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The invention relates to an aircraft having a tailless fuselage. The fuselage has a body which includes a transverse trailing edge. The aircraft further includes a wing having two sides which protrude from opposite sides of the fuselage. The body typically has a fineness ratio of between 3 and 7. Ea

The invention relates to an aircraft having a tailless fuselage. The fuselage has a body which includes a transverse trailing edge. The aircraft further includes a wing having two sides which protrude from opposite sides of the fuselage. The body typically has a fineness ratio of between 3 and 7. Each side of the wing has an inner section having a first dihedral angle and an outer section having a second dihedral angle, the second dihedral angle being less than the first dihedral angle. At least part of the outer section is typically swept back. The configuration of the aircraft provides it with improved flight efficiency.

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1. An aircraft comprising: a tailless fuselage having a body which includes a transverse trailing edge, the body including a bulbous primary section and a flap which is connected to and protrudes rearwardly from the primary section and forms the transverse trailing edge the flap comprising a plurali

1. An aircraft comprising: a tailless fuselage having a body which includes a transverse trailing edge, the body including a bulbous primary section and a flap which is connected to and protrudes rearwardly from the primary section and forms the transverse trailing edge the flap comprising a plurality of components which are laterally adjustable relative to one another and to the primary section in order to adjust the width of the transverse trailing edge; anda wing having two sides which protrude from opposite sides of the fuselage. 2. The aircraft as claimed in claim 1, wherein the body has a fineness ratio of between 3 and 7. 3. The aircraft as claimed in claim 1, further comprising a power source for propelling the aircraft. 4. The aircraft as claimed in claim 1, wherein the flap is displaceable relative to the primary section about a transverse axis and/or wherein the width of the trailing edge is adjustable and/or wherein the position of the trailing edge is longitudinally adjustable. 5. The aircraft as claimed in claim 4, wherein the flap is displaceable upwardly relative to a neutral position by up to 30° and downwardly relative to the neutral position by up to 60°. 6. The aircraft as claimed in claim 1, wherein the flap comprises a plurality of transversely spaced sector shaped segments which are pivotally displaceable about vertical axes. 7. The aircraft as claimed in claim 6, wherein the flap comprises a central portion which is connected to the primary section for displacement about a transverse pivot axis, the sector shaped segments being pivotally connected to the central portion. 8. The aircraft as claimed in claim 7, wherein the segments are displaceable relative to the central portion between a retracted condition in which they do not protrude laterally beyond edges of the central portion and an extended position in which they protrude laterally beyond the edges of the central portion. 9. The aircraft as claimed in claim 6, in which at least some of the sector shaped segments are pivotally displaceable about laterally spaced vertical axes. 10. The aircraft as claimed in claim 1, wherein the width of the transverse trailing edge is adjustable between 0.5 and 3 times a maximum width of the primary section of the body. 11. The aircraft as claimed in claim 4, wherein an effective length of the flap is adjustable to permit adjustment of the longitudinal position of the transverse trailing edge. 12. The aircraft as claimed in claim 1, wherein each side of the wing has an inner section which is inclined upwardly away from the body and an outer section which is inclined downwardly, at least a portion of each side of the wing being swept back, an inner section of each side of the wing being swept forward with a positive dihedral and an outer section of each side of the wing is swept back with a negative dihedral, a sweep angle defined on a quarter chord line of the inner section of each side of the wing is 5° forward and a sweep angle defined on a quarter chord line of the outer section of each side of the wing is 25° backward. 13. The aircraft as claimed in claim 1, wherein the wing is arranged in a shoulder wing position and an inner wing dihedral of each side of the wing is 3° and the outer wing anhedral of each side of the wing is 5°. 14. The aircraft as claimed in claim 1, wherein the tailless fuselage is configured such that in steady flight at cruising speed, the tailless fuselage contributes to a total lift of the aircraft, and wherein a first lift contributed by the tailless fuselage compensating for a second lift lost due to an interruption in the wing by the tailless fuselage. 15. The aircraft as claimed in claim 1, wherein the wing comprises adjustable control surfaces to provide longitudinal and lateral control and to adjust a trim of the aircraft, the adjustable control surfaces being arranged along the transverse trailing edge of the wing by which the spanwise lift distribution can be adjusted to approximately an ideal distribution in any flight condition. 16. The aircraft as claimed in claim 1, wherein a static margin is adjustable in flight by one or more of moving a relative position of the centre of gravity of the aircraft and by changing a position of a neutral point of the aircraft. 17. An aircraft comprising: a tailless fuselage having a body which has a transverse trailing edge; anda wing connected to the tailless fuselage, the wing having two sides which protrude from opposite sides of the tailless fuselage, the body including a bulbous primary section and a flap which forms the transverse trailing edge, the flap being connected to the primary section, at least part of the flap being displaceable to permit the transverse trailing edge to be displaced upwardly and downwardly relative to a neutral position and a width of the transverse trailing edge to be adjustable. 18. A method of controlling flight of an aircraft as claimed in claim 1, the method comprising adjusting a static margin. 19. The method as claimed in claim 18, in which static margin is adjustable by at least one of moving a relative position of a centre of gravity of the aircraft, and changing the position of a neutral point of the aircraft.