Description:TECHNICAL FIELD
The present disclosure relates to air vehicles, particularly vertical take-off landing (VTOL) air vehicles operating on hydrogen-based fuel sources, electric batteries, or a combination of both.

BACKGROUND
The subject matter discussed in the background section should not be assumed to be prior art merely as a result of its mention in the background section. Similarly, a problem mentioned in the background section or associated with the subject matter of the background section should not be assumed to have been previously recognized in the prior art. The subject matter in the background section merely represents different approaches, which in and of themselves may also correspond to implementations of the claimed technology.
Vertical Take-Off and Landing (VTOL) vehicles have gained significant attention in recent years due to their potential applications in urban air mobility, defense, and commercial aviation. VTOL aircraft offer the advantage of operating from confined spaces without the need for conventional runways, making them highly suitable for applications such as air taxis, medical evacuation, and military reconnaissance.
Conventional VTOL designs typically fall into two primary categories: (1) A rotor aircraft, such as helicopters, which rely on large rotor systems for lift and thrust, and (2) A fixed wing VTOL aircraft that are available in multiple configurations such as tilt-rotor aircraft, tilt-wing aircraft and others, which use rotatable propulsion systems to transition between vertical and horizontal flight. While helicopters offer hover capability, they suffer from limited flight efficiency. On the other hand, tilt-wing aircraft require complex tilt mechanisms, adding mechanical complexity, and introducing issues to safety and stability (i.e. transition fails with the failure of tilt mechanism).
To address these challenges, various hybrid VTOL designs have been developed, incorporating fixed and tiltable propulsion systems. However, existing configurations often involve trade-offs between stability, efficiency, and maneuverability. Some designs utilize fixed upward-facing propellers for vertical lift and independent forward-thrust propulsion for horizontal flight, which can lead to increased aerodynamic drag and inefficiencies during take-off and landing phases and lowered effectiveness during emergency landing. Others employ fully tilting wing-mounted propulsion, which requires intricate actuation mechanisms that contribute to maintenance challenges and overall system weight.
Therefore, there is a need for an air vehicle that may provide an additional vertical thrust during take-off and landing including an emergency landing, and controlled and efficient horizontal thrust during cruise. Further, there is a need for an air vehicle that may enhance stability, efficiency, and control while simplifying the mechanical complexity.
SUMMARY
This summary is provided to introduce a selection of concepts in a simplified form that are further disclosed in the detailed description of the disclosure. This summary is not intended to identify key or essential inventive concepts of the claimed subject matter, nor is it intended to determine the scope of the claimed subject matter.
The present disclosure discloses an air vehicle, specifically a vertical take-off and landing (VTOL) air vehicle which can take off and land vertically. According to an aspect, the air vehicle may comprise a front section. The front section may comprise a nose, at least one propeller connected to the nose, and an elongated windshield.
In one embodiment, the front section may include a propeller connected at a front side of the nose. In another embodiment, the front section may include a first propeller connected at a first side of the nose and a second propeller connected at a second side, opposite to the first side of the nose. Further, the first propeller may be connected to the nose through the first connecting member and the second propeller may be connected to the nose through the second connecting member.
In an embodiment, the first propeller and the second propeller may be tiltable propellers. The tiltable propellers may be configured to provide a vertical thrust to the air vehicle during vertical take-off and landing, tilt from a vertical axis of rotation to a horizontal axis of rotation, and provide a horizontal thrust to the air vehicle during the cruising of the air vehicle.
The air vehicle further comprises a rear section oppositely disposed to the front section. The rear section may comprise an empennage with at least one propeller. The empennage may further include a vertical stabilizer, a horizontal stabilizer, and the at least one propeller connected to the horizontal stabilizer. Further, the at least one propeller connected to the horizontal stabilizer may be configured to provide a vertical thrust to the air vehicle during vertical take-off and landing, tilt from a vertical axis of rotation to a horizontal axis of rotation and provide a horizontal thrust to the air vehicle during the cruising of the air vehicle.
The air vehicle may further comprise a fuselage defined between the front section and the rear section. A left wing may be attached to the fuselage. The left wing may comprise a first propeller assembly. The first propeller assembly may further comprise at least one first boom and one or more first propellers connected to at least one first boom. A right wing may be attached to the fuselage, opposite to the left wing. The right wing may comprise a second propeller assembly. The second propeller assembly may further comprise at least one second boom and one or more second propellers connected to at least one second boom.
The one or more first propellers and the one or more second propellers may be connected facing a downward direction to provide a vertical thrust to the air vehicle.
The air vehicle may further comprise a landing gear assembly. The air vehicle may be powered by a hydrogen fuel cell. In another embodiment, the air vehicle may be powered by an electrical battery.

BRIEF DESCRIPTION OF FIGURES
The detailed description is described with reference to the accompanying Figures. In the Figures, the left-most digit(s) of a reference number identifies the Figure in which the reference number first appears. The same numbers are used throughout the drawings to refer like features and components.
FIG. 1 shows a perspective view of an air vehicle, according to an aspect of the present disclosure.
FIG. 2 shows a top view of the air vehicle, according to an embodiment of the present disclosure.
FIG. 3 shows a top view of the air vehicle with tilted rotors, according to an embodiment of the present disclosure.
FIG. 4 shows a bottom view of the air vehicle, according to an embodiment of the present disclosure.
FIG. 5 shows a bottom view of the air vehicle with tilted rotors, according to an embodiment of the present disclosure.
FIG. 6 shows a front view of the air vehicle, according to an embodiment of the present disclosure.
FIG. 7 shows a rear view of the air vehicle, according to an embodiment of the present disclosure.
FIG. 8 shows a left side view of the air vehicle, according to an embodiment of the present disclosure.
FIG. 9 shows another perspective view of the air vehicle, according to an embodiment of the present disclosure.
FIG. 10 shows another perspective view of the air vehicle, according to an embodiment of the present disclosure.
FIG. 11 shows another perspective view of the air vehicle, according to an embodiment of the present disclosure.
FIG. 12 shows a perspective view of a front propeller, according to an embodiment of the present disclosure.
FIG. 13 shows a perspective view a boom of the air vehicle, according to an embodiment of the present disclosure.
FIG. 14 shows a perspective view of a stabilizer propeller, according to an embodiment of the present disclosure.

DETAILED DESCRIPTION
The present disclosure overcomes the aforesaid drawbacks of the above, and other objects, features, and advantages of the present disclosure will now be described in greater detail. Before the present apparatus and its components are described, it is to be understood that this disclosure is not limited to the particular apparatus and its arrangement as described, as there can be multiple possible embodiments that are not expressly illustrated in the present disclosure. It is also to be understood that the terminology used in the description is for the purpose of describing the particular versions or embodiments only and is not intended to limit the scope of the present application. This description is not intended to identify essential features of the claimed subject matter nor is it intended for use in detecting or limiting the scope of the claimed subject matter.
The present disclosure relates to a field of an air vehicle, and more particularly to a vertical take-off and landing air vehicle. The air vehicle may be configured with vertical propellers to provide vertical thrust to the air vehicle in the vertical direction during the vertical take-off and landing. Further, the air vehicle may be configured with tiltable horizontal propellers that may provide vertical thrust to the air vehicle in the vertical direction during the vertical take-off and landing, and tilt from the vertical position to the horizontal position to provide the thrust to the air vehicle in a horizontal direction after the take-off for cruising of the air vehicle in the horizontal direction. The air vehicle may be powered by a hydrogen fuel cell, an electrical battery, a hybrid electric-gasoline engine or a combination of aforementioned power sources.
FIG. 1 shows a perspective view 100 of an air vehicle, according to an aspect of the present disclosure. FIG. 2 shows a top view 200 of the air vehicle, according to an aspect of the present disclosure. FIG. 3 shows a top view 300 of the air vehicle with tilted rotors, according to an embodiment of the present disclosure. FIG. 4 shows a bottom view 400 of the air vehicle, according to an aspect of the present disclosure. FIG. 5 shows a bottom view 500 of the air vehicle with tilted rotors, according to an aspect of the present disclosure. FIG. 6 shows a front view 600 of the air vehicle, according to an aspect of the present disclosure. FIG. 7 shows a rear view 700 of the air vehicle, according to an aspect of the present disclosure. FIG. 8 shows a left side view 800 of the air vehicle, according to an aspect of the present disclosure. FIG. 9 shows another perspective view 900 of the air vehicle, according to an aspect of the present disclosure. FIG. 10 shows another perspective view 1000 of the air vehicle, according to an aspect of the present disclosure. FIG. 11 shows another perspective view 1100 of the air vehicle, according to an embodiment of the present disclosure. FIG. 12 shows a perspective view 1200 of a front propeller, according to an embodiment of the present disclosure. FIG. 13 shows a perspective view 1300 a boom of the air vehicle, according to an embodiment of the present disclosure. FIG. 14 shows a perspective view 1400 of a stabilizer propeller, according to an embodiment of the present disclosure.
Referring to FIG. 1, the air vehicle includes a front section 102, and a rear section 106, disposed opposite to the front section 102. The air vehicle comprises a fuselage 108 that may be defined between the front section 102 and the rear section 106. The fuselage 108 is the main part of the air vehicle that may hold all the components of the air vehicle together.
In a preferred embodiment, the length of the fuselage 108 may range from 2 meters to 25 meters. In another embodiment, the length of the fuselage 108 may range from 25 meters to 50 meters. Further, the fuselage 108 may be configured to carry a payload of up to 25,000 kilograms.
The fuselage 108 may comprise a left wing 110 configured at the top left portion of the center of the fuselage. Similarly, the fuselage 108 may comprise a right wing 114 configured at the top right portion of the center of the fuselage 108, opposite to the left wing 110 as seen in the FIG. 1. In an embodiment, the left wing 110 may be configured at the center left portion of the center of the fuselage 108 and similarly the right wing 114 may be configured at the center right portion of the center of the fuselage 108, opposite to the left wing 110. In yet another embodiment, the left wing 110 may be configured at the bottom left portion of the center of the fuselage 108 and similarly, the right wing 114 may be configured at the bottom right portion of the center of the fuselage 108, opposite to the left wing 110.
In yet another embodiment, the left wing 110 may be configured at the top left portion of the frontal part of the fuselage 108 and similarly, the right wing 114 may be configured at the top right portion of the frontal part of the fuselage 108, opposite to the left wing 110. In yet another embodiment, the left wing 110 may be configured at the center left portion of the frontal part of the fuselage 108, and similarly the right wing 114 may be configured at the center right portion of the frontal part of the fuselage 108, opposite to the left wing 110. In yet another embodiment, the left wing 110 may be configured at the bottom left portion of the frontal part of the fuselage 108 and similarly, the right wing 114 may be configured at the bottom right portion of the frontal part of the fuselage 108, opposite to the left wing 110.
In yet another embodiment, the left wing 110 may be configured at the top left portion of the rear part of the fuselage 108 and similarly, the right wing 114 may be configured at the top right portion of the rear part of the fuselage 108, opposite to the left wing 110. In yet another embodiment, the left wing 110 may be configured at the center left portion of the rear part of the fuselage 108, and similarly, the right wing 114 may be configured at the center right portion of the rear part of the fuselage 108, opposite to the left wing 110. In yet another embodiment, the left wing 110 may be configured at the bottom left portion of the rear part of the fuselage 108 and similarly, the right wing 114 may be configured at the bottom right portion of the rear part of the fuselage 108, opposite to the left wing 110.
In an embodiment, the left wing 110 and the right wing 114, may be configured with a left aileron 1002 mounted on the left wing 110 and a right aileron 1004 mounted on the right wing 114 as seen in the FIG. 10. The left aileron 1002 and the right aileron 1004 may be configured to control the rolling movement of the air vehicle. Further, the left wing 110 and the right wing 114, may be configured with a spoiler on each wing. The spoiler may be configured to control the descent of the air vehicle or to slow the velocity of the vehicle prior to vertical landing. Further, the left wing 110 and the right wing 114, both may be configured with a flap on the trailing edge of each wing. The flap may be configured to reduce the stalling speed of the air vehicle.
According to an aspect of the present disclosure, the left wing 110 may comprise a first propeller assembly 112. Similarly, the right wing 114 may comprise a second propeller assembly 116. The details of the first propeller assembly 112 and the second propeller assembly 116 may be explained in greater detail in upcoming paragraphs.
The air vehicle comprises a windshield 104 configured at the front section 102 of the air vehicle. The windshield 104 may be an elongated windshield 104 configured on the front section 102 of the air vehicle and extending up to the center portion of the fuselage 108 as seen in the FIG. 1. In an embodiment, the elongated windshield 104 may be configured at the front section 102 of the air vehicle and extend at the side of the fuselage 108 as seen in the FIG. 8. The elongated windshield 104 may be configured to provide a wider field of view to the air vehicle operator for precise vertical landing in a congested space.
Further, the air vehicle comprises a rear section 106 that may be configured with an empennage. The empennage may be configured at the rear end of the rear section 106. The empennage may be explained in greater detail in the upcoming paragraphs.
Referring to FIG. 2, the air vehicle comprises one or more connecting members attached to the front section 102 of the air vehicle. In an embodiment, one or more connecting members attached to the front section 102 comprise a first connecting member 204 connected at the first side of the nose 202. Similarly, one or more connecting members may comprise a second connecting member 208 connected at the second side of the nose 202, opposite to the first side of the first connecting member 204. Further, a first front propeller 206 may be connected to the nose through the first connecting member 204. Further, a second front propeller 210 may be connected to the nose through the second connecting member 208. In embodiment, a third front propeller may be configured at the front of the center of the nose 202 along with the first front propeller 206 and the second front propeller 210. In an alternative embodiment, only the third front propeller may be configured on the front section 102 of the air vehicle.
The first front propeller 206 and the second front propeller 210 may further be simply referred to as front propellers (206 and 210). In an embodiment, the front propellers (206 and 210) may comprise three blades. In another embodiment, the front propellers (206 and 210) may comprise up to seven blades.
The front propellers (206 and 210) may comprise front propeller blades 1202, a front propeller motor 1204, a front propeller tilting mechanism 1206, and a front propeller connecting member 1208 as seen in FIG. 12. The front motor 1204 may be at least, but not limited to, a DC motor, a brushless DC motor, an AC motor, a stepper motor, or a servo motor. Further, the front propeller connecting member 1208 may be configured to connect the front propellers (206 and 210) to the front section 102 of the air vehicle.
In an embodiment, the front propellers (206 and 210) may be tiltable propellers, configured to provide a vertical thrust to the air vehicle during vertical take-off and landing. Further, the front propellers (206 and 210) may be configured to tilt from a vertical axis of rotation to a horizontal axis of rotation and provide a horizontal thrust to the air vehicle during cruising of the air vehicle.
In an embodiment, the front propellers (206 and 210) may be configured to tilt from a horizontal axis of rotation to an upward direction up to 90 degrees to change the direction of the axis of rotation of the propellers into a vertical axis of rotation as seen in FIG. 3. In another embodiment, the front propellers (206 and 210) may be configured to tilt from a horizontal axis of rotation to a downward direction up to 90 degrees to change the direction of the axis of rotation of the propellers into a vertical axis of rotation as seen in FIG. 5. In yet another embodiment, the axis of rotation of the propellers may be configured at any angle between 90 degrees in a downward direction to 90 degrees in an upward direction to balance the air vehicle during vertical take-off and landing.
The air vehicle comprises an empennage configured at the rear section 106. The empennage is configured to provide stability and control to the air vehicle during the flight. In an embodiment, the empennage may comprise a left horizontal stabilizer 212 and a right horizontal stabilizer 216, disposed opposite to the left horizontal stabilizer 212. Hereinafter, the left horizontal stabilizer 212 and the right horizontal stabilizer 218 may collectively referred to as horizontal stabilizers (212 and 216) unless defined separately. In an embodiment, the horizontal stabilizers (212 and 216) may be configured with elevators, configured to change the pitch of the air vehicle.
Further, a vertical stabilizer 220 may be configured between the horizontal stabilizers (212 and 216). In an embodiment, the vertical stabilizer 220 may be configured with a rudder 1006, configured to change the yaw of the air vehicle.
According to an aspect of the present disclosure, the left horizontal stabilizer 212 may be configured with a left stabilizer propeller 214, configured at the frontal part of the left horizontal stabilizer 212. Similarly, the right horizontal stabilizer 216 may be configured with a right stabilizer propeller 218, configured at the frontal part of the right stabilizer propeller 218. In an embodiment, the vertical stabilizer 220 may be configured with a vertical stabilizer propeller positioned at the top portion of the vertical stabilizer 220.
In an embodiment, the left stabilizer propeller 214 may be configured at the rear part of the left horizontal stabilizer 212. Similarly, the right stabilizer propeller 218 may be configured at the rear part of the right horizontal stabilizer 216. Similarly, the vertical stabilizer propeller may be configured at the rear part of the top portion of the vertical stabilizer 220.
The left stabilizer propeller 214 and the right horizontal stabilizer propeller 218 may further be collectively referred to as stabilizer propellers (214 and 218). In an embodiment, the stabilizer propellers (214 and 218) may comprise three blades. In another embodiment, the stabilizer propellers (214 and 218) may comprise up to seven blades.
The stabilizer propellers (214 and 218) may comprise stabilizer propeller blades 1402, a stabilizer propeller motor 1404, a stabilizer propeller tilting mechanism 1406, and a stabilizer propeller connecting member 1408 as seen in FIG. 14. The stabilizer propeller motor 1404 may be at least, but not limited to, a DC motor, a brushless DC motor, an AC motor, a stepper motor, or a servo motor. Further, the stabilizer propeller connecting member 1408 may be configured to connect the stabilizer propellers (214 and 218) to the empennage of the air vehicle.
In an embodiment, the stabilizer propellers (214 and 218) may be tiltable propellers, configured to provide a vertical thrust to the air vehicle during vertical take-off and landing. The stabilizer propellers (214 and 218) may further be configured to tilt from a vertical axis of rotation to a horizontal axis of rotation and provide a horizontal thrust to the air vehicle during the cruising of the air vehicle.
In an embodiment, the stabilizer propellers (214 and 218) may be configured to tilt from a horizontal axis of rotation to an upward direction up to 90 degrees to change the direction of the axis of rotation of the propellers into a vertical axis of rotation. In another embodiment, the stabilizer propellers (214 and 218) may be configured to tilt from a horizontal axis of rotation to a downward direction up to 90 degrees to change the direction of the axis of rotation of the propellers into a vertical axis of rotation. In yet another embodiment, the axis of rotation of the propellers may be configured at any angle between 90 degrees in the downward direction to 90 degrees in the upward direction to balance the air vehicle during vertical take-off and landing.
The air vehicle comprises a first propeller assembly 112 configured on the left wing 110. The first propeller assembly 112 may comprise at least one first boom configured on the left wing 110 comprising at least one first propeller. The boom is an elongated member configured to mount the propellers on the wings. Further, the first boom may be configured parallel to the fuselage 108 as seen in Fig 1 to 4 and 8 and 9.
In an embodiment, the at least one first boom may comprise a first left boom 222a mounted on the left wing 110, configured parallel to the fuselage 108. Similarly, the first propeller assembly 112 may further comprise a second left boom 222b mounted on the left wing 110, parallel to the fuselage 108. Further, the first propeller assembly 112 may comprise a third left boom 222c mounted on the left wing 110, parallel to the fuselage 108. It is to be taken into consideration that the number of booms may not be limited to three booms, but may range up to ten booms. Further, the first left boom 222a, the second left boom 222b, and the third left boom 222c may collectively be referred to as left booms 222.
Further, at least one first propeller may comprise a first left propeller 224a mounted on the first end of the first left boom 222a and a second left propeller 224b mounted on the second end of the first left boom 222a, opposite to the first end. Similarly, the second left boom 222b may be configured with a third left propeller 224c and a fourth left propeller 224d mounted on the second end of the second left boom 222b, opposite the first end. Further, the third left boom 222c may be configured with a fifth left propeller 224e and a sixth left propeller 224f mounted on the second end of the third left boom 222c, opposite to the first end. The detailed view of the boom 222a can be seen in the FIG 13. Further, the first boom 222a may comprise a first boom motor 1302a and a second boom motor 1302b as seen in the FIG 13. Further, the first left propeller 224a, the second left propeller 224b, the third left propeller 224c, the fourth left propeller 224d, the fifth left propeller 224e, and the sixth left propeller 224f may collectively be referred to as left propeller 224.
In yet another embodiment, the air vehicle may comprise the propeller directly on the end of the left wing 110, as a similar configuration to the front propellers (206 and 210) and stabilizer propellers (214 and 218).
The air vehicle comprises a second propeller assembly 116 configured on the right wing 114. The second propeller assembly 116 may comprise at least one second boom configured on the left wing 110 comprising at least one second propeller. In an embodiment, the at least one second boom may comprise a first right boom 226a mounted on the right wing 114, parallel to the fuselage 108. Similarly, the second propeller assembly 116 may further comprise a second right boom 226b mounted on the right wing 114, parallel to the fuselage 108. Further, the second propeller assembly 116 may comprise a third right boom 226c mounted on the right wing 114, parallel to the fuselage 108. It is to be taken into consideration that the number of booms may not be limited to three booms, but may range up to ten booms. Further, the first right boom 226a, the second right boom 226b, and the third right boom 226c may collectively be referred to as left booms 226.
Further, the at least one second propeller may comprise a first right propeller 228a mounted on the first end of the first right boom 226a and a second right propeller 228b mounted on the second end of the first right boom 226a, opposite to the first end. Similarly, the second right boom 226b may be configured with a third right propeller 228c and a fourth right propeller 228d mounted on the second end of the second right boom 228b, opposite to the first end. Further, the third right boom 226c may be configured with a fifth right propeller 228e and a sixth right propeller 228f mounted on the second end of the third right boom 226c, opposite to the first end. Further, the first right propeller 228a, the second right propeller 228b, the third right propeller 228c, the fourth right propeller 228d, the fifth right propeller 228e and the sixth right propeller 228f may collectively be referred to as right propeller 228.
According to an embodiment of the present disclosure, the left propeller 224 and the right propeller 228 may be fixed propellers. In a preferred embodiment, the left propeller 224 and the right propeller 228 may be permanently downward-facing propellers. The permanently downward facing of the left propellers 224 and the right propellers 228 may provide an efficient, balanced, and direct vertical thrust to the air vehicle during the vertical takeoff. Further, the fixed arrangement of the permanently downward facing of the left propellers 224 and the right propellers 228 may enhance the propeller lifetime with lesser maintenance as they consist of fewer components than tilting propellers. Further, as the left propellers 224 and the right propellers 228 are affixed downwards, they directly provide thrust towards the ground to lift the air vehicle vertically, as well as to provide a more controlled vertical landing to the air vehicle.
In yet another embodiment, the air vehicle may comprise the propeller directly on the end of the right wing 114, as a similar configuration to front propellers (206 and 210) and stabilizer propellers (214 and 218).
The air vehicle may further comprise a first landing gear 402 configured at the frontal part of the bottom of the fuselage 108, a second landing gear 404 configured at the center part of the bottom of the fuselage 108, and a third landing gear 406 configured parallel to the second landing gear, at the center part of the bottom of the fuselage 108 as seen in FIG.4. The arrangement of the landing gear from the front can be seen in FIG. 6 and similarly, the arrangement of the landing gear from the rear can be seen from the FIG. 7. In an embodiment, the first landing gear 402 may be steerable to maneuver the air vehicle when on the ground. In an embodiment, the second landing gear 404 and the third landing gear 406 may be configured at any position between the center of the bottom of the fuselage 108 and the rear of the bottom of the fuselage 108.
The air vehicle may further be configured with an emergency landing system comprising a parachute 1102 as seen in the FIG. 11. In another embodiment, the parachute 1102 may be configured on the center top portion of the fuselage 108. In another embodiment, more than one parachute may be configured on the fuselage. Further, the parachute may be configured on the left wing 110 and the right wing 114 to provide stability to the emergency landing of the air vehicle.
Various modifications to the embodiment will be readily apparent to those skilled in the art and the generic principles herein may be applied to other embodiments. However, one of ordinary skill in the art will readily recognize that the present disclosure is not intended to be limited to the embodiments illustrated but is to be accorded the widest scope consistent with the principles and features described herein.
The foregoing description shall be interpreted as illustrative and not in any limiting sense. A person of ordinary skill in the art would understand that certain modifications could come within the scope of this disclosure.
The embodiments, examples, and alternatives of the preceding paragraphs or the description and drawings, including any of their various aspects or respective individual features, may be taken independently or in any combination. Features described in connection with one embodiment are applicable to all embodiments unless such features are incompatible.

LIST OF REFERENCE NUMERALS
102: a front section
104: an elongated windshield
106: a rear section
108: a fuselage
110: a left wing
112: a first propeller assembly
114: a right wing
116: a second propeller assembly
202: a nose
204: a first connecting member
206: a first front propeller
208: a second connecting member
210: a second front propeller
212: a left horizontal stabilizer
214: a left stabilizer propeller
216: a right horizontal stabilizer
218: a right stabilizer propeller
220: a vertical stabilizer
222a: a first left boom
222b: a second left boom
222c: a third left boom
224a: a first left propeller
224b: a second left propeller
224c: a third left propeller
224d: a fourth left propeller
224e: a fifth left propeller
224f: a sixth left propeller
226a: a first right boom
226b: a second right boom
226c: a third right boom
228a: a first right propeller
228b: a second right propeller
228c: a third right propeller
228d: a fourth right propeller
228e: a fifth right propeller
228f: a sixth right propeller
402: a first landing gear
404: a second landing gear
406: a third landing gear
1002: a left aileron
1004: a right aileron
1006: a rudder
1008: a left elevator
1010: a right elevator
1102: a parachute
1202: front propeller blades
1204: front propeller motor
1206: front propeller tilting mechanism
1208: front propeller connecting member
1302a: first boom motor
1302b: second boom motor
1402: stabilizer propeller blades
1404: stabilizer propeller motor
1406: stabilizer propeller tilting mechanism
1408: stabilizer propeller connecting member
, Claims:We claim,
1. An air vehicle, comprising:
a front section (102) comprising:
a nose (202);
at least one propeller connected to the nose (202); and
an elongated windshield (104);
a rear section (106) disposed opposite to the front section (102), comprising:
an empennage with at least one propeller;
a fuselage (108) defined between the front section (102) and the rear section (106), wherein the fuselage (108) comprising:
a left wing (110) attached to the fuselage (108), wherein
the left wing (110) comprises a first propeller assembly (112), and
the first propeller assembly (112) further comprises:
at least one first boom; and
one or more first propellers connected to at least one first boom; and
a right wing (114) attached to the fuselage (108), opposite to the left wing (110), wherein
the right wing (114) comprises a second propeller assembly (116), and
the second propeller assembly (116) further comprises:
at least one second boom; and
one or more second propellers connected to at least one second boom.

2. The air vehicle as claimed in claim 1, wherein the at least one propeller includes a first propeller (206) connected at a first side of the nose (202), and a second propeller (210) connected at a second side, opposite to the first side of the nose (202).

3. The air vehicle as claimed in claim 1, wherein the first propeller (206) is connected to the nose (202) through the first connecting member (204) and the second propeller (210) is connected to the nose (202) through the second connecting member (208).

4. The air vehicle as claimed in claim 2, wherein the first propeller (206) and the second propeller (210) are tiltable propellers that are configured to:
provide a vertical thrust to the air vehicle during vertical take-off and landing;
tilt from a vertical axis of rotation to a horizontal axis of rotation; and
provide a horizontal thrust to the air vehicle during the cruising of the air vehicle.

5. The air vehicle as claimed in claim 1, wherein the empennage further comprises:
a vertical stabilizer;
a horizontal stabilizer; and
the at least one propeller connected to the horizontal stabilizer.

6. The air vehicle as claimed in claim 4, wherein at least one propeller connected to the horizontal stabilizer is configured to:
provide a vertical thrust to the air vehicle during vertical take-off and landing;
tilt from a vertical axis of rotation to a horizontal axis of rotation; and
provide a horizontal thrust to the air vehicle during the cruising of the air vehicle.

7. The air vehicle as claimed in claim 1, wherein
the first boom and the second boom are configured parallel to the fuselage (108).

8. The air vehicle as claimed in claim 6, wherein the one or more first propellers and the one or more second propellers are connected facing a downward direction to provide a vertical thrust.

9. The air vehicle as claimed in claim 1, further comprises a landing gear assembly.

10. The air vehicle as claimed in claim 1, wherein the air vehicle is powered by a hydrogen fuel cell.

11. The air vehicle as claimed in claim 1, wherein the air vehicle is powered by an electrical battery.

12. The air vehicle as claimed in claim 1, wherein the air vehicle comprises a parachute configured to be activated in case of emergency.