CA1225381A - Free flyable structure - Google Patents
Free flyable structureInfo
- Publication number
- CA1225381A CA1225381A CA000438672A CA438672A CA1225381A CA 1225381 A CA1225381 A CA 1225381A CA 000438672 A CA000438672 A CA 000438672A CA 438672 A CA438672 A CA 438672A CA 1225381 A CA1225381 A CA 1225381A
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- Prior art keywords
- control
- wing
- flyable
- wing formation
- king
- Prior art date
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Abstract
ABSTRACT
FREE FLYABLE STRUCTURE
A free flyable structure includes a wing formation (2) including an inflatable container of such form that when it is inflated the container (2) has an aerofoil shaped cross-section whereby relative displacement between the container and surrounding air enables free flight conditions. A substantially rigid means (19) carries the pay load (17) from the wing formation (2). Flight path control of the flyable struture includes producing relative displacement between the load and wing formation.
Additional flight path controls may be used. A
canard wing assembly (90) is suggested. The structure is power driven and in the disclosure a power unit (84) having a propeller (86) is proposed.
FREE FLYABLE STRUCTURE
A free flyable structure includes a wing formation (2) including an inflatable container of such form that when it is inflated the container (2) has an aerofoil shaped cross-section whereby relative displacement between the container and surrounding air enables free flight conditions. A substantially rigid means (19) carries the pay load (17) from the wing formation (2). Flight path control of the flyable struture includes producing relative displacement between the load and wing formation.
Additional flight path controls may be used. A
canard wing assembly (90) is suggested. The structure is power driven and in the disclosure a power unit (84) having a propeller (86) is proposed.
Description
2253~L
FRET FLYABLE STRUCTURE
This invention relates to free flyable structures.
According to the present invention there is provided a flyable structure comprising; a wing formation Including an air inflatable elongate container having a leading edge region, and a trailing edge region, the container being of such form that when inflated it provides an airfoil cross-section whereby relative displacement between the container and surrounding air produces aerodynamic lift; elongate means for supporting and maintaining the leading edge region in an extended condition whilst leaving the trailing edge region unsupported; a king-post arrangement for supporting a load below the wing formation, the king-post arrangement having a lower end to which the load is connected and an upper end connected with the center of the elongate means and thus the leading edge region of the wing formation by way of a pivotal connection which allows for relative tilt between the wing formation and the king-post arrangement; and means for controlling the flight path of the structure by producing relative tilting movement between the wing formation and the king-post arrangement, the flight path control means including control connections co-operating with the the opposite 25 ends of the leading edge region of the wing formation, and control connection adjustment means for selectively varying the relative positions of the ends of the leading edge regions relative to the load for the purpose of producing said relative tilt, the control connection adjustment means being mounted to the structure at a location spaced downwardly of the pivotal connection.
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Preferably the load support means connects at lest in part, with thy leading edge rr3gion no thy body.
Convenisntly,means are provided for 'enabling controlled changes or variations in the aerodynamic characteristics ,`
of the contains to enable selective control of the flight path of the structure.
In a particular embodiment of the invention the control of the flight path is arranged to by effected by adjusting the position of the effective weight of the load with respect to the aerodynamic center of lift of the structure.
Preferably, the adjustment of the weight position is effected by displacement of the load with respect to a mounting unit supported from the remainder of the structure.
In further embodiments facilities may be provided fur enabling powered flight In ugh cases arrangements may by made or enabling repute control of the powered drive for enabling local control in the case of manned flight.
Furthermore, positional adjustable control surfaces may by provided for the purposes of controlling the flight path of the structure such as heading descent , climb etc.
In a particular arrangement a canard wing formation can be provided the wing formation having an adjustable setting elevator part to allow control of climb and descent.
.,.
I
For a bettor understanding of the invention and to show how to carry the sums into affect reference will now be made to the accompanying drawings in which:-Figure 1 is a schematic representation ova flyable structure incorporating the futures of the invention;
Figure 2 is an end view of the structure of Figure 1 when the structure it aligned at a first angle of attack during flight;
Figure 3 is an end view of the structure of Figure 1 when the structure is aligned at a second angle of attack during flight;
Figure 4 is a schematic rspr2ssntation of a second embodiment of a flyable structure incorporating the features of thy present invention; 3 I Figure 5 is an end view of the structure of Figure 4 when the structure is aligned at said first angle of attack during flight, Figure 6 is a front view of the structure of Figure 1 illustrating a position of a load relative to the remainder of the strayer during a control operation involving l-load displacement;
Figure 7 is a front view of a further Embodiment of a flyable structure incorporating the features of tune invention;
Figures Andy 10 era Views of still further I
embodiments of the flyable structure of the invention; Jo Figure 11 is a schematic side view of a further smbodimsnt of the flyable structure of the invention;
Figure 12 schematically illustrates a combination of J
structure of the invention with a conventional aircraft; I_ Figure 13 is a view of a more detailed representation of a structure of the invsntion9 the Figure showing the use of additional flight control arrangements.
I
Referring now to Figures 1 to 3 of thy drawings tress show a first embodiment of a flyable structure incorporating the features of the invention; the flyable structure comprising a wing formation which conlprises a generally rectangular container or envelope including a top sheet or skin 3, a bottom sheet or skin -4 which are connected to sack other along a longer edge 5 that is to provide the trailing edge region of the container and at the ends 6 by walls 7 which are shaped so as to provide a airfoil like form to the container or body. The remaining longer edge regions 8 of the top and bottom sheets 3 and 4 are interconnected by way of a front wall 9 which provide an air inlet for ram air to enter the interior of the wing formation 2 and which effectively forms the leading edge region of the wing formation.
The interior of the wing formation 2 is divided into separate cells or sub-chambers by intermediate airfoil shaped walls (not shown) which are arranged to be generally parallel to the end walls 7.
Thy King formation top and bottom sheets and the intermediate walls are generally impervious to air sup that any air entering through the front wall region 9 will pressurize that is inflate the wing formation The leading edge region of the wing formation is intended to be braced into a spread out condition by means of a bracing or stiffening means 11 which can engage in or with a stiffening means mounting arrangement which can include a sleeve for receiving the stiffening means when the latter is in thy form of a spar or the I like.
The stiffening means 11 is such that it is able to flex sufficiently for the leading edge region 10 of the aye wing formation to be deformed into a predetermined curved or bowed profile 85 seen in the direction looking from the leading edge region to the trailing edge region of the wing formation.
In other words the stiffness of the stiffening means 11 it selected such that by pulling the ends thereof towards each other the leading edge region 10 deforms into a curved shape which according to the deformation characteristics of the stiffening means will either be MU a generally uniformly smooth deformation or a profits having a predetermined shape i.e., a relatively flat central proration and rslativaly sharply curved ends. It will be apparent that by deforming the stiffening means a corresponding shape it induced into at feast the leading edge region of the wing formation.
On advancing the deformed wing formation 2 with the leading edge region facing forwards it will be found that run at relatively low velocities of, for example, 4 or 5 knots the King formation will be inflated and I thus pressurized because of thy airfoil form of the end walls 7 and the intermediate walls the wing formation will assume an overall aerodynamic airfoil form whereby flu of air over the upper and lower shGsts 3 and 4 will erects the requisite force conditions for producing lift.
In view of this aerodynamic lift property and having regard to the various forces involved in the production of lift it is a common practice in aerodynamics to presume that the effective lift forces can be replaced by a sings lift force vector passing through a position of the wing formation called the contra of lift.
The siphoning muons can conveniently be deformed into the required profile by means of lines, stays or ho SLY
the like 14,15 which are respectively attached to the ends 12 and 13 of the stiffening means 11, and which are themselves secured to each other or to a connection node or to any other suitable location means.
Since it is required that the wing formation should carry a load 17D for the purposes of the description in connection with Figures 1 to 3, this load will by I
regarded as being connected to the node I i.e., effectively to thy joint between the lines 14 sod 15.
I As so far described it will be noted that the load is symmetrically supported with respect to the leading edge region 10 of the wing formation 2. In other words the resultant vertical force component of the load 17 will pass through the line of symmetry of the King formation 2 i.e., thy geometrical cents 18 of thy s leading ergs region. Also since thy load is suspended beneath 'he wing formation 2 the effective c~ntre of gravity of the flyable structure will be located at a point beneath the center of lift of the wing formation 2.
In this spsciPication the term sffectiva center of gravity is intended to represent the effective cents ox the vertical force components acting in a downwardly direction i.e., weight of the load, and wing formation and thy like.
A particular characteristic of the flyable structure of the invention is that the principal wright or load of the structure will normally be connected to the leading edge region MU ox thy wing formation, and that any relative displacement of the effective center of gravity relative to the center of lift provides a flight direction control parameter.
For practical purposes it is convenient to consider that the leading edge region extends prom the actual leading edge back towards the trailing edgy region for approximately owns third of the distance between leading and trailing edges of the container 2.
Referring once more to Figure 1; with a view to setting positively the maximum distance of the load from thy central region 1B ox the leading edge region 10, the the load 17 it connected to the suspension region by way of a strut which it at least semi-rigid or similar member 19. It oil be understood that this strut serves to transmit at least a part of the load forces to the wing formation 2.
Figure 2 schematically illustrates a Ida view of the structure of Figure 1 Han the King formation thereof is in a level flight condition or attitude.
Figure 3 schematically illustrates the structure of Figure 1 and of Figure Z when the wing formation is set set at an angle of attack characteristic of a glide type of flight condition.
In order to arrive at the orientation shown the force acting upon the wing formation, i.e., lift, drag, load weight, nature of the load? speed etc., have caused the wing formation to self adjust to the optimum conditions in that the resultant force vector is along, that is contained in a vertical plane including the lines 14 and 14. It should be noted that this condition does not necessarily imply that thy line or strut 19 is vertical.
In other words the flight angle or angle of attack of the wing formation automatically adjusts itself to Jo accommodate the overall effects of the various forces actillg thereupon.
I
Referring now to Figures 4 and 5, these scheTnatically illustrate in a highly simplified Norm a flyable structure which is power propelled by a propeller 20 driven from a motor 21 which it supported from the leading edge region 10 of the wing formation 2 by Jay of a support arrangement such as a group of support lines 22 which are so connected that the motor 21 is set to a generally horizontal setting, and which is such that a vertical strut 23 connecting with the center 18 of the leading edge region connects essentially with the center of gravity of the motor 21.
In operation, it is believed that, assuming that any air flow over the wing formation is from left to right of the Figure, the overall resultant of the various ¦
forces acting upon the flyable structure, issue the force couple arising from the horizontal components of thrust at engine level, wing formation drag the weight of the load, the lift forces, the angle of attack and so forth will cause the wing formation to set into a particular angle of attack which will vary according to the forge resultant and the nature of the various forces forming the resultant.
SD far the sole reference to the matter of directional steering of the flyable structure ha been limited or restricted to the suggestion that steeriTlg can be controlled according to the relative position of the weight or load with respect to the vertical plane containing the center of lift or leading edge region of the wing formation. Other possibilities will be Al mentioned hereinafter. However, in so far as weight I;
position adjustment is concerned the control of steering if by this method will be briefly examined in relation to 3 ~2~538~
go Figure 6 which can conveniently be regarded as a front vim of the arrangements of Figures 1 to 3 with, however, the addition of means 24 at the connection node 16 for enabling rslativs displacement of thy load with respect to the vertical plane containing the ranter 18 of the container leading edge region 10. -In a simple embodiment the means 24 can be regarded as a pulley unit 25 around which thy line 14 and 15 are wrapped such that rotation of the pulley unit 25 produces a shortening of one of the line 14,15 simultaneously with an increase in the length ox the other one of the lines 14,15. In other words, the portion of the lines 14,15 on the pulley era wrapped capstan fashion. The pulley unit may be controlled in any suitable manner Ida., motor driven by a remotely controllable motor snot shown in Figures 4 and S) On operating the pulley unit 25 the load is effectively displaced to one side or the other side a the vertical plane containing the contra 18 of the wing I
formation leading edge region 10. This ha the effect of so adjusting the relative settings of the lines 14 !, and 15 and the strut 19 with respect to the vertical plane previously mentioned that tension component are induced into the line 14,15 and the strut 19 which are unbalanced or asymmetric as compared to the tensions j!
prevailing prior to the displacement of the load and which 50 act upon the stiffening means 11 a to change the deformation shape of the stiffening means and thus a 3 corresponding change in the shape of the wing formation.
This i n turn cause a resultant variation in the lift force acting upon the wing formation and thus a change i31~
in the flight conditions.
With the position as shown in Figure 6 the result of the displacement of the load 17 into the position shown is that the lift forces acting upon the King formation to the right of the vertical plane containing the contra of gravity of the load era greater than those acting to the left of said plane.
Consequently, the wing formation will tend to move towards the left thereby changing a straight flight path to a flight path along a further direction.
Clearly, a displacement of the load in the reverse sense will produce a directional change in the Opposite direction.
Turning now to a second important mode of controlling the flight path of the flyable structure namely, causing the structure to climb or descend; this control function can in general terms be effected by changing the position of the load center of gravity with respect to thy King format tong the fore and aft direction of the wing formation. This load position variation, in practice, adjusts the angle of attack of the wing formation 2.
This load position adjustment can be conveniently effected by mounting the load for position displacement along a track arrangement (not shown) extending in the lore and aft direction of the wing formation, and by providing, for example, motorized means (not shown) which can be remotely controlled for controlling the displacement.
Referring now to Figure 7 in the embodiment of this Figure the central strut 19 discussed in relation to previous Figures is replaced by a frame arrangement 26 ~L2~53~
including two struts 27,28 interconnected at their lower ends at the connection none 16 and whose upper suds 27~ and AYE connect with the leading edge region 10 at two locations 29 and ED spaced to either side of the wing formation leading edge region contra 18. The locations, 29, 30 Effectively define a central portion 31 to the wing formation which it substantially rigid, i.e.
luxurious of the leading edge stiffening means 11 it at least substantially prevented between the connection locations 29 and 30 whereby all operative control of the flight flexor takes place in the portions 31 and 33 of the wing formation to either side of the strut connections 29 and 30.
In other words the effect of the shortening and lengthening of the lines 14 and 15 as a result of operation I
of the puffy unit 25 is to deflect the portions 32 and 33 I.
relative to the central portion. Jo us will be seen from Figure 7 the flight directional movement pulley unit 25 is located in the vicinity of the connection between the lower ends of the struts 27 and 280 It will be clear that 'the directional control pulley unit is positional fixed distance wise with respect to the central section 31 by the struts 27 and 28 so that any operation of the pulley unit is such as to cause i immediate relative displacement of the wing formation end portions 32 and 33 with respect to the central portion 31.
The load 17 to be carried is mounted to the underside of the strut connection node 16 and since, as previously mentioned, positional movement of the load in the fore and aft directions provides a control parameter or function for the variation of the angle of attack of the wing formation 2 during flight arrangement are made for I
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enabling top requisite selective positional adjustment Turning now to the arrangement of Figure a in this embodiment the generally inverted triangular strut arrangement of Figure 7 is replaced by a quadrant system 34 comprising two wide parts 35 and 36 forming struts of thy flyable trotter and a curved, i.e., part circular, bate part 37 which it directed gHnarally in thy ions and aft direction of thy wing formation 2.
The load 17 it supported from thy quadrant bass part 37, The connection boatswain the load and the bass part 37 can be such as to allow relative movsmsnt along the length of thy quadrant base part.
The upper end of the quadrant system 34 it connected to the central region 18 of the leading edge region 10. The connection is such that the whole wing formation can pivot about Zen axis generally aligned in said fore and aft direction relative tug the quadrant system. If desired this connection can comma a universal form of I, pivot to enable relative movsm2nt in any direction with I respect to the wing formation.
A further possibility it that the connection is not a pivotal connection so that the flight control would reflect thy condition of the hulling formation being subjected to flexor clangs.
The tie links 14 and 15 for the end regions of the wing formation leading edge are connected to the quadrant base 37 at the point 38. Convsnisntly, the connection ;
will include a pulley unit 25 whereby thy end region of thy wing formation can be positional controlled with ra~p0ct to the quadrant to effect directional change.
It will by apprsciatsd that since the quadrant system I carries the load 179 and since this load will provide I' :~2~5~8~L
the greater part of the weight of the flyable structure any operation of the pulley unit 25 will produce a corresponding change in the shape of the wing formation and can be positional controlled with respect to the quadrant to effect directional steerage of the structure.
Various possibilities for the adjustments to the effective lengths of the lines will be considered hereinafter. for example, actual change in length or displacement of the node 16 from a position immediately 1û beneath the contra I of the leading dogs which may be regarded as displacing the load relative to the wing.
It Jill be appreciated that in a construction in which the quadrant system it fixed it not pivoted) with respect to the King formation the adjustments to the lines 14 and 15 will mainly deflect the end regions of the wing formation relative to the remainder of the wing formation.
For the purposes of adjusting the angle of attack it is possible to vary the fore and aft position of the load as discussed herein before. However, the provision of the quadrant makes it possible to introduce a further mode Or varying the angle of attack. In this awakened mode the position of the attachment point 38 it arranged to be selectively displaceable lengthwise of the quadrant base 37. Such displacement may be made by manual or motorized controls. In the latter case remote control arrangements may be provided for the control no the motor during flight.
It Jill be appreciated that in the case of manned flight the load would include the weight ox the user us), and that such manned flight can be power or non-power driven.
I
Figure 9 schematically shows how the structure of Figures 1 to 3 may by modified to enable manned flight. I
In the Figure 9 arrangement a space frays unit 40 replaces thy strut 19, the unit 40 including a bays section 41 connected to the central region 18 of the leading edge region 10 by way of the~uppar ends 42 and 43 I, of bar 44 and 45. The oases section 41 comprises a generally U-shaped element 46 including a base 47 and two arms or limbs 48. The limbs 48 are connected to the MU lower end 49 and So of the bar 44 and 45. Thy frame unit 40 is supported from the wing formation by two pairs of lines or struts 51 and 52 in such manner that the base 47 form the leading part of the unit 40 with i;
the limbs directed rear~ardly, and also such that the frame unit lies substantially horizontal when the wing formation it symmetrically positioned with respect to I.
the horizontal.
The connection button thy bars 44 and 45 and the base section 41 can be such that when the plane of the unit is horizontal the bars 44 and 45 lit in a vertical plane, or alternatively the bars may be inclined I-to the vertical plane in a rearwardly direction so that I-the leading edge region 10 of the King formation 2 is it-positioned to the rear of the leading part of the frame s unit 40. Jo A user support harness or the like 53 is suspended from the upper end regions of the bars 44 and 45 or it other location closely adjacent thereto by a mounting I`
Shackle arrangement 54. The positioning and form of the harness can be such that the user is suspended in a manner similar to the user of the so-called 'Hang Glider' and such that he is able readily to grasp the 22S~
limbs 48 to US them as a means who ebb he is able readily to displace his weight relative to the wing formation 2 in selected direction fore and aft and transversely of -the fore and aft direction of the wing formation for the purposes of controlling the flight of the flyable structure.
In practice, by adjusting hi weight in the fore and aft direction the user can selectively alter the angle of attack, and by adjusting his weight in the ~ide-to-side direction relative to the ventral vertical plane of the wing formation that latter is cause to turn to the required direction.
It Jill be appreciated that during an actual flight the user will be making various combinations of weight displacement movements so thatJin practice, the King formation may well be subjected to a relatively complex group of forces, deformations or distortions which lead to the required relative movement between the load and wing formation.
Referring now to Figure 10, the frame unit essentially comprises a rectangular portion 55 including struts Andy 59. Struts 60,61,62 and 63 are connected a shown to the corner regions of the portions 55 and also at their other ends to a common connection point or node 64. Conveniently the end region of the lower strut 58 and the struts node 64 own be used for the mounting of road running wheels 65,66 and 67 to C
thereby provide the facility of an aircraft undercarriage It will be noted that the struts 58760 and 61 will thus be in a horizontal plane.
The rectangular frame 55 lie in a plane which it tilts forwardly Vito rsspsct to thy vsrtioal 90 that us the upper strut 56 it located intermediate the lengths of the struts 60-63.
The loading edge region 10 is connected by way of pivot connections 68 and 69 to the upper corners of thy frame 55. The links 14 and 15 connect the and regions of the wing formation leading edga-and the stiffening means 11 to a connection position AYE at a location lying in the vertical plane including the lines connections and pivot connections 68 and 69 whilst the King formation set for straight flight.
A user seat unit 70 is mounted from the struts so as to be generally in thy plans containing the leading edge region 10.
As has been previously discussed the directional control is affected by the relative displacamsnt of the junction of the lines 14 and 15 to produce the relative flexor of the end portions of the wing formation.
This displacement can be by means of a joystick system (not shown) which is arranged to be able to produce the requisite displacement for directional control and also the fore and aft movement for the purposes of varying the angle of attack. I
Referring now to Figure 11 this illustrates a modification of the structure shown in Figure 10. In Figure 11 additional struts which extend to the roar of the previously described framework 55 are used to mount positional adjustable flight control surfaces. Thus the embodiment includes additional struts 71 and 72 which carry a support 73 for a rudder and elevator 75.
Control lines 76 (only one shown) are provided for enabling selective movement of the control surfaces.
.11 ` ~2~253~
These control lines 76 connect with the conventional joy-stick system for the elevator and rudder bar or the like for the rudder. Alternatively the Connally arrangement may include a canard wing arrangement.
It will be understood that any motor drive will be capable of variably spied adjustment.
Furthermore, it will be appreciated that the control of the control surfaces and the motor spend variation can be effected by remote operation such as by radio control.
It will be noted from the above discussions that a major factor in the control of the flight of the flyable structure it be the effective selective displacement of the shunters of gravity of the structure's load relative to the canine of lift and that such control can be augmented or replaced by, under certain situations, the provision of additional control surfaces which are positioned at suitable ( in aerodynamic terms ) locations with respect to the leading edge region 1C of the wing formation. It will also be appreciated that a matter of importance is the ability of the stiffening means 11 to I!
maintain the skeets of the wing formation in the required extended airfoil condition.
A further application of the flyable structure of the invention, and particularly of the embodiment of Figures I 1 to 3 it to the creation of extra lift to a conventional fixed rigid winged aircraft by, in effect, mounting the flyable structure of the present invention in a pick -back arrangement with the wings of the conventional aircraft, whereby the latter acts as the load for the wing formation and thus the flyable structure. lJith this arrangement additional lift is provided at the take-off period of the conventional aircraft. After a desired height has been attained the structure of the invention is jettisoned. This concept is very schematically shown in Figure 12.
Referring now to Figure 13, this schematically shows a flyable structure comprising a radio controllable propeller driven aircraft. In the structure shown the load 17 may be considered to incorporate, as will be discussed hereinafter, a motor drive unit, remotely operable control arrangements for the motor drive unit and any other components involved in the construction plus any spay load i.e., thy user of a structure in the cave of a manned flight.
For convenience those components that have prove bean specifically identified with reference numerals in previous Figures will be identified by thy same references in Figure 13.
Thus in Figure 13, the structure shown therein incorporates the wing formation 2 and assnciatsd stiffening means 11, the lines 14,15 and the king post 19.
Thy king post is i pivotal connected at its upper end AYE to the central region 18 of the container leading edge region 10, and at its lower end 1 spa to the load 17.
The load is regarded as including a main frame suction 80 which serves to mount the drive arrangements of the structure to be discussed hereinafter) 9 a forwardly directed main spar I carrying at its forward end a canard wing assembly 82 and the above mentioned 'pay-load' which in the Fugue is very schematically shown as a housing 83, for enclosing the main spar structure and for providing a simulated cock-pit region.
The drive drive arrangement for the flyable structure basically includes a power unit 84 including a liquid .
FRET FLYABLE STRUCTURE
This invention relates to free flyable structures.
According to the present invention there is provided a flyable structure comprising; a wing formation Including an air inflatable elongate container having a leading edge region, and a trailing edge region, the container being of such form that when inflated it provides an airfoil cross-section whereby relative displacement between the container and surrounding air produces aerodynamic lift; elongate means for supporting and maintaining the leading edge region in an extended condition whilst leaving the trailing edge region unsupported; a king-post arrangement for supporting a load below the wing formation, the king-post arrangement having a lower end to which the load is connected and an upper end connected with the center of the elongate means and thus the leading edge region of the wing formation by way of a pivotal connection which allows for relative tilt between the wing formation and the king-post arrangement; and means for controlling the flight path of the structure by producing relative tilting movement between the wing formation and the king-post arrangement, the flight path control means including control connections co-operating with the the opposite 25 ends of the leading edge region of the wing formation, and control connection adjustment means for selectively varying the relative positions of the ends of the leading edge regions relative to the load for the purpose of producing said relative tilt, the control connection adjustment means being mounted to the structure at a location spaced downwardly of the pivotal connection.
:~2~53~3~
Preferably the load support means connects at lest in part, with thy leading edge rr3gion no thy body.
Convenisntly,means are provided for 'enabling controlled changes or variations in the aerodynamic characteristics ,`
of the contains to enable selective control of the flight path of the structure.
In a particular embodiment of the invention the control of the flight path is arranged to by effected by adjusting the position of the effective weight of the load with respect to the aerodynamic center of lift of the structure.
Preferably, the adjustment of the weight position is effected by displacement of the load with respect to a mounting unit supported from the remainder of the structure.
In further embodiments facilities may be provided fur enabling powered flight In ugh cases arrangements may by made or enabling repute control of the powered drive for enabling local control in the case of manned flight.
Furthermore, positional adjustable control surfaces may by provided for the purposes of controlling the flight path of the structure such as heading descent , climb etc.
In a particular arrangement a canard wing formation can be provided the wing formation having an adjustable setting elevator part to allow control of climb and descent.
.,.
I
For a bettor understanding of the invention and to show how to carry the sums into affect reference will now be made to the accompanying drawings in which:-Figure 1 is a schematic representation ova flyable structure incorporating the futures of the invention;
Figure 2 is an end view of the structure of Figure 1 when the structure it aligned at a first angle of attack during flight;
Figure 3 is an end view of the structure of Figure 1 when the structure is aligned at a second angle of attack during flight;
Figure 4 is a schematic rspr2ssntation of a second embodiment of a flyable structure incorporating the features of thy present invention; 3 I Figure 5 is an end view of the structure of Figure 4 when the structure is aligned at said first angle of attack during flight, Figure 6 is a front view of the structure of Figure 1 illustrating a position of a load relative to the remainder of the strayer during a control operation involving l-load displacement;
Figure 7 is a front view of a further Embodiment of a flyable structure incorporating the features of tune invention;
Figures Andy 10 era Views of still further I
embodiments of the flyable structure of the invention; Jo Figure 11 is a schematic side view of a further smbodimsnt of the flyable structure of the invention;
Figure 12 schematically illustrates a combination of J
structure of the invention with a conventional aircraft; I_ Figure 13 is a view of a more detailed representation of a structure of the invsntion9 the Figure showing the use of additional flight control arrangements.
I
Referring now to Figures 1 to 3 of thy drawings tress show a first embodiment of a flyable structure incorporating the features of the invention; the flyable structure comprising a wing formation which conlprises a generally rectangular container or envelope including a top sheet or skin 3, a bottom sheet or skin -4 which are connected to sack other along a longer edge 5 that is to provide the trailing edge region of the container and at the ends 6 by walls 7 which are shaped so as to provide a airfoil like form to the container or body. The remaining longer edge regions 8 of the top and bottom sheets 3 and 4 are interconnected by way of a front wall 9 which provide an air inlet for ram air to enter the interior of the wing formation 2 and which effectively forms the leading edge region of the wing formation.
The interior of the wing formation 2 is divided into separate cells or sub-chambers by intermediate airfoil shaped walls (not shown) which are arranged to be generally parallel to the end walls 7.
Thy King formation top and bottom sheets and the intermediate walls are generally impervious to air sup that any air entering through the front wall region 9 will pressurize that is inflate the wing formation The leading edge region of the wing formation is intended to be braced into a spread out condition by means of a bracing or stiffening means 11 which can engage in or with a stiffening means mounting arrangement which can include a sleeve for receiving the stiffening means when the latter is in thy form of a spar or the I like.
The stiffening means 11 is such that it is able to flex sufficiently for the leading edge region 10 of the aye wing formation to be deformed into a predetermined curved or bowed profile 85 seen in the direction looking from the leading edge region to the trailing edge region of the wing formation.
In other words the stiffness of the stiffening means 11 it selected such that by pulling the ends thereof towards each other the leading edge region 10 deforms into a curved shape which according to the deformation characteristics of the stiffening means will either be MU a generally uniformly smooth deformation or a profits having a predetermined shape i.e., a relatively flat central proration and rslativaly sharply curved ends. It will be apparent that by deforming the stiffening means a corresponding shape it induced into at feast the leading edge region of the wing formation.
On advancing the deformed wing formation 2 with the leading edge region facing forwards it will be found that run at relatively low velocities of, for example, 4 or 5 knots the King formation will be inflated and I thus pressurized because of thy airfoil form of the end walls 7 and the intermediate walls the wing formation will assume an overall aerodynamic airfoil form whereby flu of air over the upper and lower shGsts 3 and 4 will erects the requisite force conditions for producing lift.
In view of this aerodynamic lift property and having regard to the various forces involved in the production of lift it is a common practice in aerodynamics to presume that the effective lift forces can be replaced by a sings lift force vector passing through a position of the wing formation called the contra of lift.
The siphoning muons can conveniently be deformed into the required profile by means of lines, stays or ho SLY
the like 14,15 which are respectively attached to the ends 12 and 13 of the stiffening means 11, and which are themselves secured to each other or to a connection node or to any other suitable location means.
Since it is required that the wing formation should carry a load 17D for the purposes of the description in connection with Figures 1 to 3, this load will by I
regarded as being connected to the node I i.e., effectively to thy joint between the lines 14 sod 15.
I As so far described it will be noted that the load is symmetrically supported with respect to the leading edge region 10 of the wing formation 2. In other words the resultant vertical force component of the load 17 will pass through the line of symmetry of the King formation 2 i.e., thy geometrical cents 18 of thy s leading ergs region. Also since thy load is suspended beneath 'he wing formation 2 the effective c~ntre of gravity of the flyable structure will be located at a point beneath the center of lift of the wing formation 2.
In this spsciPication the term sffectiva center of gravity is intended to represent the effective cents ox the vertical force components acting in a downwardly direction i.e., weight of the load, and wing formation and thy like.
A particular characteristic of the flyable structure of the invention is that the principal wright or load of the structure will normally be connected to the leading edge region MU ox thy wing formation, and that any relative displacement of the effective center of gravity relative to the center of lift provides a flight direction control parameter.
For practical purposes it is convenient to consider that the leading edge region extends prom the actual leading edge back towards the trailing edgy region for approximately owns third of the distance between leading and trailing edges of the container 2.
Referring once more to Figure 1; with a view to setting positively the maximum distance of the load from thy central region 1B ox the leading edge region 10, the the load 17 it connected to the suspension region by way of a strut which it at least semi-rigid or similar member 19. It oil be understood that this strut serves to transmit at least a part of the load forces to the wing formation 2.
Figure 2 schematically illustrates a Ida view of the structure of Figure 1 Han the King formation thereof is in a level flight condition or attitude.
Figure 3 schematically illustrates the structure of Figure 1 and of Figure Z when the wing formation is set set at an angle of attack characteristic of a glide type of flight condition.
In order to arrive at the orientation shown the force acting upon the wing formation, i.e., lift, drag, load weight, nature of the load? speed etc., have caused the wing formation to self adjust to the optimum conditions in that the resultant force vector is along, that is contained in a vertical plane including the lines 14 and 14. It should be noted that this condition does not necessarily imply that thy line or strut 19 is vertical.
In other words the flight angle or angle of attack of the wing formation automatically adjusts itself to Jo accommodate the overall effects of the various forces actillg thereupon.
I
Referring now to Figures 4 and 5, these scheTnatically illustrate in a highly simplified Norm a flyable structure which is power propelled by a propeller 20 driven from a motor 21 which it supported from the leading edge region 10 of the wing formation 2 by Jay of a support arrangement such as a group of support lines 22 which are so connected that the motor 21 is set to a generally horizontal setting, and which is such that a vertical strut 23 connecting with the center 18 of the leading edge region connects essentially with the center of gravity of the motor 21.
In operation, it is believed that, assuming that any air flow over the wing formation is from left to right of the Figure, the overall resultant of the various ¦
forces acting upon the flyable structure, issue the force couple arising from the horizontal components of thrust at engine level, wing formation drag the weight of the load, the lift forces, the angle of attack and so forth will cause the wing formation to set into a particular angle of attack which will vary according to the forge resultant and the nature of the various forces forming the resultant.
SD far the sole reference to the matter of directional steering of the flyable structure ha been limited or restricted to the suggestion that steeriTlg can be controlled according to the relative position of the weight or load with respect to the vertical plane containing the center of lift or leading edge region of the wing formation. Other possibilities will be Al mentioned hereinafter. However, in so far as weight I;
position adjustment is concerned the control of steering if by this method will be briefly examined in relation to 3 ~2~538~
go Figure 6 which can conveniently be regarded as a front vim of the arrangements of Figures 1 to 3 with, however, the addition of means 24 at the connection node 16 for enabling rslativs displacement of thy load with respect to the vertical plane containing the ranter 18 of the container leading edge region 10. -In a simple embodiment the means 24 can be regarded as a pulley unit 25 around which thy line 14 and 15 are wrapped such that rotation of the pulley unit 25 produces a shortening of one of the line 14,15 simultaneously with an increase in the length ox the other one of the lines 14,15. In other words, the portion of the lines 14,15 on the pulley era wrapped capstan fashion. The pulley unit may be controlled in any suitable manner Ida., motor driven by a remotely controllable motor snot shown in Figures 4 and S) On operating the pulley unit 25 the load is effectively displaced to one side or the other side a the vertical plane containing the contra 18 of the wing I
formation leading edge region 10. This ha the effect of so adjusting the relative settings of the lines 14 !, and 15 and the strut 19 with respect to the vertical plane previously mentioned that tension component are induced into the line 14,15 and the strut 19 which are unbalanced or asymmetric as compared to the tensions j!
prevailing prior to the displacement of the load and which 50 act upon the stiffening means 11 a to change the deformation shape of the stiffening means and thus a 3 corresponding change in the shape of the wing formation.
This i n turn cause a resultant variation in the lift force acting upon the wing formation and thus a change i31~
in the flight conditions.
With the position as shown in Figure 6 the result of the displacement of the load 17 into the position shown is that the lift forces acting upon the King formation to the right of the vertical plane containing the contra of gravity of the load era greater than those acting to the left of said plane.
Consequently, the wing formation will tend to move towards the left thereby changing a straight flight path to a flight path along a further direction.
Clearly, a displacement of the load in the reverse sense will produce a directional change in the Opposite direction.
Turning now to a second important mode of controlling the flight path of the flyable structure namely, causing the structure to climb or descend; this control function can in general terms be effected by changing the position of the load center of gravity with respect to thy King format tong the fore and aft direction of the wing formation. This load position variation, in practice, adjusts the angle of attack of the wing formation 2.
This load position adjustment can be conveniently effected by mounting the load for position displacement along a track arrangement (not shown) extending in the lore and aft direction of the wing formation, and by providing, for example, motorized means (not shown) which can be remotely controlled for controlling the displacement.
Referring now to Figure 7 in the embodiment of this Figure the central strut 19 discussed in relation to previous Figures is replaced by a frame arrangement 26 ~L2~53~
including two struts 27,28 interconnected at their lower ends at the connection none 16 and whose upper suds 27~ and AYE connect with the leading edge region 10 at two locations 29 and ED spaced to either side of the wing formation leading edge region contra 18. The locations, 29, 30 Effectively define a central portion 31 to the wing formation which it substantially rigid, i.e.
luxurious of the leading edge stiffening means 11 it at least substantially prevented between the connection locations 29 and 30 whereby all operative control of the flight flexor takes place in the portions 31 and 33 of the wing formation to either side of the strut connections 29 and 30.
In other words the effect of the shortening and lengthening of the lines 14 and 15 as a result of operation I
of the puffy unit 25 is to deflect the portions 32 and 33 I.
relative to the central portion. Jo us will be seen from Figure 7 the flight directional movement pulley unit 25 is located in the vicinity of the connection between the lower ends of the struts 27 and 280 It will be clear that 'the directional control pulley unit is positional fixed distance wise with respect to the central section 31 by the struts 27 and 28 so that any operation of the pulley unit is such as to cause i immediate relative displacement of the wing formation end portions 32 and 33 with respect to the central portion 31.
The load 17 to be carried is mounted to the underside of the strut connection node 16 and since, as previously mentioned, positional movement of the load in the fore and aft directions provides a control parameter or function for the variation of the angle of attack of the wing formation 2 during flight arrangement are made for I
:~2~53~3~
enabling top requisite selective positional adjustment Turning now to the arrangement of Figure a in this embodiment the generally inverted triangular strut arrangement of Figure 7 is replaced by a quadrant system 34 comprising two wide parts 35 and 36 forming struts of thy flyable trotter and a curved, i.e., part circular, bate part 37 which it directed gHnarally in thy ions and aft direction of thy wing formation 2.
The load 17 it supported from thy quadrant bass part 37, The connection boatswain the load and the bass part 37 can be such as to allow relative movsmsnt along the length of thy quadrant base part.
The upper end of the quadrant system 34 it connected to the central region 18 of the leading edge region 10. The connection is such that the whole wing formation can pivot about Zen axis generally aligned in said fore and aft direction relative tug the quadrant system. If desired this connection can comma a universal form of I, pivot to enable relative movsm2nt in any direction with I respect to the wing formation.
A further possibility it that the connection is not a pivotal connection so that the flight control would reflect thy condition of the hulling formation being subjected to flexor clangs.
The tie links 14 and 15 for the end regions of the wing formation leading edge are connected to the quadrant base 37 at the point 38. Convsnisntly, the connection ;
will include a pulley unit 25 whereby thy end region of thy wing formation can be positional controlled with ra~p0ct to the quadrant to effect directional change.
It will by apprsciatsd that since the quadrant system I carries the load 179 and since this load will provide I' :~2~5~8~L
the greater part of the weight of the flyable structure any operation of the pulley unit 25 will produce a corresponding change in the shape of the wing formation and can be positional controlled with respect to the quadrant to effect directional steerage of the structure.
Various possibilities for the adjustments to the effective lengths of the lines will be considered hereinafter. for example, actual change in length or displacement of the node 16 from a position immediately 1û beneath the contra I of the leading dogs which may be regarded as displacing the load relative to the wing.
It Jill be appreciated that in a construction in which the quadrant system it fixed it not pivoted) with respect to the King formation the adjustments to the lines 14 and 15 will mainly deflect the end regions of the wing formation relative to the remainder of the wing formation.
For the purposes of adjusting the angle of attack it is possible to vary the fore and aft position of the load as discussed herein before. However, the provision of the quadrant makes it possible to introduce a further mode Or varying the angle of attack. In this awakened mode the position of the attachment point 38 it arranged to be selectively displaceable lengthwise of the quadrant base 37. Such displacement may be made by manual or motorized controls. In the latter case remote control arrangements may be provided for the control no the motor during flight.
It Jill be appreciated that in the case of manned flight the load would include the weight ox the user us), and that such manned flight can be power or non-power driven.
I
Figure 9 schematically shows how the structure of Figures 1 to 3 may by modified to enable manned flight. I
In the Figure 9 arrangement a space frays unit 40 replaces thy strut 19, the unit 40 including a bays section 41 connected to the central region 18 of the leading edge region 10 by way of the~uppar ends 42 and 43 I, of bar 44 and 45. The oases section 41 comprises a generally U-shaped element 46 including a base 47 and two arms or limbs 48. The limbs 48 are connected to the MU lower end 49 and So of the bar 44 and 45. Thy frame unit 40 is supported from the wing formation by two pairs of lines or struts 51 and 52 in such manner that the base 47 form the leading part of the unit 40 with i;
the limbs directed rear~ardly, and also such that the frame unit lies substantially horizontal when the wing formation it symmetrically positioned with respect to I.
the horizontal.
The connection button thy bars 44 and 45 and the base section 41 can be such that when the plane of the unit is horizontal the bars 44 and 45 lit in a vertical plane, or alternatively the bars may be inclined I-to the vertical plane in a rearwardly direction so that I-the leading edge region 10 of the King formation 2 is it-positioned to the rear of the leading part of the frame s unit 40. Jo A user support harness or the like 53 is suspended from the upper end regions of the bars 44 and 45 or it other location closely adjacent thereto by a mounting I`
Shackle arrangement 54. The positioning and form of the harness can be such that the user is suspended in a manner similar to the user of the so-called 'Hang Glider' and such that he is able readily to grasp the 22S~
limbs 48 to US them as a means who ebb he is able readily to displace his weight relative to the wing formation 2 in selected direction fore and aft and transversely of -the fore and aft direction of the wing formation for the purposes of controlling the flight of the flyable structure.
In practice, by adjusting hi weight in the fore and aft direction the user can selectively alter the angle of attack, and by adjusting his weight in the ~ide-to-side direction relative to the ventral vertical plane of the wing formation that latter is cause to turn to the required direction.
It Jill be appreciated that during an actual flight the user will be making various combinations of weight displacement movements so thatJin practice, the King formation may well be subjected to a relatively complex group of forces, deformations or distortions which lead to the required relative movement between the load and wing formation.
Referring now to Figure 10, the frame unit essentially comprises a rectangular portion 55 including struts Andy 59. Struts 60,61,62 and 63 are connected a shown to the corner regions of the portions 55 and also at their other ends to a common connection point or node 64. Conveniently the end region of the lower strut 58 and the struts node 64 own be used for the mounting of road running wheels 65,66 and 67 to C
thereby provide the facility of an aircraft undercarriage It will be noted that the struts 58760 and 61 will thus be in a horizontal plane.
The rectangular frame 55 lie in a plane which it tilts forwardly Vito rsspsct to thy vsrtioal 90 that us the upper strut 56 it located intermediate the lengths of the struts 60-63.
The loading edge region 10 is connected by way of pivot connections 68 and 69 to the upper corners of thy frame 55. The links 14 and 15 connect the and regions of the wing formation leading edga-and the stiffening means 11 to a connection position AYE at a location lying in the vertical plane including the lines connections and pivot connections 68 and 69 whilst the King formation set for straight flight.
A user seat unit 70 is mounted from the struts so as to be generally in thy plans containing the leading edge region 10.
As has been previously discussed the directional control is affected by the relative displacamsnt of the junction of the lines 14 and 15 to produce the relative flexor of the end portions of the wing formation.
This displacement can be by means of a joystick system (not shown) which is arranged to be able to produce the requisite displacement for directional control and also the fore and aft movement for the purposes of varying the angle of attack. I
Referring now to Figure 11 this illustrates a modification of the structure shown in Figure 10. In Figure 11 additional struts which extend to the roar of the previously described framework 55 are used to mount positional adjustable flight control surfaces. Thus the embodiment includes additional struts 71 and 72 which carry a support 73 for a rudder and elevator 75.
Control lines 76 (only one shown) are provided for enabling selective movement of the control surfaces.
.11 ` ~2~253~
These control lines 76 connect with the conventional joy-stick system for the elevator and rudder bar or the like for the rudder. Alternatively the Connally arrangement may include a canard wing arrangement.
It will be understood that any motor drive will be capable of variably spied adjustment.
Furthermore, it will be appreciated that the control of the control surfaces and the motor spend variation can be effected by remote operation such as by radio control.
It will be noted from the above discussions that a major factor in the control of the flight of the flyable structure it be the effective selective displacement of the shunters of gravity of the structure's load relative to the canine of lift and that such control can be augmented or replaced by, under certain situations, the provision of additional control surfaces which are positioned at suitable ( in aerodynamic terms ) locations with respect to the leading edge region 1C of the wing formation. It will also be appreciated that a matter of importance is the ability of the stiffening means 11 to I!
maintain the skeets of the wing formation in the required extended airfoil condition.
A further application of the flyable structure of the invention, and particularly of the embodiment of Figures I 1 to 3 it to the creation of extra lift to a conventional fixed rigid winged aircraft by, in effect, mounting the flyable structure of the present invention in a pick -back arrangement with the wings of the conventional aircraft, whereby the latter acts as the load for the wing formation and thus the flyable structure. lJith this arrangement additional lift is provided at the take-off period of the conventional aircraft. After a desired height has been attained the structure of the invention is jettisoned. This concept is very schematically shown in Figure 12.
Referring now to Figure 13, this schematically shows a flyable structure comprising a radio controllable propeller driven aircraft. In the structure shown the load 17 may be considered to incorporate, as will be discussed hereinafter, a motor drive unit, remotely operable control arrangements for the motor drive unit and any other components involved in the construction plus any spay load i.e., thy user of a structure in the cave of a manned flight.
For convenience those components that have prove bean specifically identified with reference numerals in previous Figures will be identified by thy same references in Figure 13.
Thus in Figure 13, the structure shown therein incorporates the wing formation 2 and assnciatsd stiffening means 11, the lines 14,15 and the king post 19.
Thy king post is i pivotal connected at its upper end AYE to the central region 18 of the container leading edge region 10, and at its lower end 1 spa to the load 17.
The load is regarded as including a main frame suction 80 which serves to mount the drive arrangements of the structure to be discussed hereinafter) 9 a forwardly directed main spar I carrying at its forward end a canard wing assembly 82 and the above mentioned 'pay-load' which in the Fugue is very schematically shown as a housing 83, for enclosing the main spar structure and for providing a simulated cock-pit region.
The drive drive arrangement for the flyable structure basically includes a power unit 84 including a liquid .
2~3~
fueled internal combustion engine 85 driving a propeller 86 operating in pusher mode. In the arrangement shown thy fuel tank 87 for the power unit it mounted tote top of the main frame. The conventionally provided fuel fines are not shown in the Figure The power unit it of a variable speed and is controlled by a throttle control servo unit (not shown) which it in turn controlled by a radio control unit including a radio rsceiver/transmitter unit and associated power 10 eupplie9 (not shown) The radio control unit and servo units are mounts to the main frame.
In the arrangement of Figure 13 the previously mentioned control means 24 includes a -second strut or lips element 87 which is pivotal connected to the upper end AYE of thy king pout 19 and at its lower end 878 to the tree end of a lever 88 pivotal movable about an axis substantially parallel to that of the king post 19 the lever 88 being singable about its axis under the control ox a servo control element 89 included in the structure control arrangements and mounted to the main frame section 80.
This servo control unit is under the operational control of the radio control unit. For convenience, the operation of the lever 08 and the associated servo unit 89 are externally mounted to the main frame The end of the lines 14,15 also connect with the end of the lever a whereby the latter point of connection forms the previously mentioned node 26 so that the pivotal displacement of the lever 88 produces a displacement of the node with respect to the main Prime section 80 and thus the remainder ox the load. Consequently, upon movement of the lever 88 .
pull is exsrtsd on one or the other of the lines 14 and 15 whereby thy container tilts with respect to the king post 19 according to the direction of displacement of the fever spa about the king post with the extent of tilt S related to the extent of pivotal movement of the fever I
The canard wing assumably 90 includes an elevator surface 91 and a positional adjustable control surface 92 whose angular setting to the horizontal controls the climb and descent of the flyable 8 tractors. The 1û elevator surface connects with a control fever or the like 93 josh is selectively movable try way of a control connection 94 with a control servo unit (snot shown) mounted to the main frame and operable by the radio control unit.
Thy structure is mounted upon a nose wheel 95 steerable connected with the leading edge of the main spar By and fixed wheel 96 carried by mounting strut 97 extending from each side of the main frays. The steering of the front wheel is effected by way of a control linkage which couples the nose wheel movements to thy movements of the lever 88. This particular control is particularly utilized during taxiing no thy flyable structure.
It will be understood from the above discussion that thy container needs to be made from a material which enables the flexing of the container during use and which will also snowball the sslsction of a desired flight profile. For small aircraft for sample wing spans of 1 to ohmmeters a material commonly known as Rip Stop Nylon has been considers suitable. (Nylon is a Registered Trade Mark). Other materials exhibiting corresponding strength, flexibility and imperviousness to passage of air may be used.
If it is desired to increase the overall lift it is possible to use one or more additional wing formations which is or are arranged in stacked formation above the wing formation actually coupled to the king post.
Any such additional wing formations would be attached by way of connections between the end regions of the stiffening means of successive wing formations. With this arrangement any such additional wing formations will be caused to move with, i.e., displace, flux or the like with the wing formation attached to the king pout and lines 14,15. If desired the lines 14 and 15 may me extended so as to by connectable to the stiffening means of all of the wing formations used.
From the above it will be seen that the invention provides a fuse flyable structure in which the King formation the king post and the load provide what it essentially a compute construction-in that the wing formation it maintained at the leading edge region thereof at a predetermined distance away from thy load, whereby the leading edge Ryan cannot collapse towards the load. wearing in mind the us of the propeller 86 a support bracket 98 is provided for holding the trailing edge regions of the container or containers away from the propeller whilst it it in a preflight collapsed condition in the cave of ram air fellable i.e., pressurizable containers.
;, r,
fueled internal combustion engine 85 driving a propeller 86 operating in pusher mode. In the arrangement shown thy fuel tank 87 for the power unit it mounted tote top of the main frame. The conventionally provided fuel fines are not shown in the Figure The power unit it of a variable speed and is controlled by a throttle control servo unit (not shown) which it in turn controlled by a radio control unit including a radio rsceiver/transmitter unit and associated power 10 eupplie9 (not shown) The radio control unit and servo units are mounts to the main frame.
In the arrangement of Figure 13 the previously mentioned control means 24 includes a -second strut or lips element 87 which is pivotal connected to the upper end AYE of thy king pout 19 and at its lower end 878 to the tree end of a lever 88 pivotal movable about an axis substantially parallel to that of the king post 19 the lever 88 being singable about its axis under the control ox a servo control element 89 included in the structure control arrangements and mounted to the main frame section 80.
This servo control unit is under the operational control of the radio control unit. For convenience, the operation of the lever 08 and the associated servo unit 89 are externally mounted to the main frame The end of the lines 14,15 also connect with the end of the lever a whereby the latter point of connection forms the previously mentioned node 26 so that the pivotal displacement of the lever 88 produces a displacement of the node with respect to the main Prime section 80 and thus the remainder ox the load. Consequently, upon movement of the lever 88 .
pull is exsrtsd on one or the other of the lines 14 and 15 whereby thy container tilts with respect to the king post 19 according to the direction of displacement of the fever spa about the king post with the extent of tilt S related to the extent of pivotal movement of the fever I
The canard wing assumably 90 includes an elevator surface 91 and a positional adjustable control surface 92 whose angular setting to the horizontal controls the climb and descent of the flyable 8 tractors. The 1û elevator surface connects with a control fever or the like 93 josh is selectively movable try way of a control connection 94 with a control servo unit (snot shown) mounted to the main frame and operable by the radio control unit.
Thy structure is mounted upon a nose wheel 95 steerable connected with the leading edge of the main spar By and fixed wheel 96 carried by mounting strut 97 extending from each side of the main frays. The steering of the front wheel is effected by way of a control linkage which couples the nose wheel movements to thy movements of the lever 88. This particular control is particularly utilized during taxiing no thy flyable structure.
It will be understood from the above discussion that thy container needs to be made from a material which enables the flexing of the container during use and which will also snowball the sslsction of a desired flight profile. For small aircraft for sample wing spans of 1 to ohmmeters a material commonly known as Rip Stop Nylon has been considers suitable. (Nylon is a Registered Trade Mark). Other materials exhibiting corresponding strength, flexibility and imperviousness to passage of air may be used.
If it is desired to increase the overall lift it is possible to use one or more additional wing formations which is or are arranged in stacked formation above the wing formation actually coupled to the king post.
Any such additional wing formations would be attached by way of connections between the end regions of the stiffening means of successive wing formations. With this arrangement any such additional wing formations will be caused to move with, i.e., displace, flux or the like with the wing formation attached to the king pout and lines 14,15. If desired the lines 14 and 15 may me extended so as to by connectable to the stiffening means of all of the wing formations used.
From the above it will be seen that the invention provides a fuse flyable structure in which the King formation the king post and the load provide what it essentially a compute construction-in that the wing formation it maintained at the leading edge region thereof at a predetermined distance away from thy load, whereby the leading edge Ryan cannot collapse towards the load. wearing in mind the us of the propeller 86 a support bracket 98 is provided for holding the trailing edge regions of the container or containers away from the propeller whilst it it in a preflight collapsed condition in the cave of ram air fellable i.e., pressurizable containers.
;, r,
Claims (9)
1. A flyable structure comprising; a wing formation including an air inflatable elongate container having a leading edge region, and a trailing edge region, the container being of such form that when inflated it provides an aerofoil cross-section whereby relative displacement between the container and surrounding air produces aerodynamic lift; elongate means for supporting and maintaining the leading edge region in an extended condition whilst leaving the trailing edge region unsupported; a king-post arrangement for supporting a load below the wing formation, the king-post arrangement having a lower end to which the load is connected and an upper end connected with the center of the elongate means and thus the leading edge region of the wing formation by way of a pivotal connection which allows for relative tilt between the wing information and the king-post arrangement; and means for controlling the flight path of the structure by producing relative tilting movement between the wing formation and the king-post arrangement, the flight path control means including control connections co-operating with the the opposite ends of the leading edge region of the wing formation, and control connection adjustment means for selectively varying the relative positions of the ends of the leading edge regions relative to the load for the purpose of producing said relative tilt, the control connection adjustment means being mounted to the structure at a location spaced downwardly of the pivotal connection.
2. A flyable structure as claimed in claim 1, and in which the control connections comprise first and second lines, stays or the like which are respectively connected at one end thereof to said opposite end regions of the the elongate member and which are at their other ends effectively connected together at the control connection adjustment means, the latter being located in the vicinity of the lower end of the king-post arangement.
3. A flyable structure as claimed in claim 2, in which the first and second lines, stays or the like are utilised to deform the elongate member into a curved profile which provides a required flight profile for the leading edge region of the wing formation.
4. A flyable structure as claimed in claim 3, and in which the control connection adjustment means includes a strut having an upper end and a lower end, a pivotal connection between the upper end of the strut and the wing formation, means for connecting the first and second lines, stays or the like with the lower end of the strut, and means for enabling selective displacement of the strut lower end with respect to the king-post arrangement in such manner that a related flight path control tilt is produced between the wing formation and the king post arrangement thereby to enable control of the flight path of the flyable structure.
5. A flyable structure as claimed in claim 4, and including a lever mounted for pivotal movement about an axis substantially parallel to that of the king post arrangement, said lever also being pivotally connected to the lower end of the strut, therebeing a servo control arrangement included in said control means for producing selective pivoting of the lever with respect to the king-post arrangement and thus a consequential movement of the strut which produces said flight path control relative tilt.
6. A flyable structure as claimed in claim 4, and including wheels mounted to the structure for enabling taxiing of the structure, means for enabling steering movements of at least one of the wheels, and a control connection between the steerable wheel and the control adjustment means.
7. A flyable structure as claimed in claim 1, and comprising positionally adjustable flight control surfaces for facilitating the control of the flight path of the flyable structure, said flight control surfaces not being on the wing formation.
8. A flyable structure as claimed in claim 6, and in which said positionally adjustable control surfaces include a canard wing assembly incorporating an elevator surface whose setting with respect to the remainder of the canard wing assembly serves to control the climb and descent ofthe flyable structure.
9. A flyable structure as claimed in claim 3, and in which the means for producing said relative displacement includes a power drive unit including a propeller operating in a pusher mode.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB8311921 | 1983-04-30 | ||
| GB838311921A GB8311921D0 (en) | 1983-04-30 | 1983-04-30 | Inflatable flyable structure |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1225381A true CA1225381A (en) | 1987-08-11 |
Family
ID=10542004
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000438672A Expired CA1225381A (en) | 1983-04-30 | 1983-10-07 | Free flyable structure |
Country Status (2)
| Country | Link |
|---|---|
| CA (1) | CA1225381A (en) |
| GB (1) | GB8311921D0 (en) |
-
1983
- 1983-04-30 GB GB838311921A patent/GB8311921D0/en active Pending
- 1983-10-07 CA CA000438672A patent/CA1225381A/en not_active Expired
Also Published As
| Publication number | Publication date |
|---|---|
| GB8311921D0 (en) | 1983-06-02 |
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| Date | Code | Title | Description |
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