & flight performance.
? The design of the eVTOL aircraft proposed in this invention is highly simple, effecient, sleek, ergonomic and easy to manufacture.
? The eVTOL of the proposed invention has the capability of carrying a large variation of payloads and/or multiple passengers.
? The eVTOL of the present invention possesses low risk of emergency landing and crash while in mid-air or otherwise.
? The eVTOL of the present invention is highly cost-effective model of aircraft with low maintenance, maintenence costs, operational costs, having ease of handling, and a higher time between maintenance as compared to various other aircrafts.
? The eVTOL of the proposed invention does not have the conventional control elements such as elevators and rudders. These elements require much more complex control system and need to be moved together at the surfaces as compared to the innovative ones; elevons and ailerons, which act as individual control elements and can be moved in desired directions individually.
? The eVTOL has a tricycle landing gear (107a & 107b) which is light in weight and provides durable vertical take-off and landing operations from limited area, remote terrains, flat surfaces and uneven surfaces alike.
? Each individual propulsion system (102a, 102b, 102c) acts as a control element an they can tilt to multiple angles as per flight operation requirements.
? The wing and canard design provide enhanced aerodynamic efficiency and generate a lift that enables the aircraft to be airborne and fly at various altitudes. They are optimized to sustain certain loads to prevent crash, breakage, wear and tear. Further, they have been optimised for easy of manufacturing and assembly with the fuselage and propulsion systems alike.
? This propulsion system (102a, 102b, 102c) configuration includes the duct which enhances the thrust generation, efficiency and safety of the aircraft (100). For example, the duct reduces blade losses, wear and tear of the propulsion system, and enables the aircraft to be resistant to environmental hazards such as bird strikes.
? All multiple locations of the propulsion systems (102a, 102b, 102c) provide enhanced structural stability to the propulsion system (102a, 102b, 102c).
? Winglets (105, 110) that are mounted on the canard (104) & the wing (109) increase the directional stability and reduces the drag experienced by the electric aircraft (100).
? The canard (104) distributes the wing loading amongst the lift-generating surfaces and enables each individual lift-generating surface to experience lower wing loading.
? The canard (104) experiences a predictable airflow that enhances the stability and control of the electric aircraft (100).
? The canard (104) enables the electric aircraft (100) to have enhanced stall characteristics as compared to conventional aircraft configurations.
? The electric aircraft (100) is structurally stable while flying, highly efficient, cost-efficient, light-weight, highly stable, quitter and safer.
? The canard (104) and wing (109) are in tandem with each other, providing enhanced flight performance.

The present invention relates to a VTOL aircraft, powered by green propulsion systems including but not limited to electric batteries and hydrogen fuel cells, and a method of operation of the aircraft thereof. The eVTOLs utilise green propulsion systems that are sustainable and efficient as compared to the fossil-fuel propulsion systems. The green propulsion includes but not limited to energy sources from electric batteries and hydrogen-fuel. Battery electric propulsion in electric vehicles (eVs) relies on rechargeable batteries to power electric motors, offering a clean and efficient alternative to internal combustion engines. This highly efficient system generates zero tailpipe emissions, making it an ideal solution for reducing the carbon footprint in transportation. Similarly, hydrogen-powered electric vehicles (HEVs) combine the benefits of zero emissions and extended range, utilizing hydrogen fuel cells to generate electricity for propulsion. Both technologies, when applied to aviation, have the potential to revolutionize the industry. Battery electric propulsion can support short-haul and medium-haul flights with near-silent operation and zero emissions, while hydrogen propulsion offers the extended range and higher energy density required for longer flights. Together, these advancements can significantly reduce aviation's environmental impact while enhancing performance and sustainability.
The aircraft is powered by green propulsion systems, including but not limited to battery-electric and hydrogen-fuel-cell powered propulsion systems or a combination thereof, which are clean, near-silent, safe, sustainable, environment safe, almost zero carbon emission and efficient as compared to its fossil-fuel counterparts. Further, the versatility of propulsion configurations enhance the aircraft performance, features and capabilities in addition to enhanced flight operations in regions including but not limited to in congested urban, sub-urban, rural, defence and maritime environments, remote terrains, inaccessible terrains and forward locations.
[0052] While considerable emphasis has been placed herein on the components and component parts of the preferred embodiments, it will be appreciated that many embodiments can be made and that many changes can be made in the preferred embodiments without departing from the principles of the present invention. These and other changes in the preferred embodiment as well as other embodiments of the disclosure will be apparent to those skilled in the art from the invention herein, whereby it is to be distinctly understood that the foregoing descriptive matter is to be interpreted merely as illustrative of the invention and not as a limitation.

,CLAIMS:
What is claimed is:
1. An electric VTOL aircraft (100), comprising:
-a fuselage (101) having a modular cabin;
-a plurality of pairs of green propulsion systems mounted on the fuselage (101) and comprises at least one electric motor, propeller and duct, wherein the plurality of propulsion systems is configured to generate a thrust, maintain stability and control;
-a canard (104) is a lift-generating surface which is coupled to the fuselage (101), wherein the canard (104) is a fore wing of the aircraft that produces lift for enabling the aircraft to be airborne;
-at least one pair of canard winglet (105) is coupled in vicinity of the tip of the canard (104), wherein the canard winglet (105) increases the directional stability and reduces the drag experienced by the aircraft (100);
- an elevon (106) which is a control surface mounted on the canard (104) configured to act as a control element for the aircraft (100) to provide stability, control and maneuverability;
- landing gear system collectively coupled to the fuselage (101) to provide durable vertical take-off and landing operations;
- a wing (109) is coupled with the fuselage (101) which is the aft wing of the aircraft and acts as the largest lift generating surface of the aircraft, thereby enabling the aircraft to be airborne, enhancing the overall flight performance while also maintaining the stability & control;
- at least one pair of winglets (110) is coupled to the wing (109) to increase the directional stability and reduces the drag experienced by the electric aircraft (100); and
- an aileron (111) which is a control surface mounted in vicinity of the tip of the wing (109) to provide stability, control and maneuverability to the aircraft (100), and, wherein the aircraft (100) is bilaterally symmetrical and is driven by green propulsion systems like electric batteries and/or hydrogen fuel cells.
2. The electric aircraft (100) as claimed in claim 1, wherein the plurality of pairs of propulsion systems comprising:
a. a first pair of propulsion system mounted fore of the canard (102a) which is mounted on a first propulsion system joint that is mounted fore of the canard (103a) and coupled to the canard (104) and the fuselage (101);
b. a second pair of propulsion system mounted fore of the wing and aft of the canard (102b) which is mounted on a second propulsion system joint that is mounted fore of the wing and aft of the canard (103b), coupled with the fuselage (101) and the wing-propulsion joint (108);
c. a wing-propulsion joint (108) that is mounted on the wing (109) and is coupled with the a second propulsion system joint that is mounted fore of the wing and aft of the canard (103b), the wing (109) and a third propulsion system joint mounted aft of the wing (103c);-and
d. a third a propulsion system mounted aft of the wing (102c) which is mounted on a third propulsion system joint mounted aft of the wing (103c) and coupled to the wing-propulsion joint (108) and the fuselage (101).
3. The electric aircraft (100) as claimed in claim 1, wherein the plurality of pairs of propulsion systems include electric batteries, hydrogen fuel cells and/or alike elements.

4. The electric aircraft (100) as claimed in claim 1, wherein the landing gear system is a tricycle landing gear encompassing of a nose landing gear (107a) mounted at the fore and bottom of the fuselage (101) and a rear landing gear system (107b) which is bilaterally symmetric and each of the rear landing gear is mounted on either side of the fuselage (101) at the aft at the lower curvature of the fuselage (101), wherein the landing gear system (107b) is blended into the fuselage (101) curvature for aerodynamic enhancement.
5. The electric aircraft (100) as claimed in claim 1, wherein
a. the wing (109) has a larger span and surface area as compared to the canard (104) and generates higher lift as compared to the canard (104), wherein the wing (109) and the fuselage (101) is blended together at the intersection to create a curvature for aerodynamic enhancement;..
b. the canard (104) and the fuselage (101) are blended together in a similar fashion to create a curvature for aerodynamic enhancement, easy of manufacturing and asthethic purposes.
6. The electric aircraft (100) as claimed in claim 1, wherein
c. the wing (109) has a small anhedral angle to provide structural strength of the wing (109) and to enhance the overall performance, maneuverability, stability and control of the aircraft (100).
d. the canard (104) has a small dihedral angle which further enhances the flight characteristics, stability and control of the aircraft (100).
7. The electric aircraft (100) as claimed in claim 1, wherein it is configured to perform flight operations in multiple modes such as Rotor craft mode, conventional mode and VTOL mode.
8. A method of operation of the electric aircraft (100) comprising steps of:
a. Providing an electric VTOL aircraft (100);
b. Tilting of a position of a plurality of pairs of green propulsion systems (102a, 102b, 102c) at a vertical position to perform a vertical take-off by producing a thrust force that is higher than the Maximum Takeoff Weight (MTOW) of the aircraft through the electrically-driven motors, a canard (104), a canard winglet (105), an elevon (106), at least one landing gear system, a wing (109), at least one pair of winglets (110), an aileron (111) coupled to the aircraft (100), wherein the aircraft is configured for vertical takeoff by producing a thrust force higher than the Maximum Takeoff Weight (MTOW) of the aircraft through the electrically-driven motors and hovering to a certain altitude to enable the aircraft to perform efficient VTOL operations in a flight phase with sustained hover,
c. climbing of the aircraft by tilting of the plurality of pairs of green propulsion systems (102a, 102b, 102c) to a certain angle to enable the aircraft (100) to start flying at a certain angle upwards while moving forward so as to reach a service ceiling;
d. Cruising/Voyaging of the aircraft (100) once it reaches to a service ceiling to enable a forward flight by tilting the plurality of pairs of green propulsion systems (102a, 102b, 102c) at an angle for horizontal position to reach to a certain distance;
e. Descending of the aircraft (100) once it reaches to a certain distance by tilting the plurality of pairs of green propulsion systems (102a, 102b, 102c) at an angle to a descent position to begin a forward flight, also by descending its altitude to a certain limit; and
f. Hovering and landing of the aircraft (100) once the aircraft (100) reaches to a certain altitude, by tilting the plurality of pairs of green propulsion systems (102a, 102b, 102c) at an angle to a vertical position for a vertical landing, howering down of the aircraft vertically downwards and landing vertically at its final destination. 9. The method of operation of the electric aircraft (100) as claimed in claim 8, wherein aircraft (100) is configured to perform a controlled reserve mission in case of emergencies at high speed or sustained reserve flights.
10. The method of operation of the electric aircraft (100) as claimed in claim 7, wherein aircraft (100) is configured to perform two types of missions controllably as a main mission for regular operation and a reserve mission in case of emergencies at high speed or sustained reserve flights.
11. The method of operation of the electric aircraft (100) as claimed in claim 8, wherein the method of flight operations is performed in multiple modes such as Rotor craft mode, conventional mode and VTOL mode.
12. The method of operation of the electric aircraft (100) as claimed in claim 7, wherein aircraft (100) is configured to perform flight operations in multiple modes. It can perform flight operations as a rotorcraft such as helicopters and/or multirotor aerial vehicle with the propulsion fixated in the VTOL position only.

DATED: 04rd Day of September, 2024
AGENT FOR APPLICANT

Dr. Suryawanshi Mohini K. (IN/PA-2023)