AU2015203190A1 - A system for controlled vertical movement of an aircraft - Google Patents

Abstract

A system comprising means for generating airflow and a curved substrate is disclosed. The curved substrate has a 5 convex upper surface and the airflow generating means is configured to direct airflow onto the convex upper surface of the curved substrate to generate sufficient lift to control vertical movement of an aircraft. Also disclosed are an aircraft that incorporates the system and an array 10 including multiple systems. 6593318_1 (GHMatters) P100059.AU NICKH

Description

- 1 A SYSTEM FOR CONTROLLED VERTICAL MOVEMENT OF AN AIRCRAFT Field of the Invention This invention relates to a system that allows controlled 5 vertical movement of aircraft, such as for example, during take-off and landing. Background Art Aircraft such as helicopters and some specialized fixed 10 wing aircraft are capable of controlled vertical manoeuvres, including take-off, landing and hovering. Typically, various forms of horizontally rotating blades fixed onto the aircraft are used for achieving these 15 manoeuvres. However, these blades generate direct downdraft which often cause disturbances to the ground and any structures under the aircraft. Additionally, the efficiency of these manoeuvres is poor 20 compared to their corresponding horizontal counterparts of fixed wing aircraft. The inefficiencies of these controlled vertical manoeuvres manifest themselves in a variety of forms including high levels of noise, air turbulence, vibration, engine power and fuel consumption. 25 It is desirable to provide a system for enabling controlled vertical manoeuvres of aircraft that reduces at least one of the inefficiencies described above. Suitably, the system reduces direct downdraft. 30 Summary of the Invention The present invention provides a system that controls vertical movement of an aircraft. 35 In one aspect of the present invention, there is provided a system comprising means for generating airflow and a curved substrate having a convex upper surface, wherein 6593318_1 (GHMatters) P100059.AU NICKH - 2 the means for generating airflow is configured to direct airflow onto the convex upper surface of the curved substrate to generate sufficient lift to control vertical movement of an aircraft. 5 The curved substrate functions as a lifting surface to lift the substrate upwardly when sufficient airflow passes over the convex upper surface. 10 Although not wishing to be bound by this theory, it is believed that a pressure gradient exists across a curved stream of air (i.e. a streamline) passing over the convex upper surface of the curved substrate with the pressure decreasing in the direction towards the centre of 15 curvature. In this respect, when a streamline travels horizontally across a convex upper surface of a curved substrate, air particles in a thin layer of air occupying the space between the streamline and the convex upper surface (known as the under-stream zone) migrate into the 20 streamline. This forms a region of low pressure in the under-stream zone. The inertia of the streamline particles resists the process of under-stream zone air particle replenishment, 25 which decreases as the speed of the streamline increases. Accordingly, the faster the streamline, the lower the air pressure in the under-stream zone. The air pressure above the streamline is unaffected thus higher than the pressure below the streamline whereupon 30 the resulting pressure differential deflects the streamline slightly downwards. At each point along the downward slope of the convex upper surface, the path of the streamline incrementally increases downward to form a curved streamline with the amount of curvature dependent 35 upon streamline speed. Lift may be maximised when the curvature of the upper 6593318_1 (GHMatters) P100059.AU NICKH - 3 convex surface matches the curvature of the curved streamline, which maximises low pressure across the surface area of the convex upper surface. 5 The pressure differential across the lifting surface supports the aircraft in the air. The system may provide lift by propelling/directing air as a curved streamline arcing close above the convex upper 10 surface of the lifting surface. As such, the curved streamline develops a pressure gradient perpendicular to the direction of flow, producing low pressure on top of the lifting surface to provide lift to the lifting surface. 15 Vertical movement of the system may be controlled using the means for generating airflow to propel air over the convex upper surface of the curved substrate to provide an area of low pressure air over the convex upper surface. 20 The system may control vertical movement without generating substantial downdraft under the curved substrate. 25 The system may allow an aircraft to make a variety of controlled vertical manoeuvres including lifting and hovering, for example, during take-off and landing. The system may generate thrust in a generally 30 perpendicular to the plane of the curved substrate. The means for generating airflow may direct airflow substantially onto the convex upper surface to improve efficiency of controlling vertical movement of the system. 35 In contrast, directing airflow evenly onto the convex upper surface and a lower surface of the curved substrate requires increased power from the system to control 6593318_1 (GHMatters) P100059.AU NICKH - 4 vertical movement of an aircraft. The curved substrate may be an airfoil. In an embodiment, the means for generating airflow propels air as a curved 5 streamline arcing just above the convex upper surface of the airfoil. The curved substrate may be an annular airfoil. In an embodiment, the means for generating airflow may propel 10 air radially across the annular airfoil. Suitably, the means for generating airflow propels air radially outwards as a curved streamline arcing just above an upper surface of the annular lifting surface. Suitably, the means for generating airflow may be centrally aligned within the 15 annular airfoil. The curved substrate may form part of an aircraft. The means for generating airflow may be a fan or an 20 aircraft engine. Suitably, the engine may be a Honeywell T-55 turboshaft engine. In this specification, the terms "horizontal" and "vertical" when used in reference to the orientation of a 25 fan or aircraft engine relative to the curved substrate are references to the orientation of the fan or aircraft engine relative to plane of the curved substrate, unless otherwise specified. 30 The axis of the fan may be vertical relative to the curved substrate. Suitably, the axis of the fan may be perpendicular to the curved substrate. In an embodiment, the means for generating airflow may be 35 a centrifugal fan wheel that directs air radially onto the convex upper surface of the curved substrate. Suitably, the centrifugal fan wheel is in skeletal form. 6593318_1 (GHMatters) P100059.AU NICKH - 5 In an embodiment, the means for generating airflow may be a centrifugal fan that propels air via one or more ducts over the convex upper surface of the curved substrate. 5 In an embodiment, the means for generating airflow may be an engine that directs airflow via one or more ducts over the convex upper surface of the curved substrate. 10 The engine may include a deflector for directing airflow from the engine onto the convex upper surface of the curved substrate. In an embodiment, the means for generating airflow may 15 include an aircraft engine oriented vertically relative to the plane of the curved substrate and a deflector for directing airflow from the engine horizontally onto the convex upper surface of the curved substrate. Suitably, the engine is a jet engine. 20 In another embodiment, the means for generating airflow includes an aircraft engine oriented horizontally relative to the plane of the curved substrate and a deflector for directing airflow from the aircraft engine horizontally 25 onto the convex upper surface of the curved substrate. Suitably, the engine is a jet engine. The deflector may be a thrust diverting device that propels the airflow, for example in the form of exhaust, 30 onto the convex upper surface of the curved substrate. Suitably, the deflector is an upwardly pointing cone-like thrust diverting device that propels the exhaust over the convex upper surface of the curved substrate. 35 In another aspect, the present invention provides an aircraft including a convex upper portion and means for generating airflow, and wherein the means for generating 6593318_1 (GHMatters) P100059.AU NICKH - 6 airflow is configured to direct airflow onto the convex upper portion to generate sufficient lift to control vertical movement of the aircraft. 5 Directing the airflow over the upper convex portion generates a lower pressure on the convex portion relative to the pressure present on a lower surface of the convex portion, so that an overall upward force is applied to the convex upper portion and the aircraft. The force, although 10 controllable by controlling the airflow, is sufficient to counteract the weight force of the aircraft so that the aircraft is able to move vertically. Controlling the lift enables the aircraft to take-off, land, and climb or descend in altitude in a controlled manner. 15 Suitably, air on the lower surface of the lifting surface may be generally stationary when the aircraft is hovering. This reduces direct downdraft under the lifting surface. This is advantageous when the lifting surface forms part 20 of an aircraft to reduce the amount of air turbulence experienced by the ground under the aircraft. The aircraft may include suitable pilot flight controls. 25 The means for generating airflow may be positioned above the convex portion of the aircraft body. The body of an aircraft cabin roof may form the convex portion below the means for generating airflow. In this 30 embodiment, the means for generating airflow is preferably a centrifugal fan wheel. More preferably, the centrifugal fan wheel is in a skeletal form. The convex portion of the aircraft body may be an annular 35 lifting surface or an annular airfoil. In this embodiment, the aircraft may include flaps and rudders to manoeuvre the aircraft. 6593318_1 (GHMatters) P100059.AU NICKH - 7 The means for generating airflow may propel air to form curved streamlines arcing over the aircraft body to generate low air pressure above said aircraft body to 5 provide lift for the aircraft. Suitably, the aircraft may include a means for apportioning output from the means for generating airflow between airflow for generating lift and airflow for 10 directional movement, other than vertical movement, of the aircraft. The airflow for directional movement may be for controlling pitch, yaw and/or roll of an aircraft. It may also be airflow for aircraft thrust, i.e. for propelling an aircraft in a direction other than vertically. 15 In an embodiment, the apportioning means may include a first outlet duct for directing airflow over the convex upper portion to generate lift, thereby controlling vertical movement of the aircraft, and a second outlet 20 duct for controlling non-vertical movement, including controlling aircraft orientation. The duct may incorporate an internal moveable vane for apportioning aircraft engine output between a first outlet duct and a second outlet duct. 25 In an embodiment, the apportioning means may include a duct that is slidable from a position where it does not receive airflow from the airflow generating means to a position in which it receives airflow from the airflow 30 generating means, and wherein the duct diverts airflow from generating lift to controlling aircraft orientation and/or aircraft non-vertical movement. In an embodiment, the aircraft may include an 35 aircraft engine enclosure that controllably apportions airflow for generating lift and for generating non vertical movement via an array of aircraft engine 6593318_1 (GHMatters) P100059.AU NICKH - 8 enclosure outlets that are controlled by either doors or valves. In an embodiment, the apportioning means for an aircraft 5 centrifugal fan wheel comprises a fan enclosure that is moveable co-axially with the axis of the fan wheel. The array of aircraft engine enclosure outlets may be either fully opened or fully closed in sequence so as to each provide full thrust when open, whereupon incidentally 10 aircraft hover performance will alter in steps. The array of aircraft engine enclosure outlets, when used in conjunction with jet engines incorporated within the fuselage, may have the ends of their outlets emerging from 15 a wing root. The axially moveable centrifugal fan enclosure may be positioned above the means for generating airflow which may be, for example, a centrifugal fan wheel. 20 The aircraft may include an axially moveable centrifugal fan enclosure which is rotatable to provide thrust in a chosen direction. In this respect, the moveable centrifugal fan enclosure may perform any one or more of 25 the following functions: acting as a counter to a cross wind whilst primarily in aircraft hover; and providing manoeuvring capability whilst primarily in aircraft hover; and 30 providing aircraft steerage means whilst in forward aircraft flight. In an embodiment, the aircraft includes a centrifugal fan for propelling air to self-form a curved streamline arcing 35 just over the aircraft wings for aircraft hover. The centrifugal fan may provide aircraft forward thrust. 6593318_1 (GHMatters) P100059.AU NICKH - 9 Suitably, the centrifugal fan may be positioned in a fuselage of a fixed wing style aircraft. 5 A pair of the centrifugal fans may be placed side by side in the fuselage. Suitably, the pair of centrifugal fans may be placed in line within the fuselage instead of in line with the wings. Advantageously, this accommodates larger centrifugal fans. 10 In another aspect, the present invention provides an aircraft that includes at least two systems as described above and arranged in an array, wherein the array possesses a lifting capacity equivalent to the combined 15 lifting capacity of the systems in the array. Suitably, a system within the aircraft may include a control room/cockpit for controlling the aircraft. More suitably, only one system within the aircraft may include 20 a control room/cockpit. In this embodiment, the other systems within the aircraft do not require crew, flight controls or a cabin. The systems in the aircraft may be arranged on a polygonal 25 frame to improve the stability of the aircraft. Suitably, the systems in the aircraft may be arranged on a hexagonal frame. The aircraft may have at least one Honeywell T-55 30 turboshaft engine. Embodiments of the system or the aircraft described above may include one or more of: means to manoeuvre aircraft with either an 35 annular lifting surface or an annular airfoil; means to construct a skeletal centrifugal fan; means to proportionally alter vent airflow 6593318_1 (GHMatters) P100059.AU NICKH - 10 between two outputs; means to utilize centrifugal fans for hover and thrust means; means to move vent diversion systems to mate with 5 aircraft jet engine outputs; means to transfer engine power proportionally in desired amounts between aircraft thrust and aircraft hover; means to transfer engine airflow to any desirable 10 aircraft location including the opposite side of an aircraft; means to vent jet engine enclosures to thereby provide thrust for aircraft hover means; means to utilize aircraft wings for aircraft 15 hover means; means to pattern airflow across aircraft wings; means to change centrifugal fan output as thrust in any desired direction in the plane of said centrifugal fan; 20 means to aerodynamically shield duct components from forward flight airflow; means to assemble an array of hovering craft; means to provide suitable flight controls for a pilot; 25 means to provide thrust for aircraft rotation means; and means to provide facilities means for cargo, passengers, ordinance, fuel and other practical functions. 30 Brief Description of the Drawings Preferred embodiments of the invention will be described, by way of example, with reference to the accompanying drawings in which: 35 Figures 1A to 1E are cross-sectional views of embodiments of systems according to the present invention. 6593318_1 (GHMatters) P100059.AU NICKH - 11 Figure 2A is a top view of one embodiment of a system according to one form of the present invention. Figures 2B to 2F are top views of the system of Figure 2A 5 illustrating the different combinations of rotation and lateral thrust. Figure 3A is a side view of an embodiment of a fan shown in Figure 3B in the direction indicated by arrow A. 10 Figure 3B is a top view of the fan of Figure 3A. Figure 3C is a side view of an embodiment of a fan in Figure 3D in the direction indicated by arrow C. 15 Figure 3D is a top view of the fan of Figure 3C. Figure 3E is a side view of an embodiment of a fan in Figure 3F in the direction indicated by arrow E. 20 Figure 3F is a top view of the fan of Figure 3E. Figures 4A, 4E and 4F are top views of a system according to various embodiments of the present invention. 25 Figures 4B to 4D are cross-sectional views of various embodiments of systems according to the present invention. Figures 5A to 5D illustrate airflow streamlines over 30 various wings in accordance with different embodiments of an aircraft according to the present invention. Figure 6A is a cross-sectional view of a centrifugal fan according to one embodiment of the present invention. 35 Figures 6B and 6C are top views of arrangements of fan assemblies in line with the wings and in line with the 6593318_1 (GHMatters) P100059.AU NICKH - 12 fuselage, respectively, including a pair of the centrifugal fans of Figure 6A and illustrate airflow streamlines over convex wings in accordance with different embodiments of an aircraft according to the present 5 invention. Figures 7A to 7C are cross-sectional views of a centrifugal fan according to one embodiment of the present invention illustrating the change in direction of an 10 airstream output between first and second outlet ducts. Figures 8A and 8C are cross-sectional views of embodiments of centrifugal fans according to the present invention. 15 Figure 8B is a top view of a fan assembly including two centrifugal fans of Figures 8A. Figure 8D is a top view of a fan assembly including the centrifugal fan of Figure 8A and the centrifugal fan of 20 Figure 8C and illustrate airflow streamlines over convex wings in accordance with different embodiments of an aircraft according to the present invention. Figures 9A to 9D are cross-sectional views of a jet 25 turbine engine according to one embodiment of the present invention illustrating the change in direction of an airstream output between first and second outlet ducts. Figures 10A to 10C are cross-sectional views of a jet 30 turbine engine according to one embodiment of the present invention illustrating the change in direction of an airstream output between first and second outlet ducts. Figure 10D is a side view of the jet turbine engine of 35 Figures 10A to 10C. Figure 10E is a cross-sectional view of a sliding sleeve 6593318_1 (GHMatters) P100059.AU NICKH - 13 that fits onto the sliding duct section of the jet turbine engine of Figures 10A to 10C. Figures 11A to 11E are cross-sectional views of a jet 5 turbine engine according to one embodiment of the present invention illustrating the retraction of a sliding airflow deflector into aircraft fuselage. Figure 12A is a top view of an aircraft according to one 10 embodiment of the present invention. Figures 12B to 12G illustrate the jet turbine engine of Figure 12A utilising different methods of transitioning between aircraft hover and aircraft thrust. 15 Figure 13A is a cross-sectional view of an aircraft including a jet turbine engine according to one embodiment of the present invention and illustrate airflow streamlines over convex wings in accordance with different 20 embodiments of an aircraft according to the present invention. Figure 13B is a cross-sectional view of an aircraft including two jet turbine engines according to one 25 embodiment of the present invention and illustrate airflow streamlines over convex wings in accordance with different embodiments of an aircraft according to the present invention. 30 Figure 13C is a top view of an aircraft including lateral vents according to one embodiment of the present invention and illustrate streamlines above the wings and illustrate airflow streamlines over convex wings in accordance with different embodiments of an aircraft according to the 35 present invention. Figures 14A to 14F illustrate different configurations of 6593318_1 (GHMatters) P100059.AU NICKH - 14 multiple systems coupled together to apply their combined lifting capacity to a load according to the present invention. 5 Figures 15A to 15K illustrate flight controls of the aircraft according to one embodiment of the present invention. Figure 16A is a top view of a system according to one form 10 of the present invention including a valved torque nozzle assembly. Figures 16B to 16F are cross-sectional views of the valved torque nozzle assembly in Figure 16A illustrating the 15 change in direction of an airstream output between the outlet ducts. Figure 17A is a cross-sectional view of an annular aircraft according to one embodiment of the present 20 invention. Figure 17B is a top view of the annular aircraft of Figure 17A. 25 Figure 18A is a cross-sectional view of an annular aircraft according to one embodiment of the present invention. Figure 18B is a top view of the annular aircraft of Figure 30 18A. Figure 19A is an underside view of a hexagonal aircraft assemblage according to one embodiment of the invention. 35 Figure 19B is a side view of the hexagonal aircraft assemblage of Figure 19A. 6593318_1 (GHMatters) P100059.AU NICKH - 15 Figure 19C is a top view of the hexagonal aircraft assemblage of Figure 19A. Detailed Description 5 With reference to Figures 1A to 1E, methods of generating lift for aircraft hover according to a preferred embodiment of the invention are illustrated, as are aircraft according to this embodiment of the invention. 10 In this embodiment, one form of generating lift for aircraft hover is shown in cross sectional view Figure 1A wherein motor 1 drives non-enclosed centrifugal fan wheel 2 thus radially propelling air 3 across airfoil 4 that is preferably of an annular form. An annular form of airfoil 15 4 provides high structural strength compared to a conventional aircraft wing. An annular form of airfoil 4 is devoid of wing tips and consequently devoid of wing tip vortices otherwise formed via passing air 5. 20 In this embodiment, a preferred form of generating lift for aircraft is shown in cross sectional view Figure 1B wherein the method of generating lift via lifting surface 6 utilises air 3 propelled near an upper surface of lifting surface 6 whereupon air particles near lifting 25 surface 6 migrate into propelled air 3 thus forming a lower air pressure at lifting surface 6. The pressure gradient that develops perpendicular to the direction of the flow of air 3 between the air above air 3 and the lower pressure air below air 3 causes air 3 to curve in 30 the form of a curved streamline 7. The curvature of lifting surface 6 is designed to follow the curvature of curved streamline 7 to maximise low pressure air on lifting surface 6. The higher air pressure below the aircraft incorporating lifting surface 6 combined with the 35 low air pressure on lifting surface 6 provides lift for aircraft hover. This method avoids drag to air 3 caused by both the leading edge of airfoil 4 and the underside of 6593318_1 (GHMatters) P100059.AU NICKH - 16 airfoil 4 illustrated in Figure 1A. In this embodiment, cross sectional view Figure 1C illustrates the embodiment of Figure 1B with generic 5 fuselage 8 incorporating lifting surface 6. In this embodiment, external view Figure 1D illustrates turbofan 9 mounted via struts 10 to deflector 11 incorporating lifting surface 6 and optional fuselage 12 10 wherein deflector 11 transforms downward thrust of turbofan 9 into curved streamline 7 just above lifting surface 6 thus providing low air pressure upon the upper surface of lifting surface 6 thereby providing lift to lifting surface 6 that can be used for aircraft hover. 15 In this embodiment, cross sectional view Figure 1E illustrates turbofan 9 mounted via struts 10 to deflector 11 of the embodiment of Figure 1D configured with airfoil 4 of the embodiment of Figure 1A. 20 With reference to top view Figures 2A to 2F, various forms of generating tilt, rotation and lateral thrust for aircraft manoeuvring are illustrated. 25 Figures 2A to 2F are drawn with centrifugal fan wheel 2 of Figures 1A to 1C that can be directly replaced with turbofan 9 and deflector 11 of Figures 1D to 1E. Figures 2A to 2F are drawn with lifting surface 6 of 30 Figures 1B to 1D that can be directly replaced with airfoil 4 of Figure 1A. In this embodiment, one form of generating tilt, rotation and lateral thrust for aircraft manoeuvring is shown in 35 top view Figure 2A wherein aircraft 20 is illustrated with a preferably annular shape that incorporates flaps 21 and rudders 22 with curved streamline 7 provided by 6593318_1 (GHMatters) P100059.AU NICKH - 17 centrifugal fan wheel 2. Flaps 21 are hinged on the side closest to centrifugal fan wheel 2, however said hinges and any related actuating 5 mechanisms are not illustrated as it is understood that any suitable means as per the art will suffice. With the upper surface of flaps 21 set flush with the upper surface of lifting surface 6 there is no notable 10 impediment to curved streamline 7 and thus no tilt means provided to aircraft 20. Assuming that curved streamline 7 is optimised for the diameter of lifting surface 6 for best lift provision performance, then any raising or lowering of an individual flaps 21 will impair the 15 performance of curved streamline 7. This will in turn impair lift causing aircraft 20 to tilt downwards at the position of said flaps 21. Raising any one of flaps 21 will impair lift more than lowering of said flaps 21, as the raising of flaps 21 directly disrupts the flow of 20 curved streamline 7 causing loss of lift and further deflects curved streamline 7 upwards. This provides downward thrust furthering loss of lift at the position of said flaps 21. Thus raising of any one of flaps 21 is the preferred method of tilt control of aircraft 20. Any use 25 of a given flap 21 for tilt control of aircraft 20 will also cause some thrust in the direction of the flap 21 as thrust will no longer be radially balanced across aircraft 20. 30 In the instance of using turbofan 9 and deflector 11 instead of centrifugal fan wheel 2, a further means of providing a combination of tilt and lateral thrust to aircraft 20 can be provided by any combination of tilting turbofan 9 or deflector 11, or any other suitable means of 35 deflecting the output of turbofan 9 such as by a flap or shield. 6593318_1 (GHMatters) P100059.AU NICKH - 18 Rudders 22 are mounted vertically hinged onto the rim of lifting surface 6, however said hinges and any related actuating mechanisms are not illustrated as it is understood that any suitable means as per the art will 5 suffice. With rudders 22 in the position illustrated there is no notable impediment to curved streamline 7 and thus no rotational means or lateral thrust means is provided to aircraft 20. 10 Should any of rudders 22 be angled away from their positions shown in Figure 2A, then curved streamline 7 will be deflected thereby causing a combination of rotation or lateral thrust to be applied to aircraft 20 whilst maintaining even lift upon aircraft 20. 15 Apart from using rudders 22 for rotational manoeuvring of aircraft 20, rudders 22 can also be used to counteract motor 1 torque effects when motor 1 power is altered. 20 Figures 2B to 2F show the rudders 22 of Figure 2A in various positions which provide combinations of rotation and lateral thrust to aircraft 20. In this embodiment, Figures 2B shows rudders 22 angled in 25 a clockwise manner thereby causing aircraft 20 to rotate in an anticlockwise manner in the direction of arrow 23. In this embodiment, Figures 2C shows rudders 22 angled in an anticlockwise manner thereby causing aircraft 20 to 30 rotate in a clockwise manner in the direction of arrow 23. In this embodiment, Figures 2D shows rudders 22 symmetrically angled from an imaginary centreline in line with arrow 23 such that lateral thrust is applied to 35 aircraft 20 in the direction of arrow 23. As there will be some loss of lift on the side of aircraft 20 in the direction of flight, the resulting tilting can be 6593318_1 (GHMatters) P100059.AU NICKH - 19 compensated for by slightly raising one or more of flaps 21 at the opposite side of aircraft 20. Overall loss of lift at any time can be compensated for by increasing the power output of motor 1 or turbofan 9 as appropriate. 5 In this embodiment, Figures 2E shows rudders 22 variously angled such that rotation combined with lateral thrust is applied to aircraft 20 in the direction of arrow 23. 10 In this embodiment, Figures 2F shows rudders 22 variously angled such that rotation combined with lateral thrust is applied to aircraft 20 in a different direction of arrow 23. 15 With reference to Figures 3A to 3F, side and top cross sectional views of three forms of centrifugal fan wheel 2 are illustrated according to one embodiment of the invention: 20 Figures 3A and 3B are further views of a common centrifugal fan wheel 2 of Figures 1A to 1C illustrating hub 30, impeller blades 31 and further illustrating radially propelled air 3; Figures 3C and 3D are views of a skeletal 25 embodiment of Figures 3A to 3B illustrating bracing 32 wherein this embodiment would have both less drag and rotational inertia than the embodiments of Figures 3A to 3B; and Figures 3E and 3F are views of a preferred 30 skeletal embodiment of Figures 3A to 3B illustrating bracing 33 with ring brace 34 wherein this preferred embodiment would have both less drag and rotational inertia than the embodiments of Figures 3A to 3D. 35 Figures 3C to 3F may alternatively be fitted with bicycle style bracing however such bracing may offer higher air turbulence in operation. 6593318_1 (GHMatters) P100059.AU NICKH - 20 Preferably, aircraft fuselage will form underneath a skeletal embodiment of a centrifugal fan wheel as per Figures 3C to 3F in a manner akin the embodiment of Figure 5 1C. This utilizes the low air pressure region within said centrifugal fan wheel to provide lift to the aircraft fuselage. Although not illustrated, centrifugal fan wheel 2 may be 10 provided with a means to rotate impeller blades 31 on their axis to provide: a means for setting centrifugal fan wheel 2 to a state wherein it does little or no useful work whilst rotating at high speed thus enabling a rapid aircraft take 15 off capability; and a means for optimising efficiency and power for centrifugal fan wheel 2 at different rotation speeds and altitudes. 20 With reference to Figures 4A to 4F, an example of a method for smoothly transitioning between aircraft 40 hover and aircraft 40 thrust utilizing a centrifugal fan 41 is illustrated according to one embodiment of the invention. 25 With reference to Figure 4A in a similar manner to the embodiment of Figure 1C, is a top view illustration of aircraft 40 wherein laterally expelled air from centrifugal fan 41 radially forms curved streamlines 7 arcing closely above lifting surface 42 thus supplying low 30 pressure air to the upper surface of lifting surface 42 thus providing lift for aircraft 40 hover. Lifting surface 42 is preferably circular to maximise lift efficiency but may be of any desirable shape such as a conventional aircraft wing to maximize horizontal flight 35 efficiency. Centrifugal housing 43 is formed in a similar manner to 6593318_1 (GHMatters) P100059.AU NICKH - 21 conventional centrifugal blower fan housings so as to form outlet duct 44 venting airstream 45 for aircraft 40 thrust to move aircraft 40 in direction 46 being in the opposite direction of airstream 45. 5 Although not illustrated for clarity, preferably the inlet of centrifugal housing 43 incorporates a protective mesh to prevent foreign matter entering and damaging centrifugal fan 41. 10 Preferably outlet duct 44 and airstream 45 for aircraft 40 thrust are aligned with the axis of centrifugal fan 41. The central portion of centrifugal housing 43 has upper 15 and lower surface circular cut outs slightly larger than the diameter of centrifugal fan 41 to provide a means of co-axially sliding centrifugal housing 43 axially over the outlets of centrifugal fan 41. 20 When aircraft 40 is hovering, external airflow across aircraft 40 (such as that caused by forward aircraft 40 flight) is at a minimum, and centrifugal housing 43 is fully retracted from centrifugal fan 41. In this condition, lateral forces via airflow upon centrifugal 25 housing 43 are at a minimum. Accordingly, the centrifugal housing 43 can be positioned above or below centrifugal fan 41. However, positioning of centrifugal housing 43 above 30 centrifugal fan 41 offers the advantages of firstly increased protection of centrifugal fan 41 against foreign objects and secondly does not require lifting surface 42 to be compromised with a receiving well for centrifugal housing 43. In contrast, when aircraft 40 is in forward 35 flight, the centrifugal housing 43 encloses centrifugal fan 41 and provides a minimum aircraft drag configuration. Thus it is preferable that centrifugal housing 43 is 6593318_1 (GHMatters) P100059.AU NICKH - 22 positioned above centrifugal fan 41 when aircraft 40 is hovering. When aircraft 40 is hovering, lateral thrust will usually 5 be required for positioning, maintaining position and counteracting winds. This can be accommodated by providing centrifugal housing 43 with rotation means, thus the combination of both rotation and partial lowering of centrifugal housing 43 over centrifugal fan 41 will 10 provide any desired amount of airstream 45 as aircraft 40 thrust in any desirable direction. Furthermore, providing centrifugal housing 43 with rotation means enables additional flight control when aircraft 40 is in forward flight. 15 With reference to side view Figures 4B to 4D, a gradual transition from aircraft 40 hover to aircraft 40 thrust is illustrated as centrifugal housing 43 progressively encloses centrifugal fan 41. This causes curved 20 streamlines 7 arcing above lifting surface 42, that provide aircraft 40 lift, to be gradually replaced with airstream 45 providing aircraft 40 thrust. The section shown for aircraft 40 particularly below 25 lifting surface 42 may be of any desirable shape. With reference to Figure 4E, in a further embodiment of Figures 4A to 4D, is a top view illustration of aircraft 40 wherein flaps 21 of Figure 2A are incorporated to 30 enable aircraft 40 to be tilted in any direction. Centrifugal fan 41 can be directly replaced with turbofan 9 and deflector 11 of Figures 1D to 1E. 35 With reference to preferred embodiment Figure 4F, in a further embodiment of Figure 4E, rudders 22 of Figure 2A are incorporated to enable aircraft 40 to be rotated 6593318_1 (GHMatters) P100059.AU NICKH - 23 laterally in any direction. With reference to Figures 5A to 5D, examples of providing lift for aircraft hover for winged aircraft via their 5 wings are illustrated according to one embodiment of the invention. Vent openings 50 vent propelled air forming curved streamlines 7 arcing above upper surfaces of a generic selection of wing shapes 51 to generate low air pressure upon the upper surface of wing shapes 51. This 10 provides lift to wing shapes 51 that can be used for aircraft hover. The upper surface of wing shapes 51 is downward curved to follow the curvature of curved streamlines 7 to maximise lift. 15 Although not illustrated, emitted airflow of vent openings 50 would be propelled via any suitable form of aircraft engine. The size, shape and orientation of vent openings 50 20 determine the strength and direction of resultant emitted propelled airflow forming propelled curved streamlines 7 such as to provide a suitable coverage pattern across any desired form of wing shapes 51 to maximise lift capacity. 25 In this embodiment, one form of generating lift for aircraft hover is shown in top view Figure 5A wherein vent openings 50 emit propelled air to self form propelled curved streamlines 7 across an example of wing shapes 51. 30 Figures 5B and 5C illustrate variations of Figure 5A with alternate examples of wing shapes 51. Figure 5D illustrates a side view of the forms of Figures 5A to 5C wherein the curved streamline of propelled curved 35 streamline 7 is shown providing low air pressure below the curvature of its arc of passage onto the upper surface of wing shapes 51. 6593318_1 (GHMatters) P100059.AU NICKH - 24 With reference to Figures 6A to 6C, examples of methods of generating propelled curved streamlines 7 from vent openings 50 of Figures 5A to 5D is provided via 5 centrifugal fan assembly 60 according to one embodiment of the invention. Centrifugal fan assembly 60 in a further embodiment is provided mounted in alternate configurations incorporated within aircraft fuselage 61 and wing shapes 51. 10 In this embodiment, cross sectional top view Figure 6A illustrates one form of providing propelled curved streamlines 7 means wherein centrifugal fan assembly 60 generates airstream 62 that travels through outlet 15 manifold 63 to exit via vent openings 50. In this embodiment, top view Figure 6B illustrates the form of Figure 6A incorporated as a counter rotating pair of centrifugal fan assemblies 60 incorporated with 20 aircraft fuselage 61 and wing shapes 51. The counter rotation does not contribute torque to the aircraft whereupon airstream 62 forms into propelled curved streamlines 7. In this embodiment counter rotating pair of centrifugal fan assembly 60 are aligned with wings 19. 25 In this preferred embodiment, top view Figure 6C illustrates the form of Figure 6B in a different configuration of a counter rotating pair of centrifugal fan assembly 60 wherein counter rotating pair of 30 centrifugal fan assembly 60 are aligned with fuselage 23. This permits both a larger centrifugal fan assembly 60 and a more freely outspread outlet manifold 63 in comparison to the embodiment of Figure 6B. 35 With reference to Figures 7A to 7C, cross sectional top view examples of divided output centrifugal fan 70 are shown according to one embodiment of the invention wherein 6593318_1 (GHMatters) P100059.AU NICKH - 25 proportional vane 71 is positioned to allot any chosen proportion of airstream 62 output of divided output centrifugal fan 70 between a first outlet duct 72 and a second outlet duct 73. 5 In this embodiment, cross sectional top view Figure 7A illustrates proportional vane 71 with the shaded portions representing reinforcing strips generally at a right angle to the functional portion of proportional vane 71. 10 Proportional vane 71 is shown in a position such that first outlet duct 72 is fully open and second outlet duct 73 is fully closed. Airstream 62 emerges entirely as airstream 74 from first outlet duct 72. 15 It will be seen that first outlet duct 72 in conjunction with proportional vane 71 present no impediment to airstream 62. In this embodiment, cross sectional top view Figure 7B illustrates the form of Figure 7A with proportional vane 71 in a position such that both first 20 outlet duct 72 and second outlet duct 73 are half open with both providing equal amounts of output as airstream 74 from first outlet duct 72 and airstream 75 from second outlet duct 73. 25 It will be seen that first outlet duct 72 and second outlet duct 73 in conjunction with proportional vane 71 present a low impediment to airstream 62. In this embodiment, cross sectional top view Figure 7C illustrates the form of Figure 7A with proportional vane 71 in a 30 position such that first outlet duct 72 is fully closed and second outlet duct 73 is fully open. Airstream 62 emerges entirely as airstream 75 from second outlet duct 73. It will be seen that second outlet duct 73 35 in conjunction with proportional vane 71 present almost no impediment to airstream 62. 6593318_1 (GHMatters) P100059.AU NICKH - 26 With reference to Figures 8A to 8D, examples of methods of smoothly transitioning between aircraft hover and aircraft thrust utilizing forms of divided output centrifugal fan 70 are illustrated according to one embodiment of the 5 invention with further reference to Figures 6A to 7C. In this embodiment, cross sectional top view Figure 8A illustrates divided output centrifugal fan 70 as per the embodiment of Figure 7B that further incorporates outlet 10 manifold 63 onto first outlet duct 72. This provides airstream 62 for forming curved streamlines 7 to provide lift for aircraft hover and airstream 75 via second outlet duct 73 for aircraft thrust. 15 In this embodiment, cross sectional top view Figure 8C illustrates a variation of the configuration of Figure 8A. In these embodiments, top view Figures 8B and 8D illustrate a symmetrically arranged counter rotating pair 20 of divided output centrifugal fan 70 incorporated within aircraft fuselage 61 and wing shapes 51. This provides any desired ratio of airstream 62 as lift via curved streamlines 7 for aircraft hover to aircraft thrust via airstream 75. 25 In the embodiment of Figure 8B, a pair of divided output centrifugal fans 70 are aligned across the axis of aircraft fuselage 61. 30 In the preferred embodiment of Figure 8D, a pair of divided output centrifugal fan 70 as one of each of Figures 8A and 8C are aligned with the axis of aircraft fuselage 61 to provide both larger divided output centrifugal fans 24 and more freely outspread pair of 35 outlet manifold 63 than the embodiment of Figure 8C. With reference to Figures 9A to 9D, an example of a method 6593318_1 (GHMatters) P100059.AU NICKH - 27 of smoothly transitioning between aircraft hover and aircraft thrust utilizing a jet turbine engine 80 is illustrated with further reference to Figures 7A to 7C according to one embodiment of the invention. 5 In this embodiment, Figures 9A to 9D illustrate an external view of a stylised jet turbine engine 80 that has its output airstream 81 connected to cross sectional view of divided proportional duct 82 containing proportional 10 vane 85, first outlet duct 86 to output airstream 83 preferably as provision for aircraft hovering, and second outlet duct 87 to provide airstream 84 preferably as provision for aircraft thrust, thus overall serving similar functions to the embodiments of Figures 7A to 7C. 15 In a similar manner to Figures 7A to 7C, proportional vane 85 serves the function of proportional vane 71, first outlet duct 86 serves the function of first outlet duct 72 and second outlet duct 87 serves the function of second 20 outlet duct 73. With reference to Figure 9A, it can be seen that proportional vane 85 is fully closed to first outlet duct 86 and fully open to second outlet duct 87. This provides 25 airstream 81 exclusively as airstream 84 for providing aircraft thrust. With reference to Figure 9B it can be seen that proportional vane 85 is about a third open to first outlet 30 duct 86 and about two thirds open to second outlet duct 87 thus providing about one third of airstream 81 as airstream 83 for aircraft hovering and about two thirds of airstream 81 as airstream 84 for aircraft thrust. 35 With reference to Figure 9C, it can be seen that proportional vane 85 is about two thirds open to first outlet duct 86 and about one third open to second outlet 6593318_1 (GHMatters) P100059.AU NICKH - 28 duct 87 thus providing about two thirds of airstream 81 as airstream 83 for aircraft hovering and about one third of airstream 81 as airstream 84 for aircraft thrust. 5 With reference to Figure 9D, it can be seen that proportional vane 85 is fully open to first outlet duct 86 and fully closed to second outlet duct 87 thus providing airstream 81 exclusively as airstream 83 for aircraft hovering. 10 With reference to Figures 10A to 10E, an example of a method of smoothly transitioning between aircraft hover and aircraft thrust utilizing a jet turbine engine 80 and sliding diverter duct 90 is illustrated according to one 15 embodiment of the invention. In this embodiment, Figures 10A to 10C illustrate an external view of stylised jet turbine engine 80, a cross sectional view of sliding diverter duct 90, an external 20 view of fixed airflow deflector 91 and a cross sectional view of a section of aircraft fuselage 61, whilst Figure 8D shows a cross sectional view of the illustrations of Figures 8A to 8C as seen from their left side. 25 Sliding diverter duct 90 has an inlet 92 and an outlet 93. When inlet 92 is partially or fully positioned behind jet turbine engine 80 then inlet 92 will accept airstream 81 from jet turbine engine 80 to then emit airstream 94 via 30 outlet 93 preferably for aircraft hovering. Fixed airflow deflector 91 acts as both buffer and seal to sliding diverter duct 90 to external airflow caused by an aircraft in flight. 35 When sliding diverter duct 90 is partially located behind jet turbine engine 80 then fixed airflow deflector 91 also 6593318_1 (GHMatters) P100059.AU NICKH - 29 seals inlet 92 against leakage of airstream 81. Although not illustrated here, airstream 94 from outlet 93 can be further directed by extension of outlet 93 to any 5 location including the far side of an aircraft. With reference to Figure 10A it can be seen that inlet 92 is fully positioned behind fixed airflow deflector 91 causing airstream 81 from jet turbine engine 80 to be used 10 entirely for aircraft thrust as airstream 81. With reference to Figure 10B, it can be seen that inlet 92 is positioned about halfway behind both fixed airflow deflector 91 and jet turbine engine 80, thus the airstream 15 81 from jet turbine engine 80 is divided as one half for aircraft thrust as airstream 81 and one half for aircraft hovering as airstream 94. With reference to Figure 10C, it can be seen that inlet 92 20 is fully positioned behind jet turbine engine 80 and thus the airstream 81 from jet turbine engine 80 is entirely used for aircraft hovering as airstream 94. With reference to Figure 10D, it can be seen that fixed 25 airflow deflector 91 acts as an aerodynamic shield for inlet 92 of sliding diverter duct 90. With reference to cross sectional view Figure 10E, it can be seen that sliding sleeve 95 is a simple sliding duct 30 section conforming to the cross sectional shape of sliding diverter duct 90 with the intention of minimising airflow 81 leakage from sliding diverter duct 90. Sliding sleeve 95 is preferably applied to Figures 10A to 35 10C with the outlet of sliding sleeve 95 positioned at any desirable location including the other side of an aircraft to provide venting of airstream 62 for aircraft hovering. 6593318_1 (GHMatters) P100059.AU NICKH - 30 With reference to Figures 11A to 11E, a variation of Figures 10A to 10E wherein fixed airflow deflector 91 is replaced by sliding airflow deflector 96 that can be 5 retracted into aircraft fuselage 61 to reduce aircraft drag when an aircraft is in forward flight is illustrated according to one embodiment of the invention. With reference to Figure 11A, it can be seen that sliding 10 airflow deflector 96 is fully positioned within aircraft fuselage 61 thus providing no drag during aircraft flight whilst airstream 81 from jet turbine engine 80 is entirely used for aircraft thrust as airstream 81. 15 With reference to Figure 11B, it can be seen that sliding airflow deflector 96 and sliding diverter duct 90 have moved together partially out of aircraft fuselage 61 thus providing some drag during aircraft flight whilst airstream 81 from jet turbine engine 80 is entirely used 20 for aircraft thrust as airstream 81. With reference to Figure 11C, it can be seen that sliding airflow deflector 96 has moved to its position of maximum deployment whilst sliding diverter duct 90 has moved 25 together with it, thus providing their maximum drag during aircraft flight whilst airstream 81 from jet turbine engine 80 is entirely used for aircraft thrust as airstream 81. 30 With reference to Figure 11D, it can be seen that sliding diverter duct 90 has moved further out of aircraft fuselage 61 to the same configuration as illustrated by Figure 10B. Inlet 92 is positioned about halfway behind both sliding airflow deflector 96 and jet turbine engine 35 80, thus airstream 81 from jet turbine engine 80 is divided about one half for aircraft thrust as airstream 81 and about one half for aircraft hovering as airstream 94. 6593318_1 (GHMatters) P100059.AU NICKH - 31 With reference to Figure 11D, it can be seen that sliding diverter duct 90 has moved further out of aircraft fuselage 61 to the same configuration as illustrated by 5 Figure 10C. Inlet 92 is fully positioned behind jet turbine engine 80 and thus airstream 81 from jet turbine engine 80 is entirely used for aircraft hovering as airstream 94. 10 With reference to Figures 12A to 12G, examples of three methods for smoothly transitioning between aircraft hover and aircraft thrust utilizing jet turbine engine 100 are illustrated according to one embodiment of the invention. 15 Figure 12A illustrates sections of a generic jet aircraft 101 with fuselage 102, wings 103, and jet turbine engine 100 providing aircraft thrust as airstream 104. Jet turbine engine 100 can be mounted above, below or in line with wings 103. 20 In this embodiment, a first method of transitioning between generic jet aircraft 101 hover and generic jet aircraft 101 thrust utilizing jet turbine engine 100 is shown in top view Figure 12B wherein fixed divided output 25 diverter duct 105 is both mounted and mated in any suitable manner to the exhaust of jet turbine engine 100 to receive airstream 104. Although not illustrated here, fixed divided output 30 diverter duct 105 incorporates a suitable form of proportional vane 71 as per the embodiments of Figures 7A to 9D. Fixed divided output diverter duct 105 accepts and 35 distributes airstream 104 from jet turbine engine 100 into any selected proportion via proportional vane 71 between a first outlet 106 and a second outlet 107. First outlet 106 6593318_1 (GHMatters) P100059.AU NICKH - 32 provides self forming curved streamline 7 arcing just over the upper surface of wings 103 to provide lift for generic jet aircraft 101 hover as per embodiments previously described such as in Figures 5A to 5D, and second outlet 5 107 that provides airstream 104 for generic jet aircraft 101 thrust. The ducting to first outlet 106 would generally curve down underneath the main body of fixed divided output diverter 10 duct 105 whereupon first outlet 106 would preferably lie close and nearly parallel to wing 38 with outlet 41 preferably in the form of either a flattened duct or in the manner of a manifold with several outlets. 15 In this embodiment, a second method of transitioning between generic jet aircraft 101 hover and generic jet aircraft 101 thrust utilizing jet turbine engine 100 is shown in top view Figures 12C to 12F. Moveable diverter duct 108 can move from a position directly behind jet 20 turbine engine 100 to a position that may include being partially or fully within recess 109 of fuselage 102, wherein further, such movement of moveable diverter duct 108 is buffered from flight induced airflow via deflector 110 that acts per the embodiment of deflector 91 described 25 in Figures 10A to 10D. When moveable diverter duct 108 is partially or fully positioned behind jet turbine engine 100, moveable diverter duct 108 accepts and diverts any desired 30 proportion of airstream 104 from jet turbine engine 100 to outlet 111 to provide curved streamline 7 just over the upper surface of wings 103 to provide lift for generic jet aircraft 101 hover as per embodiments previously described such as in Figures 5A to 5D, whilst any remaining 35 proportion of airstream 104 is provided as generic jet aircraft 101 thrust. 6593318_1 (GHMatters) P100059.AU NICKH - 33 The ducting to outlet 111 would generally curve down underneath the main body of moveable diverter duct 108 whereupon outlet 111 would preferably lie close and nearly parallel to wing 38 with outlet 111 preferably in the form 5 of either a flattened duct or in the manner of a manifold with several outlets. With reference to Figure 12C it can be seen that moveable diverter duct 108 is positioned fully behind jet turbine 10 engine 100. This causes all of airstream 104 to vent as self forming curved streamline 7 arcing over wings 103 thus providing lift for generic jet aircraft 101 hover. With reference to Figure 12D it can be seen that moveable 15 diverter duct 108 is partially positioned behind jet turbine engine 100. This causes a portion of airstream 104 to vent as self forming curved streamline 7 over wings 103 thus providing lift for generic jet aircraft 101 hover whilst the remaining portion of airstream 104 provides 20 generic jet aircraft 101 thrust. With reference to Figure 12E, it can be seen that moveable diverter duct 108 is positioned fully behind deflector 110 thus shielding moveable diverter duct 108 from drag whilst 25 all of airstream 104 provides generic jet aircraft 101 thrust. With reference to Figure 12F, it can be seen that moveable diverter duct 108 is positioned within recess 109 of 30 fuselage 102 thus shielding moveable diverter duct 108 from drag when in flight while all of airstream 104 provides generic jet aircraft 101 thrust. In a variation of this embodiment, deflector 110 could be 35 retracted into fuselage 102 in the same manner as per the embodiment of Figures 11A to 11E to further reduce drag whilst in flight. 6593318_1 (GHMatters) P100059.AU NICKH - 34 In this preferred embodiment, a third method of transitioning between generic jet aircraft 101 hover and generic jet aircraft 101 thrust utilizing jet turbine 5 engine 100 is shown in top view Figure 12G. Fixed divided output diverter duct 112 has inlet 113 mounted to accept airstream 104 from jet turbine engine 100, outlet duct 114 to provide any desired proportion of airstream 104 as generic jet aircraft 101 thrust, and manifold output ducts 10 115 to provide any remaining portion of airstream 104 as self forming curved streamline 7 arcing over wings 103 on the far side of fuselage 102 to provide lift for generic jet aircraft 101 hover. 15 Although not illustrated here, fixed divided output diverter duct 112 incorporates a suitable form of proportional vane 71 as per the embodiments of Figures 7A to 9D providing airstream 104 from jet turbine engine 100 to be proportioned as desired out of outlet duct 114 and 20 manifold output ducts 115 for generic jet aircraft 101 thrust and hover, respectively. With reference to Figure 12G, duct section 116 of fixed divided output diverter duct 112 is preferably located as 25 much as possible within wings 103 to minimise drag in flight without the need for an air deflector such as deflector 110 of Figures 12C to 12F. Duct section 116 of fixed divided output diverter duct 112 30 preferably enters fuselage 102 then forms into manifold 117 terminating on the far side of fuselage 102 preferably in the form of a series of manifold output ducts 115 to provide an optimum distribution of curved streamline 7 above wings 103. This provides maximum lift for generic 35 jet aircraft 101 hover. With reference to Figures 13A to 13C, an example of a 6593318_1 (GHMatters) P100059.AU NICKH - 35 method for smoothly transitioning between aircraft hover and aircraft thrust utilizing one or more jet turbine engines 120 incorporated with the fuselage 121 of generic jet aircraft 122 are illustrated according to one 5 embodiment of the invention. In this embodiment any desired amount of thrust is transferred from jet turbine engines 120 via a series of lateral vents 123 as curved streamlines 7 arcing just 10 above wings 124. This provides low air pressure upon the upper surface of wings 124 thereby providing lift for generic jet aircraft 122 hover. Lateral vents 123 may be connected to one or more common 15 manifolds that receive thrust from jet turbine engines 120 wherein said manifolds may be supplied with one or more valves. Lateral vents 123 may be individually provided with 20 valves. Lateral vents 123 are preferably located close to or within the wing root of wings 124. 25 Jet turbine engines 120 may be provided with means to partially or fully block their exhaust being vented for generic jet aircraft 122 thrust. Means of transferring thrust from jet aircraft engine 30 casings or exhausts may be of any suitable form such are commonly known in the art. Means of smoothly transitioning between generic jet aircraft 122 hover and generic jet aircraft 122 thrust 35 will be via any useful combination of the above described methods. 6593318_1 (GHMatters) P100059.AU NICKH - 36 With reference to Figure 13A illustrating a rear view of a single engine jet aircraft, it can be seen that lateral vents 123 provide curved streamlines 7 above wings 124. 5 With reference to Figure 13B, illustrating a rear view of a dual engine jet aircraft, it can be seen that lateral vents 123 provide self forming curved streamlines 7 above wings 124. 10 With reference to Figure 13C, illustrating a top view of a dual engine jet aircraft, it can be seen that lateral vents 123 provide self forming curved streamlines 7 above wings 124. 15 With reference to Figures 14A to 14F, examples of means to enable annular aircraft and their embodiments such as aircraft 20 of Figures 2A to 2F and aircraft 40 of Figures 4A to 4F with various embodiments as described herein in the form of an assemblage of annular aircraft 130 to apply 20 its combined lifting capacity to optional load 131 are illustrated according to one embodiment of the invention. Preferably, an even number of annular aircraft 130 are used in each assemblage with one half of annular aircraft 25 130 having clockwise rotating rotors and the other half of annular aircraft 130 having counter clockwise rotors to balance out all rotational engine toque to the assemblage. With reference to underside view Figure 14A and matching 30 side view Figure 14B that illustrate two aircraft assemblage 132, it can be seen that two aircraft assemblage 132 comprises optional load 131, spacer bar 133, cables 134 and two of annular aircraft 130. 35 With reference to underside view Figure 14C and matching side view Figure 14D that illustrate four aircraft assemblage 135, it can be seen that four aircraft 6593318_1 (GHMatters) P100059.AU NICKH - 37 assemblage 135 comprises optional load 131, spacer grid 136, cables 134 and four of annular aircraft 130. With reference to underside view Figure 14E and matching 5 side view Figure 14F that illustrate six aircraft assemblage 137, it can be seen that six aircraft assemblage 137 comprises optional load 131, spacer grid 138, spacer grid cables 139, cables 134 and six of annular aircraft 130. 10 In all annular aircraft 130 assemblage forms, annular aircraft 130 lifting optional load 131 would preferably be attached to cables 134 just prior to take off and detached from cables 134 just after landing optional load 131. 15 In all assemblage forms, spacer bar 133, spacer grid 136 and spacer grid 138 would preferably be comprised of a three dimensional lattice of struts attached to various structural strong points of respective hovering craft 130 20 to provide a relatively light weight three dimensional structure enabling the entire assemblage to resist mechanical stresses such as torsion, shear, compression and tension. 25 With reference to Figures 15A to 15K, examples of means to enable pilots to operate aircraft by suitable flight controls are illustrated with particular reference to operating the form of aircraft 40 illustrated in Figure 4F. 30 With reference to side view Figure 15A and matching top view Figure 15B that illustrate left hand flight control 140, it can be seen that left hand flight control 140 consists of joystick control base 141, shaft 142, handle 35 143 and momentary action press to talk switch 144 in the right side end of handle 143. 6593318_1 (GHMatters) P100059.AU NICKH - 38 With reference to side view Figure 15C and matching top view Figure 15D that illustrate right hand flight control 145, it can be seen that right hand flight control 145 consists of joystick control base 146, shaft 147, handle 5 148 and alternate action cruise control switch 149 in the left side end of handle 148. Flight controls are self-centring, and the greater the displacement of a control, the greater the effect of the 10 control instruction to aircraft 40. Figures 15A to 15D are shown with flight controls 140, 145 in their neutral positions with raised momentary action press to talk switch 144 allowing a pilot to receive voice 15 by radio. With reference to top view Figure 15E of left hand flight control 140, handle 143 is angled in the direction of arrow 150 thus instructing the tilting of aircraft 40 down 20 in the direction of arrow 150, whilst depressed momentary action press to talk switch 144 allows a pilot to transmit his voice by radio. With reference to top view Figure 15F of left hand flight 25 control 140, handle 143 is twisted anticlockwise thereby instructing anticlockwise rotation of aircraft 40 in the direction of arrow 151. With reference to top view Figure 15G of left hand flight 30 control 140, handle 143 is pushed forward in the direction of arrow 152 thus instructing the tilting of aircraft 40 down in the direction of arrow 152, whilst handle 143 is additionally twisted clockwise thereby instructing clockwise rotation of aircraft 40 in the direction of 35 arrow 153. With reference to top view Figure 15H of right hand flight 6593318_1 (GHMatters) P100059.AU NICKH - 39 control 145, handle 148 is pushed forward the direction of arrow 154 thus instructing the thrust of aircraft 40 in the direction of arrow 154, whilst also depressed is alternate action cruise control switch 149 thereby 5 enabling a pilot to release right hand flight control 145 whilst maintaining the thrust setting. With reference to top view Figure 15J of right hand flight control 145, handle 148 is in a thrust neutral position 10 whilst also twisted anticlockwise thereby instructing aircraft 40 to reduce altitude vertically. With reference to top view Figure 15K of right hand flight control 145, handle 148 is pushed forward the direction of 15 arrow 155 thus instructing the thrust of aircraft 40 in the direction of arrow 155, whilst handle 148 is also twisted clockwise thus instructing aircraft 40 to increase altitude vertically, with the overall action of aircraft 40 will be to then travel in the direction of the combined 20 vectors as instructed by the position of handle 148. Aircraft 40 will travel in the manner as instructed by the combined positions of flight controls 140, 145. 25 An embodiment to flight controls 140, 145 automatically raises or lowers centrifugal housing 43 in accordance to thrust settings of right hand flight control 145. A further embodiment to flight controls 140, 145 adds 30 landing sensors that would set the engines to idle upon landing unless overridden by rotating handle 148 clockwise to thereby instruct aircraft 40 to increase altitude vertically. 35 With reference to Figures 16A to 16F, an example of a means to rotate annular aircraft generally in the form of aircraft 40 as illustrated by Figure 4F is shown. 6593318_1 (GHMatters) P100059.AU NICKH - 40 With reference to top view Figure 16A that shows a reproduction of Figure 4F of aircraft 40, circle 160 shows the portion of centrifugal housing 43 in the vicinity of 5 outlet duct 44 that is modified in the following Figures 16B to 16F to form valved torque nozzle assembly 161 that supplies means to divert thrust from airstream 45 to provide rotational thrust to aircraft 40. 10 With reference to top view enlargements Figure 16B to 16F, it can be seen that outlet duct 44 of centrifugal housing 43 is now formed as valved torque nozzle assembly 161 comprising valve 162, thrust outlet duct 163, left outlet duct 164 and right outlet duct 165. 15 With reference to Figure 16B, it can be seen that valve 162 is in a neutral position allowing airstream 45 to exit without diversion to act as thrust 166 for aircraft 40 wherein due to the high speed of airstream 45 little or no 20 portion of airstream 40 is diverted into either of left outlet duct 164 or right outlet duct 165. With reference to Figure 16C, it can be seen that valve 162 is in a partially right position thereby partially 25 diverting airstream 45 into right outlet duct 165 thereby producing both some thrust 166 and anticlockwise thrust 167. With reference to Figure 16D, it can be seen that valve 30 162 is in a fully right position thereby fully diverting airstream 45 into right outlet duct 165 thereby producing maximum anticlockwise thrust 167. With reference to Figure 16E, it can be seen that valve 35 162 is in a partially left position thereby partially diverting airstream 45 into left outlet duct 165 thereby producing both some thrust 166 and clockwise thrust 168. 6593318_1 (GHMatters) P100059.AU NICKH - 41 With reference to Figure 16F, it can be seen that valve 162 is in a fully left position thereby fully diverting airstream 45 into left outlet duct 165 thereby producing 5 maximum clockwise thrust 168. With reference to Figures 17A to 17B, an example of an annular aircraft 170 resembling aircraft 40 is illustrated wherein examples of load carrying means are provided. 10 With reference to cross sectional side view Figure 17A, and corresponding top cross sectional view Figure 17B, it can be seen that annular aircraft 170 differs from the embodiment of aircraft 40 via a wider body 171 preferably 15 incorporating personnel section 172 and module section 173. Body 171 is preferably water resistant and capable of floatation thereby providing for marine applications, and 20 therefore incorporating both aviation and marine systems according to the intended applications. Body 171 also preferably incorporates windows in area 174, whilst module section 173 generally provides for a motor 25 module 175 and general purpose modules 176. Motor module 175 drives centrifugal fan 177 that provides curved streamlines to provide lift to annular aircraft 170. 30 General purpose modules 176 are preferably used for fuel, cargo, ordinance, sensors, life rafts, winches, anchors and other practical functions or to serve other functions such as a toilet, closet etc. 35 Both motor module 175 and general purpose modules 176 are preferably capable of being jettisoned in flight, or being 6593318_1 (GHMatters) P100059.AU NICKH - 42 swapped for another module including a replacement module. Personnel section 172 may provide seating, control systems, avionics, maritime systems, a floor hatch for 5 parachuting or alternate access, refreshment, toilet and toiletry systems. With reference to Figures 18A to 18B, an example of annular aircraft 170 is illustrated as a preferred 10 embodiment of Figures 17A to 17B wherein examples of multiple motor means are provided. With reference to cross sectional side view Figure 18A, and corresponding top cross sectional view Figure 18B, it 15 can be seen that annular aircraft 170 differs from the embodiment of Figures 17A to 17B via module section 173 now comprising multiple engines 180, common motor gearbox 181 and utility modules 182. 20 The three engines 180 illustrated in this example act as a back up to each other should an engine 180 failure occur, in a like manner to engines of a multi-engine aircraft. The three engines 180 illustrated in this example 25 preferably have their mechanical output connected to a common motor gearbox 181 that in turn drives centrifugal fan 177, wherein such arrangement would require clutches and engine synchronisation. 30 Utility modules 182 are preferably used for fuel but may be used for cargo, ordinance, sensors, winches, anchors, life rafts or to serve other functions such as a toilet, closet etc. 35 Both engine 180 modules and utility modules 182 are preferably capable of being jettisoned in flight, or being swapped for another module including a replacement module. 6593318_1 (GHMatters) P100059.AU NICKH - 43 Personnel section 172 may also serve recreational functions such as that of a luxury yacht or houseboat as would be feasible with a sufficiently large annular 5 aircraft 170, and thus could also include an inbuilt dock and boat. With reference to Figures 19A to 19C, a further embodiment of the invention is illustrated in the form of hexagonal 10 aircraft assemblage 190 that represents a further form of the examples of the assemblages of Figures 14A to 14F. Figure 19A illustrates an underside view of hexagonal aircraft assemblage 190, Figure 19B illustrates a side 15 view of hexagonal aircraft assemblage 190 whilst Figure 19C illustrates a top view of hexagonal aircraft assemblage 190. For clarity, Figure 19A does not illustrate an upper 20 assemblage that is shown in Figures 19B and 19C, whilst again for clarity Figure 19C does not show a lower load carrying method that is shown in Figures 19A and 19B. Hexagonal aircraft assemblage 190 is primarily comprised 25 of a central cockpit 199, an upper truss assemblage 200, six of lateral truss assemblage 191 and six of annular aircraft 192 that together provide form and structural integrity to the assemblage. 30 Annular aircraft 192 includes the forms of annular aircraft and their embodiments such as aircraft 20 of Figures 2A to 2F, aircraft 40 of Figures 4A to 4F and aircraft 170 of Figures 17A to 18B with various embodiments as described herein this document. 35 In reference to Figures 19A and 19B, hexagonal aircraft assemblage 190 can be connected to and apply its combined 6593318_1 (GHMatters) P100059.AU NICKH - 44 lifting capacity to optional load 193 via cables 194 that are connected to annular aircraft 192 either directly or via optional winches 195. 5 In reference to Figure 19A, in similar reference to Figures 17A to 18B, is seen personnel section 172 as personnel section 196 and module section 173 as module section 197. 10 In reference to Figures 19A and 19C, lateral truss assemblage 191 is of any suitable form for its required function, and is illustrated herein as an example in the form of a pair of parallel bars connected to the bottom outer edge of personnel section 196 and a parallel bar 15 connected between the top edges of the upper airfoil surface of annular aircraft 192, with various bracing struts between them as required. A further function of lateral truss assemblage 191 would 20 be to provide personnel walkway access between annular aircraft 192 via a doorway into personnel section 196 wherein such access could be achieved during flight. Although not illustrated hexagonal aircraft assemblage 190 25 could be fitted with a multitude of cameras, including downwards facing cameras, to thus enable any desired view, with particular emphasis on both landing and cargo handling, wherein such views could be provided in any combination including binocular and three dimensional. 30 In reference to Figures 19A and 19C, upper truss assemblage 200 that is mounted to lateral truss assemblage 191 cages central cockpit 199 that in turn contains a winch connected to nesting cable 198. Additionally shown 35 for clarity in Figure 19C is centrifugal rotor 201 of annular aircraft 192. 6593318_1 (GHMatters) P100059.AU NICKH - 45 When optional load 193 is released and cables 194 retracted via optional winches 195, then nesting cable 198 can be withdrawn to snuggle cables 194 below central cockpit 199. 5 Hexagonal aircraft assemblage 190 could be piloted via a crew in each annular aircraft 192, or via a single crew in central cockpit 199, or via a single crew in one annular aircraft 192, or via external remote control or any 10 combination thereof with preferably integrated computer control of the assemblage in all instances. Central cockpit 199 can act as the sole control room for aircraft assemblage 190 thus eliminating control rooms in 15 each annular aircraft 192. Since modifications within the spirit and scope of the invention may readily be effected by persons skilled within the art, it is to be understood that this invention 20 is not limited to the particular embodiment described by way of example hereinabove. 6593318_1 (GHMatters) P100059.AU NICKH

Claims (22)

1. A system comprising means for generating airflow and a curved substrate having a convex upper surface, wherein 5 the means for generating airflow is configured to direct airflow onto the convex upper surface of the curved substrate to generate sufficient lift to control vertical movement of an aircraft. 10

2. The system according to claim 1, wherein the means for generating airflow directs airflow substantially onto the convex upper surface.

3. The system according to claim 1 or claim 2, wherein 15 the airflow generates the lift without generating substantial downdraft under the curved substrate.

4. The system according to any one of the preceding claims, wherein the curved substrate is an airfoil. 20

5. The system according to claim 4, wherein the curved substrate is an annular airfoil.

6. The system according to any one of the preceding 25 claims, wherein an axis of the means for generating airflow is vertical relative to the convex upper surface of the curved substrate.

7. The system according to any one of the preceding 30 claims, wherein the means for generating airflow directs air radially across the annular airfoil.

8. The system according to any one of the preceding claims, wherein the means for generating airflow includes 35 an aircraft engine oriented vertically relative to the plane of the curved substrate and a deflector for directing airflow from the engine horizontally onto the 6593318_1 (GHMatters) P100059.AU NICKH - 47 convex upper surface of the curved substrate.

9. The system according to claim 8, wherein the engine is oriented horizontally to the plane of the curved 5 substrate.

10 The system according to any one of the preceding claims, wherein the curved substrate has a compound convex upper surface that is convex along a first axis generally 10 parallel to the direction of travel of the system, whereby lift is generated by movement of the system through air, and is convex along a second axis parallel to some airflow generated by the means for generating airflow as another means of generating lift. 15

11. The system according to claim 10, wherein the second axis is parallel to the majority of airflow generated by the means for generating airflow. 20

12. An aircraft including the system according to any one of the preceding claims.

13. The aircraft according to claim 12, wherein the system is positioned vertically above a convex upper 25 portion of the aircraft.

14. The aircraft according to claim 12 or claim 13, including means for apportioning output from the means for generating airflow to transition between hover and thrust. 30

15. The aircraft according to claim 14, wherein the means to apportion the output from the means for generating airflow is a duct having an internal moveable vane to apportion the output between a first outlet duct 35 and a second outlet duct. 6593318_1 (GHMatters) P100059.AU NICKH - 48

16. The aircraft according to claim 14, wherein the means to apportion the output from the means for generating airflow is an axially moveable centrifugal fan enclosure. 5

17. The aircraft according to claim 16, wherein the axially moveable centrifugal fan enclosure is positioned above the means for generating airflow. 10

18. The aircraft according to claim 14, wherein the means to apportion the output of the means for generating airflow is an aircraft engine enclosure including an array of outlets controlled by either doors or valves. 15

19. The aircraft according to any one of claims 12 to 18, wherein the means for generating airflow is positioned in a fuselage of the aircraft.

20. An aircraft comprising at least two systems 20 according to any one of claims 1 to 11 arranged in an array, wherein the array possesses a lifting capacity equivalent to the combined lifting capacity of the systems in the array. 25

21. The aircraft according to claim 20, wherein the systems are arranged on a polygonal frame.

22. The aircraft according to claim 21, wherein the systems are arranged on a hexagonal frame. 6593318_1 (GHMatters) P100059.AU NICKH