AU599108B2 - Heli-hover amphibious aircraft - Google Patents

Description

P9 PAENS ATA &95 PATENTS ACT 1952 5c 9 08 P/00/01 1 Form COMPLETE

SPECIFICATION

(ORIGINAL)

FOR OFFICE USE Short Title: Cl: Application Number: Lodged: Complete Specification-Lodged: Accepted: Lapsed: Published: Priority: This document contains the amendments made und,: Section 49 and is correct ii, t printing. I Related Art: Name of Applicant: Address of Applicant: Actual Inventor: Address for Service: TO BE COMPLETED BY APP ICANT o^^U Complete Specification for the invention entitled: The following statement is a full description of this Invention, including the best method of performing it known to me:-* Note! The description Is to be typed In double spacing, pica type face, In an area not exceeding 250 mm In depth and 160 mm In width, on tough white paper of good quality and it Is to be Inserted inside this form.

14599/78- L Printed by C J, THOMPSON, Commonwealth Government Printer, Canberra -i Title: "Helihover Amphibious Aircraft" The invention relates to a vehicle or craft which combines the functions of the helicopter and the aerodynamic winged hull to produce an amphibious aircraft capable of vertical take-off and air-borne flight, to be able to descend and land on virtually any type of terrain and travel on or near the surface of land, swamp, water, snow and ice as a surface effect amphibious vehicle in a safe efficient and exceptionally smooth, stable manner. The invention incorporates, a stream-lined aerodynamic winged hu.l fuselage with one or an arrangement of large circular ducts passing right through fuselage body so formed within this main fuselage. Set a° within the confines of these ducts are located lift rotor or rotors mounted on the oo 10 vertical axis alignment with top mounted helicopter lift and flight rotor or rotors.

o o The upper lift and propulsions rotor or rotors and tail rotor or rotors are o 00 arranged in a helicoptor configuration, and depending on specific application of the device, can incorporate, on-d&er' populsion thrusters for additional thrust for tiight and close surface travel, and can have below deck water engaging propellors or thrusters for land or water propulsion, The invention has been devised to provide a novel form of amphibious aircraft, capable of maneuvering over inhospitable terrain and able to operate efficiently in flight as wing in-ground effect over land, swamp, snow, ice or water, to operate in the "in-ground" effect or in elevated flight within the usual helicopter altitude ceilings, capable of carrying 20 substantial loading over sea or land masses, when flying as, "wing-in-ground effect," The device can ie produced in an economical manner and readily put into service. One of the important advantages of this invention is the ability of the craft to carry heavy loads and economically travel long distances close to water or unprepared land, snow or ice when operating in "wing-in-ground effect," and yet be able to lift over any obstacle when required, such as: over be"s, breaking surf, reefs or rocky shores, cliffs or steep shore lines, and land safely on any suitable flat land, snow, ice or water. The device has the ability to operate as an effective 1 vessel in the open sea over long distances, providing safe night transport. The transport of cargo over distances with conventional helicopters is uneconomical and limited by fuel capacities, power input is greatly reduced, using this invention "wing-in- ground" effect transport mode, with its air borne ability to place goods and passengers right at destination point. The device would have a wide application of use, providing a completely new concept of air, land and water maneuverable transport needs, with extensive military, tourist, rescue, arctic exploration, agricultural and commercial and defence applications.

Further advantages will be apparent from the following description: According to the invention the device consists of a lower flat or formed wing shaped body in the form of a stream-lined aerodynamic shape supporting the main helicopter-like rotor assembly and housing within a vertcal duct thro;gh the fuselage, the lower housed rotor fan assembly. The drive engines are mounted on or within this body, either centrally located on rotor ais, amidship or at either side of fuselage or at the rear adjacent to propulsion or tail rotor assembly. Also on this fuselage body, the control, passenger and cargo superstructure are located at the forward or bow position and at the rear or aft position, depending on requirements of model. Air-borne flight is accomplished by the cyclic pitch control of the main lift rotor or rotors, also providing maneuverability in conjunction with collective pitch control lever.

Complimentary lift and propulsion is provided by the lower in-fuselage duct mounted rotor or rotors. Radial struts or formed superstructure rising from the main fuselage, support the vertical central single or contra-rotating rotor assembly, which are driven from engines mounted within this assembly or from engines mounted on or within main fuselage assembly, The higher top single or contra-rotating rotor or rotors are mounted so as to be well above the lower main fuselage housing the lower lift rotor or rotors. On the same vertical axis below these main lift and propulsion rotor or rotors, located within the confines of the mouth of the fuselage duct, a separate rotor or rotors turn to provide lift and propulsion air for assistance in take-off or decent of the craft. Top rotor assembly provide the main vertical lift and act as the main stabilizing influence in "hover." The main helicopter-like rotor assembly in conjunction with the deflected thrust from the in-fuselage rotor fan provide the thrust for flight. Heli-rotor assembly may operate in autogyration.

Tail rotor or rotors or thrusters attached at the rear or on each side of main fuselage are incorporated to equalize rotational torque of main fuselage and assist in control.

Built-in static bouyancy is provided within the main fuselage construction to support craft when at rest on water. Craft can be produced in various configurations depending on application, using single ducted fuselage or multiducted fuselage comprising an array of duct and helicopter lift and propulsion assemblies arranged in tandem or quad formation, incorporating various rotor or thruster arrangements such as contra-rotating rotor head assemblies either with meshing or non-meshing rotors. Units can be equipped 4 with retractable propellors or water jets for propulsion on water, or fitted with retractable land contact wheels or tracks for ground or snow travel with hover cushion lift assistance to lower ground contact pressures. Various configurations and designs of air cushion skirts can be incorporated on the underside of main fuselage to provide an efficient hover air-cushion base if required in specific models. Known aircraft capable of flying close to the surface as wing-in ground effect machines are limited in their landing and take-off ability by the condition of the surface of the water or land due to the fact that forward ITan ement has to be effected to a stage where the airfoil acted on by the rodynamic lifts the craft into air-borne flight. Spe..i is usually dependent on type of aircraft; between to 70 knots/hour, whereas with the present invention, the craft is able to lift-off and land vertically, with no forward movement, This is of great advantage in difficult surface conditions, and when in-flight the system allows speed to vary right down to a stationary hover. The fuel-to-load advantage of this craft in-ground effect, is significantly more economical than conventional aircraft.

While flying in- ground effect the image flow reduces induced drag by 70%, The craft can climb out of in-ground effect to navigate over obstacles such as bridges and steep terrain. Other paramount advantage is the tight maneuvering facility the helicopter-like rotors provide by the use of collective and cyclic pitch controls. Affixed to the lower wing tip areas are landing or water supporting 3 t- eI means such as, wheels, skids, floats, bouyancy hulls, air cushion support hulls or pads. The invention will now be shown in accompanying drawing where in Figure 1A shows a preferred arrangement using the art of the invention as applied to produce an improved amphibious aircraft able to make vertical take- offs and landing and fly in-ground effect, also performing all the maneuvers of a conventional helicopter.

Detailed description of embodiment with reference to drawing: Figure 1A shows a craft in plan, side and front elevation.

Identification of indexing on drawings: 1. Forward Control and Passenger/cargo cabin.

2. Aft Passenger/cargo cabin.

o o 3, Tail plane/Tail Rotor support Fuselage.

4. Engine module.

0o 5. Main rotor or rotors (single or co-axial contra-rotating).

6. Anti-Torque tail rotor or Jet air thruster.

7. Tail plane and elevator, 8. Combination Reverse Delta twin boom parawing.

9. Wing-let stabilizers and aerilons.

Main drive shaft to in-board rotor fans.

11. Superstructure support struts.

12. Catamaran type floats, skids or wheels.

13. Inboard rotor fan assembly.

14. Periphery of in-board rotor fan duct.

Central thrust and lift channel flow tunnel.

16. Drive shaft to tail rotors or remote drive.

17. Thrust deflector blades.

Figure 1A shows a low aspect ratio aerodynamic wing as a combination reverse delta parawing 8, with a central fuselage integrally supporting the above deck superstructure 11, mounting the helicopter rotors power module 4, and main helicopter-like variable pitch rotor assembly 5. Viewing from the front, figure IC, shows the central channel flow tunnel 15, formed in the main central fuselage passing back towards the rear of the craft under control cabin 1, thence under vertical duct 14, housing variable pitch rotor fan 13, to the under surface of aft cabin 2. The ceiling or upper surface of this channel slopes down approximately 5° to provide induced lift from in-ground aerodynamic forces when craft is in motion. Positioned as part of the roof of this channel 15, are mounted the adjustable deflector blades 17, which direct thrust air generated by the variable pitch lower rotor fan 13, either straight-down for vertical take-off or decent, or directed back as a thrust stream against the main inground compressed air stream during motion. This lower variable pitched rotor fan 13, is mounted in the same axial alignment of the top main heli-rotors 5, being driven locked-in with the 4i main rotor assembly 5, together with rear mounted anti-torque tail-rotor or jet-thruster. The craft during aerostatic operation when in the take-off or landing mode of VTOL, utilizes the powerful down-draft thrust stream from the lower rotor fan 13, combined with the controlled lift of the top mounted heii-rotor S..assembly 5, to provide exceptional stability and control. On the craft being lifted S, to a suitable altitude, process of forward flight is instituted by two means; A.

adjustment of collective and cyclic pitch controls of top heli-rotor assembly 5, to forward flight. Mode B by tilting of lower in-fuselage rotor deflector blades 17, to angle air thrust from the lower rotor fan 13, to the rear of channel flow tunnel Once sufficient forward velocity has been attained, the tapering-in process of full aerodynamic support of the craft is reached as these generated aerodynamic forces act on the boom parawings 8, and the channel flow tunnel 15, through deflector blades 17. These image flow aerodynamic forces wh! fully supporting the aircraft on in-ground effect, allow full power from engines to be applied to thrust for air-borne flight, to sustain worthwhile economies in the order of less power flying in-ground effect. Enabling operations in excess of 50ton miles per gallon of fuel at speeds in the 90-180 kts range. Maneuverability is provided by the combination of rotor collective and cyclic pitch adjustments in conjunction jwith tail rotor control. Tail-rotor or thruster-jet unit 6, can be direct shaft 16, driven from main gear box or can be driven by coupled hydraulic motor driven from main power source 4.

Channel flow tunnel 15 acts to improve lift and control during both surface contact and inground effect flight also free flight by providing lift and concentration of ducted thrust air generated by the in-board fan angled by the deflector blades 17.

I r, ll: ll With the craft in surface contact supported in a floatation state by catamaran type floats 12, the outer side walls of the channel flow tunnel 15 extend close to the surface allowing limited leakage of the down-draught air at the same time providing a guide channel to contain the thrust air along the direction of travel.

When in flight the parallel walls of the channel flow tunnel 15 provide improved performance by eliminating the aircraft's tendancy to develop a "side to side wiggle," which are characteristic faults of aircraft with relatively short distances between the main wing and the tail plane surfaces.

To those skilled in the art to which this invention relates; many changes in construction, design and widely differing embodiments and applications of the invention will suggest themseives without departing from the spirit and scope of the invention. The disclosures and the descriptions herein are purely not in any sense limiting or beiing restricted to a precise form.

A.G. YARRINGTON tlft

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(57) Abstract A amphibious aircraft combining the flight functions of the helicopter and the aerodynamic winged hull, capable of VTOL and translational flight in and out of in-ground effect, comprising Combinaion Reverse Delta Twin boom Parawing Main central fuselage incorporating channel hull Inboard rotor fan assembly Main helicopter-like top rotor assembly Engine module Superstructure support struts (11).

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Claims (8)

1. An amphibious aircraft capable of modes, hover and air-borne flight in and out of ground effect, comprising: a wing shaped body having a large diameter vertical duct extending therethrough; at least one large diameter in-fuselage ducted down-draft variable pitch rotor fan assembly housed within said large diameter vertical duct within said wing shaped body; at least one main helicopter-like rotor assembly having variable pitch, collective pitch and cyclic pitch modes mounted directly above said at least one fan assembly; a supporting superstructure extending from said main fuselage and connected to said helicopter-like rotor for supporting said helicopter-like rotor well clear of said main fuselage; a tail connected to said main fuselage, said tail having an anti-torque tail propulsion means; and a common drive assembly operatively linked to said at least one fan assembly, said at least one helicopter-like rotor assembly, and said anti-torque tail propulsion means.

2. An aircraft according to Claim I, including control means for maintaining compatible pitch aOcjustments between said at least one fan assembly and saiu at least one helicopter-like rotor assembly, and for controlling said anti- torque tail propulsion meanr to maintain aircraft stability,

3. An aircraft according to Claim t, including controlled adjustable deflector blades positioned below said duct fan assembly for controlling flow through said duct, said duct extending from an upper surface of said fuselage to a channel flow tunnel provided through a lower portion of said main fuselage.

4. An aircraft according to Claim I, wherein said supporting superstructure is streamlined, and incluiws a base portion bridging the duct through said main fuselage, An aircraft according to Claim I, wherein said common drive assembly operatively links said at least one duct fan assembly, said at least one helicopter-like rotor assembly, and said anti-torque tail propulsion means by direct shaft, L i

6. An aircraft according to Claim 1, wherein said common diive assembly operatively links said duct fan assembly, said at least one helicopter-like rotor assembly, and said tail propulsion means by a hydraulic power system.

7. An aircraft according to Claim 1, wherein said wing shaped body is defined by a reverse delta wing having negative dihedral, and a centrally positioned channel flow tunnel provided through a lower portion of said main fuselage, said reverse delta wing having outer wing tips provided with wing-lets and cafmaran type hulls.

8. An aircraft according to Claim 1, wherein said wing shaped body is defined by a twin boom parawing, and a centrally positioned channel flow tunnel provided through a lower portion of said main fuselage, said parawing having outer wing tips supporting wing-lets and catamaran type hulls. o ,n 9. An aircraft according to Claim 1, wherein said wing shaped body is provided with a skirt to facilitate the hover mode of the aircraft. An aircraft according to Claim 9, wherein said skirt is retractable. 11, 11. An aircraft according to Claim 1, wherein said winged shaped body is provided with retractable land contact wheels, 12, An aircraft according to Claim 1, wherein on-deck propulsion thrusters are provided to compliment heli-rotor and fan otor thrust.

13. An aircraft according to Claim I, wherein heli-rotor assembly may operate in autogyration, .14, An aircraft according to Claim 1, wherein tail nntitorque means can be dispensed with, Signed: 4 r 1-I 1 Arthur 6 e orge,-Yarrington D)ateid: 9,4 4 4I 44I444444 i4 44 4 I PVAA