CA1125256A - Aircraft with propellers which are driven by fluid-motors and which are provided with means to be able to change their positions - Google Patents

Abstract

ABSTRACT OF THE DISCLOSURE

An aircraft having propellers which are driven by fluid motors and which propellers are able to change their positions and thereby influence and control the attitude of the aircraft. The propellers are preferably disposed in pairs symmetric to the body of the aircraft.

Description

~5~5i6 AIRCRAFT WITH PROPELLERS WHICH
ARE DRIVEN BY FLUID-MOTORS AND
WHICH ARE PROVIDED WITH MEANS TO
BE ABLE TO CHANGE THEIR POSITIONS:
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This ;nvention relates to air-borne craft, which have a power plant means to drive at least one pump or a hydrofluid conveying engine whereby a plurality of separated flows of fluid of relatively to each other proportionate rates of flow are produced and led by separated fluid lines to separated fluid motors to drive these fluid motors and thereby to drive a plurality of propellers which are borne and driven by said fluid motors in unison; while the said propel lers are provided with or attached to means to ba able to change their positions.
From a number of Eickmann patents it is known to drive plural propellers of aircraft by separated hydraulic fluid flows of equal rate of flow. And, in aviation it is gen~erally known, that there are aircraft which fly substantially horizontally on wings and that there are helicopters which fly with substantially vertical axes of their rotors. Some aircraft start horizontally, while others start vertically, Before the separated fluid drives of plural propellers became known by the Eickmann patents, it was alread proposed to drive propellers by fluid flows like single-flows or split-flows of hydraulic fluid to a hydraulic motor or motors. The aircr~ft with fluid motor drive of the propellers, which are /n~ntioned here, are described in patents, but they have in practice never been succssfully bùild or used, except the Eickmann hydraulic aircraft, which at least were build for experimental purposes. There have been serious reasons, why some type of air-borne craft succeeded, but others could not succeed. These reasons will be found by this invention and the consequences thereof will be described in this patent application : -~525 At common aircraft - technology it was assumed, that it would be the most economic way to drive a propeller by mounting the propeller directly onto a flange of a crankshaft of the aircraft engine.
By setting the propeller directly onto the crankshaFt of the engine losses of transmissions should be prevented. Because, when a transmission is used between an engine and a means driven by the engine, there will be losses in the transmission.
This assumption of the common aircraft technology, which makes at the first glimpse the impression of being absolutely true - simply because it is true that a transmission has losses -is however, as the inventor of this application found, under certain circumstances a disastrous error, which has considerably prevented the advancement of flight - technology.
This will be visible at hand of figure 1 of this specification.
The impuls which is given by the helicopter rotor or by the aircraft propeller to the air which flows through the propeller-circle downward or backward and which either provides the lift or the thrust to the helicopter or to the aircraft, is:, 2g F l~Z ~ S ( 1 ) .

The kinetical energy in the air-stream behind the propeller is:
~k - 2hf (2yt)2 - 2~, f y 3 ~ ( 2 ) -Equation (2~ can be transformed to V1, to be:

~7 ( 3 ) and the "V1 " of equation (3) can be used to be inserted into equatlon (1), whereby the followings are obtained:
tl = S = 2 or: f~ S=2~F~

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~"12'5~56, or: f~ 3 _ S 3 ~ e3~ 3 N _!!L

or: ~ 3 - S 3 ~ /V 2 or:
~ ~' S - ~7 or:
~ - ys3/2gf ~ 6 ) -In the above equations the following values may be used:
density of air ( for example: in ka s /m N - Power ( for example in kgm/s ) S = H = lift of thrust ( for example; in Kg.) Impuls ( for example in Kg ) V1 = velocity of the alr in the propeller-circle (f.e in m/
m = mass of air in the flow ( for example Kgmass = Kg/9,81 ) F = are of propeller-circle ( for example in m2 .
As a first step to explain my invention, I introduce "M" which shall define the number of propellers, which will be used in my craft. For comparison with conventional helicopters it should be understood, that equal diameters of propellers are considered Also the forms, pitches, configu=
rations and like shall be the same, when propellers are compared.
As second step T introduce the efficiency of a transmission and call it " 7 " . The transmission may also be my hydraulic transmission of a plurality of separated flows of fluid of equal rate of flow in the flows.
I now introduce " ?~ " and "M" into equation (5) whereby equation (5) transforms to:
H ~ s /~ ~ê g F ( '~ N)~ 7 This equation (7) now shows already some very interesting surprises, which will be found to be important means of the present inv~ention.

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For example:
The equaition explains, that the lift is as greater as the number "M" of the propellers is.
And, the equation has the further surprise, that the lift will not be reduced parallel to the losses in the transmission, but only with the third root of the second power of the efficiency-losses.
These features, which my equations explaines, are obtained at the given power. Or, in other words, rny equations shows, that, when a certain power is available, the lift or ability to carry, of an airborne craft will increase, when the number "M" of the propellers is increased and when done so, the losses which may appear in a trans=
mission which transfers the power to the plurality of propellers will not reduce the lift or carrying capacity in the same ratio as the losses reduce the power in the transmission, but less, namely only Wil~ the third root of the second power.
In short, nly equation shows, that with incre4sing the number of the propel lers, qn increase of lifting capacity or of carrying power can be obtained.
As a next step to explain my inven~tion, I assume, that in equation (7) equal values will be used for a comparison of a conventio=
nal helicopter with a plural propeller - craft of my invention.
Equal values in equa~tion (7) mean, equal power"N' equal values "2";
equal values of density "~ " and equal values of propeller-dimensions, including equal values of cross - sectional areas "F~ through the prapeller-circles, For a comparison of flight-technology - systems the equal values can simply be left our of equation (7) and I so obtain my comparison equation (8) which shows ~y comparison-factor Ftl ;namely:

FTL = M~ or: FTL = ~/5~ ( 8 ) -With this equation it is possible to calculate a comparison diagram,wherefrom the comparison factor "Ftl" can immediately be seen andwh~ch shows, how many times lift a machine with a certain number oF
propellers and a certain transmission efficiency will give compared to other or conventional craft. This cliagram will be shown in figure 17 .
The common helicopter has the Ftl value 1 minus the mechanic transmission ~5s~s and minus the power which is required to drive the tail rotor. In short, the common helicopter may have a Ftl value of 0,75 to o,85, _ 5 _ ' : , ' '~ '' ' ' ',:
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Herebefore the thrusts, lift-forces, thrust-forces and power for the obtainement of certain forces have been calculated for the condition, that the propeller(s) does/do not move. In other words, the equations above are valid for propeller(s) in stand, but not for propeller(s) in movement.
At the later to be discussed range of flight the craft moves substantially forward in lewelled hight speed -flight, where the resi=
stance oF the craft in air at the respective speed is in balance with the traction of the propeller(s) I call this ranae the "flight-ranae".
Contrary there~o, the range where the propeller does not move, where the propeller is at stand or where the craft is hovering, in short, where the above discussed equar~ions apply, we have an other range, which I call the stand-range or the howering-range.
But, according to my "Handbook of my Flight-Technology"
there is another range, a range between the stand - range and the flight-range, This range therebetween is called the inter-thfust-range in my handbook.
At this Inter-Thrust-Range the craft may permanently change its speed, for example, accellerate. The Inter-Thrust-Range can thereby also be assumed to be an accelleration-range.
At the said "Inter-Thrust-Range" the thrust of the propeller(s) is gradual ly decreasing when the velocity of'the craft incre~ases.
The details of this situation and condition are exactly defined by my following equations for thrust of a propeller or of propellers in the inter-thrust - range:
S; - 2 N~ x~ o ~o2~ MF1)- Kq; ( g or:
N,~ x ~/(Vo ~ O t 2516m/~F ) - ~g ( 10 ) The ~evelopment of the above equations for the Inter-Thrust-Range can be seen in my "Handbook of my Flight- Technology" .
The first equation of the two équations, namely equation (9) is the more simple equation in actual calculation. The latter equation (10) is the more accurate equation, but it is more difficult and more time consuming in actual calculation procedure.

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7 _ -_ At the later "Flight range " when the craft is flying substantial ly horizontal ly in level led fl ight paral lel to the surface oF the earth, and, when the resistance of the aircraft during move in air is in balance with the traction force(s) of its propeller(s);
or, in other words, when thrusts of the propellers equals resistance of the craft, but thrusts and resistance are opositionally dir ~ted, the following equation is valid:

. W -- ~)C~

and further, also the following equation will be applicable:

~ ~C blo ( 12 I now insert equation (11) into equation (12) and obta i n:
N - (~)C~v~ Vo l/o (13);

which I transform to:

~;~ /~ C~ 1~ ( 14 whereby I have a possibility to immedately calculate the expected velocity of an airborne craft or aircraft in its flight-range.

In the above flight-range equations, the~ following values may be used:
W = Resistance of craft in Kg.
g = Density of air, for example: ~rash~gsa/~close to oceanlevel; ::
A = Projection of wings (airfoil) ;n m2 Cw = Coefficient of resistance; aimensionless;
N = Power in Kgm/sec;
Vo = Velocity of craft relative to air in m/sec. .
Equation (14) can also be wrltten in the following form:
\/0 ,~ ~7 X ~7 ( 15 The latter equation shows directly the influence of wing-area projection and also the influence of power and of the permanent values , ~5~2~6 for the range of flight. For further defining the influence of power and the influence of the permanent values, the equation (15) may also be written as:
~6 = ~ r ~r x ~ ( 16 and thereby all important influences for the speed which can be obtained in the flight range are directly visible.

With the above equations all conditions for vertical take off, for vertical landing, for the accellerations at the Inter-thrust-range and for actual horizontal levelled flight can be pre-determined and he exactly calculated in advance, The substantial correctness of the equations has been prooven in actual testing in the inventor's laboratory.
With these equations diagrams can be developed which show in detail and in advance which kind of craft are the most economical for take off and for flight.
From said equations and diagramms it can be found, that even, when a hydrostatic transmission of the inventor's hydraulic systems are arranged between a power plant, like an engine or a gas-turbine and a plurality of propellers, a substantially higher lifting capacity can be obtained then would be obtainabie at the same power installation from a single propeller, if flanged onto the crank-shaft of the power plant, This is at least true for the vertcal start or take off, for thé~subtanti~lly vertcial landi ng and for flight with moderat~ forward speed, Only at a high forward speed will the sin le propeller per engine be of higher economy.
Consequentely, it is more economical, according to this invention, to use a power plant to drive or create a plurality of separated fluid flows of substantially proportionate or equal rate of flow and drive thereby a plurality of propellers over fluid motors which are arranged at suitable locatlons on the craft. These theories;are further condition to the fact, that at comparisons equal total power is installed and that the compared propellers~have equal dimensions like equal diameters, sizes and pitches.
The comparison can not be valid, if in the common craft other dimensions of propellers~or power would be used compared to those of the invention.
Therefore, according to the invention, an airborne craft is driven ~by a plurality of propellers which are driven by hydraulic fluid motors, wherein the fluid motors are driven by separated fluid flows of equal rate of flow which are created in multi-flow pumps or hydrofluid conveying engines and wherein the pump(s) are driven or prime moved rJy a respective power plant or engine(s), .

, Accordingly, the invention provides substantially two kind of major alrborne craft, namely:
a vertically lifting and landing multi - propeller - craft; and a horizontally staring and landing rnulti-propeller - craft;
wherein at both cases the ability to varify the location or direction of the propellers influence the ability, attitudes and actions of the craft positively and may help to safe fuel and economisize flying.
In the first case, the first preferred ernbodiment of the invention, the plurality of propellers are utilized, to be set separatedly on wings and tnereby to obtain a higher sum of lift by the plurality of the propellers at a given power installation and thereby to obtain an economic vertical take off and landing at a small space The propellers are thereby preferredly fastened on shafts of hydraulic motors. The hydraulic motors are preferred to be fastened on fluid-pipestructures, which are pivotably borne in respective bearing means in the body of the craft. Thereby it is possible to pivot or tilt the plurality of propellers in unison between a vertical take off and landing position and a position for subtantially forward levelled flight.
According to the invention it is also possible to fasten wings on the mentioned fluid-pipestructure This safes weight, because the wings do not need any more to have their own bones for the provision of _tr~ngth and stability. Further, when the fluid-pipe structure pivotes the fluid motors and the propellers, the wings, which are fastened on and borne by the fluid pipe structure are pivoting with it in unison.
A~specific feature of this arrangerrent is, that the wings can be very small, because they do not need to carry the craft up into the air from a runway. The big size wings, which aircraft of common style need, to be able to lift up from the runway at a moderate speed are spared by this present invention, because the craft of the invention can lift off vertically, gradually pivot or tilt its wings to levelled flight condition and thereby obtain forward speed in the Inter-Thrust -range until finally the craft will have obtained a forward velocity high anough to continue to fly on on small wings While I have pointed out heretofore, that the equations show, that the craft of the invention is more economic at vertical lift or descent and at moderate speed, it will now be understood, that the aircraft of the invention can also be more economical in operation at high speed, because it needs smaller wings than the common aircraft, The feature of the smaller wing or of the size "A" of equa~ion (15) will now directly demonstrate, that due to ~he smaller wing, the craft of the invention may even in levelled flight obtain a higher velocity at the same installation oF power and thereby become even more economic in substantially horizontal forward flight.
g _ 5~56 - 10 ~
Consequentely, since my aircraft take take vertically off, because the big size wings are replaced by the vertically acting take - oft propellers, the craft of the invention can at moderate speed also fly with less gasoline cansumption than the common aircraft.
This embodiment of the invention spares fuel at the vertical take off and landing compared to the conventional helicopter; and it can, if economically used even spare fuel at flight. It is further easily to be build, inexpensive and safe in operation and its components are reliable. A further specific Feature is, that in the fol lowing horizontal flight this embodiment of the invention will consume less fuel than a helicopter of equal carrying capacity would. A helicopter uses at horizontal fl ight about 50 to 70 percent of the howering or take off fuel. But the craft of this invention may use in horizontal flight with moderate speed only one fourth or less than at take of F or landing or at hovering In air. At a moderate velocity of 100 to 150 Km/h speed the craft of the invention may use even less fuel than a common car would use at equal speed. A higher or a considerably higher fuel -consumption is required only at higher speed of 150 to 700 Km/h.
This increase in fuel consumption is natural and also appearant from equation 15, which shows, that the velocity increases with the third power of the used power or fuel. In short~ a doubling of speed requires an eight times increase of fuel if no other factors reduce this rat io .
According to another, also preferred embodiment of the invention at least one propeller or a plural ity of propellers or propeller-carrying partsj like for example discs or like, will together with the fl uid motors which drive them be retracted into the wing or into the body of the airborne craft. Propellers may also r,e retracted into slots in wings or into discs which carry ~hem.
The feature of this embodiment isj that again, fuel will be safed and the craft can operate at higher speed or more economically.Because at horizontally levelied flight the craft may not need so llluch propellers as it needs at vertical take off or at vertical landing. By retracting one or more propellers into the craft, the resistance of the craft in flight may be reduced, whereby the aircraft can be tracted forward with less power and with less fuel consumption.
Further embodiments, features and technologies as well as other possibilities and modifications will be described at hand of thé figures.
It is possible to combine features of one embodiment with others or to let them away because of price reasons, depending on what type of craft one desires to be build.
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5~2~6 According to the above features, from a broad aspect, the present invention provides a craft capable of travel in air and having propellers which are driven by fluid motors which are preferably arranged in pairs symmetric to the body of the craft. The craft is charac-terized in that the propellers are able to change their positions and thereby influence and control the attitude of the craft whereby the craft is capable of a substan-tially vertical take off and landing as well as forward flight. Further, fluid lines are provided to carry a plurality of separated flows from a fluid producing fluid supply means and are connected to the motors to drive the propellers. The fluid lines are, in some parts, provided by pipes which permit the change of the positions of the propellers. The pipes have stabilizing ribs therebetween to form a self-rigid structure of fluid pipes which is borne in the body of the craft and which carries thereon the fluid motors and propellers of the craft.
Further detailed mathematics, technologies and economic details as well as complete outlays and designs beside of other embodiments of the Flight Technology of the inventor, which also includes hundreds of photographs and calculation tables and formulas can be studied in "Handbook of my Flight-Technology" by Karl Eickmann, which can be obtained commercially from Rotary Engine Kenkyusho, 2420 Isshiki, Hayama-machi, Kanagawa-ken, Japan. The said Handbook also includes samples of engines and of pumps and motors. The weights of radial piston pumps and motors have been reduced about to one hundredth of equal power at the fifties. The Handbook is a compact short-cut on 600 pages of the 50 million test records, scientific literature and other literatures of the inventor, as far as flying is concerned.

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In the drawings, the following is shown:
Fig, 1 shows the air-stream through a propeller-circle as it is known from the conventional air-stream theory;
namely in one schematic at vertical hovering in the air and in the other diagram at forward flight with the velocity Vo as forward - speed of the craft;
Fig, 2 shows an example of a vertical take of-F aircrfat of the invention in a scale of approximately 1: 100 for one to three persons, wherein the craft is once shown with vertically set wings and propellers and in the other part the craft is shown with horizontally directed wings and propellers for flight and wherein the craft is also shown in the other part of the figure in horizontal flight, seen from above;
Fig,3 shows another exampte, similar to that of figure 2, however with eight propellers, while the craft of figure 2 has only four propellers;
Fig.4 shows a simplified horizontal sectional view through an example of a vertically taking off and landing, but horizon=
tally flying aircraft of the invention, whereat hatching lines are spared in order to make the figure not to small and not too overloaded with lines;
Fig.5 is a cross-sectional view through figure ~ along V-V;
Fig.6 shows a longitudinal sectional view through a flow-combi=
nation valve sét whereby a multiple~of flows from-different power sources are conibined to a single continuing combined flow;
Fig,7 shows a schematic of a sceleton for driving four double -motors of a craft of the invention;
ri(~,û shows an (3mbodirnonl of a sampl~ of lho c~ng inc~ hydraulic power plant, which can be used in the invention and which is now commercially available from the laboratory of the inventor;
Fig,9 shows a sampte of an embodiment of a tilting or pivot -arragement of the invention for the pivoting or tilting of the fluid pipe structure of the invention;
Flg, '10 shows a further embodiment of a vertical starting craft of the invention;

Fig. ll is a view of another embodiment of a vertical take off and landing but horizontally flying airborne craft of the invention, Fig. 12 shows a sample of a discus-shaped rotary wing with retractable propeller blades of the inventionï (This figure is out of sequence and appears on the sheet with Figs. 1~ to 16), Fig. 13 shows a further sample of an airborne craft of the invention;
Fig. 14 combined with Fig. 15 show a further fluid line structure for carry-ing wings therein and fluid motors thereon according to the invention, Fig. 16 shows in a sectional view a retractable swing propeller of the invention for retraction into a space in the wing or body together with the fluid motor which drives it;
Fig. 17 shows another propeller with pivotable blades for the retraction into a slot in a wing;
Fig. 18 shows another embodiment of a craft with a fluid pipe structure of a tiltable wing partially in a longitudinal sectional view with specific emphasis on the wing-shape and setting for vertical take off when non-symmetric airfoils are used; and Fig. l9 shows the diagram obtained from equation (8) which shows the lifting capacity - comparison factor "Ftl" wherefrom it can be immediately seen how much more lift will be obtained at gross lift from an apparatus of the invention compared with the conventional helicopter.

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In figure one the air-stream through a propeller circle is shown, as known from the conventional air-stream theory.
In one portion of t~e figure for a vertical axis of the propeller for a vertical air-stream at hovering of the craft In the other portion of the figure for a propeller with horizontal axis and horizontal air-stream through the propeller circle as in forward flight. In the one portion of ~he figure the forward velocity "Vo" of the craFt and thereby of the propeller is "zero" namely in the right portion of the figure But in the left portion of th figure the forward velocity "Vo"
of the craft and thereby of the propeller is "Vo" .
Consequentely, as known from the literature, the velocity through the propeller-circle is in the right part of the figure = "V1 "
which corresponds to "V2/2" when "V2" is the velocity of the air after the propeller. ~nc' in the left part of figure the velocity of the air through the propeller circle is also "V1 " but this "V1 "
corresponds now to: " V1 ~ ( Vo ~ V2 ) / 2 "
Since these facts are generally known from the air-stream literatures, the figure 1 contains nothing new. It is however contained in this application in order to explain, that these facts are the bases of the mathematics and of the formulas, For example, the right part of figure 1 is the basis for equations (1) to (8) while the left part of figure 1 is specifically the basis for equations (9) and (10).
Equations (7) to (10) are not known from the literature. These and other equaitaions can be found in their development again in the "Handbook of my Flight-Technology" .Therein many explanations and details are found.
Figure 2 demonstrates a preferred embodiment of a vertically taking off and landing craft of the invention, which can horizontally fly on wings. In the upper part of the figure the craft is shown in vertical flight condition. In the bottom portion of the figure the craft is shown in horizontal flight situation and in the right part of the figure the craft is shown in horizontal flight, but seen from above.
In this part the craft may ~e in forward flight.
In body 31 of the craft the power station 10 is provided and preferred to be located in the medial or in the bottom portion of the craft. It may also ~e a plurality of single power plants, dis=
posed along the bottom portion of the body. Together with other weights, for example tanks, fuel, oil, pumps, acessory devices and like th ey are supposed to form a gravity centre in the lower portion of the craft to stabilize the location of the craft in the air by a power play with an upwards acting lifting centre formed by the upwards tracting propellers of the craft 5ZS~

On the body 31 of the craft are also the pivot-bearing holders 29 and 30 provided, In them the fluid pipe structure is pivotably borne. The fluid pipe structure is however not visible in figure 2, In bearings 29,30 the fluid pipe structure which forms the bone -structure for holding the fluid mot rs and thereby the propellers and also the wings can be pivoted at least from a vertical position to~a horizor~tal position but in preferred embod inets it may also be pivotable into a ~raking position for braking the speed of flight when suddenly another object nears towards the craft, The wings 24 to 27 are fastened or ay be fastened on the fluid pipe structure, The craft can also fly without wings, But then the propellers are kept in an Inclined position relatively to the surface of the ground~
Therefore it is sald, that the wings may be fastened to the fluid pipe structure. But the fastening or application of the wings is not for every craft of the invention a must, The craft may have a side rudder 9 and ailerons 7', Some of the wings may be provided with elevators 8 as shown in figure 4 or some of the wings may act as elevators 8, In the following I will define what actions an airborne craft may do, This will be in accordance with the "Handbook of my Flight-Technology" as follows:
Vertical rest or flight is "hovering", Forward move is " f l ight"
and move with inclined propeller axes is "move" .
Consequentely in the left upper part of the figure 2 the craft is shownin "hovering"; at the left bottom portion the craft is shown In "flight" and 7 in the right part of the figure 2 the craft is also demonstrated in "flight", The craft is not demonstrated in "move", but a "move" of a craft is demonst~rated in figures 10 and 11, At "hovering" the propeller are Forming together a lifting -centre. This is located above the earlier mentioned gravity-centre, The power-play between lift centre and gravity centre keeps the craft in stable position at hovering, which vertical ascent and descent are vertical tlight and at such vertical flight the said centres also continue by their power play to maintain the stable locatlon of the craft relatively to the surrounding air, The bottom of the craft thereby remains at all times of hovering and at vertical flight like ascent and descent substantially parallel to the ground and the craft remains upright at all those actions or hovering at rest, By the fluid line structure or bone-structure oF the craft the fluid motors 4 to 7 are borne, The fluid motors may ~e hydraulic motors in this and the other figures, It could however also be gas or - 15 _ .
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~Z5Z56 air - motors. These fluid motors are driven by fluid streams .
They are driven with equal rotary velocities while motors of diametric locations relatively to the body form motor pairs of counter directional rotation ~imilarily the propellers form propeller - pairs For example Propellers 14 and 15 form one propellet-pair while propellers 16 and 17 form a second propcller-pair.
Naturally, each propeller of the same propeller pair revolves in the opposite direction relative to the other propeller of the same propeller-pair, but both propellers of the same propeller-pair have the same or equal rotary velocity which means, equal revolutions per time, for examp le, an equal number of revolutions per minute.
An example of the inner structure of the craft of figure 2 is given in figure 4 A I so, the des i gn, capab i I i ty, s i ze, cost and I i ke are functions of time and of the technology of the respective time and of availabilities of the respective time for figure 2 as well as for other craft of the invention, especially depending of the technology of the respective power plants and ot the respective fluid handling devices of the respective time, the figures 2 and 3 are shown in a scale of about 1:100 in order to give a first idea in which size the craft of the invention can be build Thus, the figures show first examples of small-size craft which can be materialized with the presently av. ilable technology, when the power plants, hydraulic devices and fluid-line structures of the inventor are used. They can not in all cases be realized, when wrong power plants, hydraulic devices or wrongly designed fluid line structures are used. At present time the craft of ~ `
the invention require the highest standtard of technology which is in this specific field presently available only from the inventor's laboartory or from his licensed manufacturing companies.

According to the invention, the craft of the figures ca~not only be build in the small size for 1 to 3 persons, but also in larger sizes for many persons or as transport-aircraft. The scale in the figures shall therefore by no means define, that the invention is limited to the small size of the scale of the figures. Greater sizes, larger sizes, higher capable craft are designed and partially build and can be commercially obtained from the in~antor or from his licensed firms.

~25Z~6 Otherwise the figures 2 and 3 show those craft which at present time can be obtained with smallest expense for 1 to 3 persons or the respective transportûtion weight. The craft of these figures has anough space in a bigger garage of a car and it can also be bu ld in such t)igger garage of a car. The building expenses are less than the costs of nowadays luxury cars. The components for building the craft can be obtained from the inventor, ~nd so can be the drawings together with the "Handbook of my F I ight-Technology" .
Figure 3 is also demonstrated in a scale of 1:100. The scale is not in all detûils absolutely exact.
Figure 3 shows the more elegant and the more desireable solution for the vertically taking off craft compared to figure 20 However, figure 2 is the more easily build ûble and less expensive in buil =
ding presently than the craft of figure 3. The craft of figure 3 is presently considerably more expensive than the craft of figure 2.
The craft of figure 2 is more easily to be materialized because of the bigger diameters of its four propellers. The propellers ob bigger ~iameter carry much more and lift much more than the propellers of small diameter at the same sum of installation o-f power. Consequente=
Iy it is more easy to take off with the craft of figure 2 because with the bigger diameter propellers of figure 2 the craft needs less power for the vertical take off and is therefore less in weight, because it needs a smaller number of engines or an engine of less power.
The propellers of the sizes for the craft of figures 2 and 3 are nowadays available and can be obtained commercially also from the inventor.
The disadventage of the craft of figure 2 is, that the propeller require such big diameters, that the tips of the propellers at horizontal flight are revolving below the bottom of the craft. That can bring diffi=
culties at emergency landings in horizontal flight with horizintal landing on wings, because the tips of the propellers would then meet the ground and the propel ers would brake, The craft of figure 2 therefore requires for emergency landing on wings an arresting means for the arresting of the propellers in a horizontal position. F~igure 3 on contrary thereto has so small propellers, that the tips of the p~ropellers remain in the air also when the craft lands on wings in horizontal flight and sets onto the ground on the wheels. The craft of figure 3 has at least 6 or in the figure 8 propellers. This i s required to obtain anough lift ~,vith the propellers of such little diameter.

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a common feature of both craft, that of figures 2 and 3 is, that the wheels do not need a retraction into the body Thus, the craft can operate without retractable wheels and sirnple wheels, which are extending only a little frorn the body downward are anough for horizontal landing on wings. For vertical landing and taking off no wheels at all are required. However, since the craft has the ability to take off and land, either vertically or horizontally, the litt;e cost i= and weight of simple non-retractable wheels adds much v alue to the craft, because it makes the horizontal starting and landing easily possible in addition to the vertical take off and landing To add retractable wheels or under-carriges is however possible, if so desired.
At non-windy weather the crafts of figures 2 and 3 can take off and land from and into a space of about 10 meter by 10 meter.
At windy weather however to land into such a small space, a certain skill of the pilot is required. Another common feature of the crafts of figures 2 and 3 is, that they can fly with high speed as aircraft can do, that the propellers do not need the elastic helicopter blades or not the varyation of pitch during a revolution as the helicopter needs and in addition, that the craft can land at any country place in bad weather, when the bad weather reaches the flying craft remote from an airport. 5till another common feature of both craft is, that they can convert to vertical flight, howering or to rest in air or even to brake in the air and to reverse the direction of flight, when another obstacle comes into the flight path of the craft. Accidents are thereby prevented and should not occure without pilot error.
Also the following design details are no matter of the patent claims, they are descr~bed here in order to give an idea what sizes are today available in such craft.
The propellers of figure 3 are ;or examp~eHOCO Propellers of Hoffmann propellerworks Germany, namely types HO-V-62 of 1,6 to 2,4 meter diameter. The power plants are two or three four cycle or two cycle engi nes of Rotary Engine Kenkyusho and the propeller fluid motors and the pumps are also motors and pumps commercially availably from the said Rotary Engine Research institute at 2~1~0 Isshiki, Hayama-machi, I< Jnagawa-ken, Japar,, T~e pumps al~c5 rnotCJrS
are pr~feredly corresponding to the inventor's USA p~tents 3, 850, 201; 4, 037, 523; 3, 977, 302 and other patents of the inventor. The power plants may be those of figure 8 and supply a take off power of 100 to 180 HP. each, according to type. Their weights are less than 100 Kg each.
Spare parts for the power plants are available from stocks in all smaller cities around the world. The power plants are operating economically as four cycle engines do.

- 19 ~Z52~i~

For higher speed and for more than 2 persons, the craft o~ figures 2 and 3 may have one or more gas-turbines of the roughlv 300 HP ranae.
For the 1 to 2 person version with four cycle power plants, the following datas, also they may change with time, wi l l roughly apply today:
Velocity = speed fuel consumption range without of the craft per 100 Km flight landing _~ ________________________________________________________ 280 Km/h 29, 2 I tr 421 Km .
260 Km/h 23 Itr 520 Km 220 Km/h 18 Itr 670 Km 150 Km/h below 10 Itr 1100 Km.
The above values are a first information only and are subject to change without notice.
The price of the crafts of figure2 2 and 3 are supposed to be 90.000,-- to 140.000,-- German Marks or foreign currency equivalent, The present prices of prototypes are understandingly higher. For those who desire to get the respective craft for less money, the parts thereof can be obtained from the reseacrh institute of the inventor for home-building of the craft. Thus, the utilization of the craft for actual flying is presently possible for example under the rules of USA as experimental aircraft.
Since the vertical take off and landing crafts of figures 2 and 3 can at bad weather land everywhere, even in the country side and the pilot and passengers can stay over the bad weather or over the night at the available hotels, motels, inns and resthouses, an expensive ~-navigation- instrumentation can be spared, if so desired. The ;
most important feature of ~such verticalIy fIyable aircraFt is~anyhow, that a bad weather must not lead to an accident, just because there is no~ airport available for a quick landing. When an instrumentation is desired and the expenses for it are not feared, then it is recommendable to use a radar device of inventor's U5 patent 3,801,046 for the auto =
matic prevention of collusions with other craft ot obstacles in the air, In figures 4 t~) 7 some examples of preferred details of the vertically and horizontally flighable craft are illustrated.
However, sectional views through the hydraulik engine, hydraulic pumps and motors are not given in this~ application, because those are described in detail in about 400 patents of the inventor in many - 19~ - -. , ....

~lZSZ56 _ 20 -countries,about a hundred patents in the United states alone, and they are given in details in the mentioned "Handbook of my Flight-Technology"
or in my respective "Handbooks on Hydraulics and Engines".
The mentioned Handbooks also contain details of performances, test data, testing methods, sizes, powers, efficiencies-mechanic and volumetri,c, connection means, assembly rules and like, so, that figure 4 and the other respective figures in this application can be restricted to schematic i l lustration .

In figure 4, the power plant, for example engine 11, drives a four-flow pump means or fluid flow creation means for the supply of four separated flows of proportionate or equal rates of flow in the separated flows, shown by numeral 1. Accordingly the power plants 12 and 13 drive respective four flow pump means 2 and 3. In each case, the power of the respective power plant is devided substantially intop~u~
ral equal power portions in the said pumps. From each of the fluid - flow - creartion means for multiple separated flows of equal rate of flow - in the following shortnamed "pump" or "pumps"
four from each other separated and not with eachother communicating fluid lines are extended to the respective fluid motors 4 to 7. Each one fluid line from the respective power plant's pump to a respective one of the motors 4 to 7 These fluid lines are not numbered in the figure, but demonstrated in the figure by lines whereon arrows are drawn to show the direction of flow of fluid in the respective fluid line. There are also return fluid lines provided in the craft, but those fluid lines for return fluid are not shown in figure 4. But, instead thereof arrows are rnarking the return flow from the respective return fluid lines of the fluid pipe structure. The other details of the return fluid lines and numbers of fluid lines are spared in figure 4, in order to prevent an overloading and difficulty of reading of figure 4. Details of fluid lines are shown by way of example in figure 7, so that such details are not required in figure 4.
The arrows on the respective lines show clearly how the flows are flowing from the respective pumps to the respective motors and that is what counts in this figure.
It should howevçr also be recognized that flows from diff~rent power-plant pumps which lead to the same fluid motor, may be co~)bined to a combined flow. To da so, it is recommended to use one-way check=
valves in the fluid lines to prevent return flow from one fluid line into the other. How that is done in detail is shown by way of example, in figure 6.

~ , .
Figure 6 demonstrates by way of example such combination of a plurality of flows from different power sources to a single -Fluid motor. Fluid lines 235,335,435 may come from different pumps of different power plants 1,11 and 2,12 and 3,13 . One way check-val-ves 15 may be provided in said fluid lines. Each one in a respective one of the fl uid lines. The valves 15 may be streamlined and may be guided in guide means 16. After the valves 15 - see the arrows to understand the meaning of "after" ,- t~e fluid lines combine to a single combined fluid line 135. This fluid line 135 goes therefrom to one of the motors ~,5,6 or 7. Tne pressure in the fluid line 135 presses the valves 15 to close towards the respective fluid line 235,335 or 435. When fluid flows in the fluid lirles 235,335 or 435, the respective valve 15 is opened to let the flow flow frorn line 235 or 335 or 435 into the common combined Fluid line 135.
But flow in the opposite direction, or back-flow, or flow contary to the direction of the arrows is prevented by the automatic closing of the respective valves 15.
When there are three power plants, each with a tour-flow pump in the craft and when four propeller motors shall be driven by four such combined flows, there will be four such valve-sets as in figure 6 Thereby each of Four combined fluid lines 135 will receive about one fourth of the power of each of the ~hree power plants. The number of flows and of pumps and engines is by way of example, Any other desired number may be materialized in such one-way check valve sets as in figure 6. Thus, each motor ~,5,6 and 7 will receive one combined flow 135 and thereby each of said motors will receive one fourth of the fluid supplied by the pumps and one fourth of the powers of each of the enaines or power plants.
The comb~ination of several specific fluid lines from di-Fferent engine-pump sets will not disturb the equalness of the rates of flow in the separated combined fluid lines 135, because the separated fluid lines 135 are not combined with each other. Care must however be taken, to connect the right fluid lines. If wrong fluid lines are combined, the desired effect can not be obtained.
While such combinatlons, as described in figure 6 may be done, it is not in all cases required to use them. That will be appearant from f~gures 4 and 5. Because, the to be described fluid - pipe structure requires at least three fluid lines or at least two fluid lines plus a third stabili2ing bar or pipe for the purpose of obtaining a self-b~earing rigid fluid pipe structure capable of bearing and holding the respective motor(s) propeller(s) and/or wing-portion(s) _ 21 -~5~5~
_ 22 --Returning now to flgure 4, it will be seen, that the body 31 of the craft has bearings 29, which are pivotably borne in bearing sleeves 30. The bearing - bodies 2~ are borne in bearing sleeves or bearing houses 30 and are able to pivot or to swing therein. The pressure fluid delivery lines 34 to 37 and / or 44 to 47 and the return fluid lines 4 are extended through the bearing bodies 29 and fastened therein. As seen in the figure, there are four bearing housings 30 and four bearing bodies 20 are pivotably borne therein, A cross-sectional view is seen in figure 9.
The upper left bearing set 29-30 carries fluid delivery lines 35 and 45 and one or two retllrn lines 4. Tne upper right bearing set 29-30 carries fluid delivery lines 37 and 47 and one or two return lines 4, The lower left bearing set 29-30 carries fluid delivery lines 34,44 and one or two return tluid lines ~. The lower right bearing set 29-30 carries fluid delivery lines 36 and 46 and one or two return fluid lines 4.
The fluid lines, which extend through the ~earing sets as described are preferred to bc tluid plpes. Fc~r example steel pipes or light-metal pipes. If steel pipes-are used, they may have walls of 1,2 to 2,5 mm thickness. Steelpipes have the feature to be easily weldable. At the innermost ends of the fluid pipes the pipes are open towards the interior of the body 31 of the craft, but they are at these ends provided with connection means for the piv~table ~;~nnection to other fluid pipe portions or they have connection means for the connection of flexible pressure hoses. On the other ends, which aonstitute the outer ends, the respectlve fluid lines are fastened to a respective entrance- or exit - port of the respective flu7d -motor 4,5,6 or 7. Instead of fastening them directly to the said motors, also here additional connection means or flexible hoses might be interposed~ However, it is preterred not to ~o so, but fasten the other, the outer, ends of the fluid pipes directly to the said fluid motors 4,5,6 or 7. On the inner ends however flexible connections to the fluid lines from the pumps are a must in order to maintain the seal ot the separated fluid lines, when the bearing bodies 29 swing or pivot in the bearing housings or sleeves 30.
An important specificty of the invention is, that the tluid pipes, which wre here descri bed are utilized to form or to form together with additional means, the fluid-pipe structure for rigidly bearing the motors, propbllers and -or wing portions at vertical and at horizontal flight and also in the Inter-Thrust range, when the fluid pipe structure is swung or pivoted in the bearing sets 29-30, For this purpose the combining connector portions 125 are provieded to connect a respective right side structure with the _ 22 --~5~56 leftside structure of the craft. The simplified term "structure" is used here and sometimes in the later part of the specifcati on to indicate, that the said "fluid pipe-structure" is considered by this single word. The connectors 125 are preferred to have rounded ends, which are connected to ~he ends of the respective fluid pipes of the left and right structure. It is preferred to weld the ends of the connectors 125 at a certain short distance before the i nner en~s of the fluid pipes to the fluid pipes. Rib-plates may be added.
The feature of such arrangement is, that the fluid lines 34 tD 37 and 44 to 47 as well as the return pipes 4 can then consist either of straight pipes or of pipes with only one bow and two strai ght ends. Such fluid pipes have the feature, that the interior of them can be cleaned easily from the straight enas. Such cleaning is important for every operation of a hydraulic or fluid circuit. For example, the welding of the connectors 125 to the structures will result in disturbation of the cleanliness of the inner face of the respective pipe and so will the weldir,g of holding members for fastening~f the fluid motors or of the wing- portions. Consequèntely, after such welding and before the final assembly or filling of the fluid lines, the fluid pipes should ~e cleaned inside. For that purpose the straight ends of the pipes and the application of the connectors 125 with bows on their ends, are convenient and important. Fasteners 6 are either connected to the pipes or weldecl onto the respective fluid pipes 34 to 37 and ~4 to 47. Theyhal/e the purpose of easily fastening wing portions 24 to 27 or each one thereof thereon. The fasteners 6 r-lay also serve to form and hold the airfoil- configuration of the respective wing port;ons 24 to 27 Figure 5 shows, how the fluid pipes are located by way of example and where the holders or fasteners 6 may be located relatively on the respective fluid pipes. Holders 14, which may be rivetts or bolts or other means, are set through the fasteners 6 to held the respective portions of the wing portions 24 to 27. The wing 125.225 may then consists of two or several parts,which are hold by means 14 on fasteners 6, or the wing portions may even consist of a single form-piece of a cross-section as shown in figure 6. Such one piece wing por~ion could then from the ends be )ust moved over the fluid pipe structure and then fastend by bolts or like 14 on the fasteners 6.
Between the separated fluid pipes of the struct~lre, ribs 5 may ~e set or welded.

- 24 ~ 25Z5~
Thus, the fluid pipes 34,4~, 35 and 45 together with the internal connectors 125 and the ribs 5 between the pipes and connectors are forming one rigig fluid-pipe -structure which carries two fluid motors 4 and 5 and two propellers 14 and 15 and which may in addition carry the wing portions 24 and 25. Tnis single structure is pivotably borne in in the Le~ and right front bearing sets 29-30 of the craft.
The fluid pipes 36,~6,37 and 47 together with the respective internal connectors 125 and the ribs 5 between the fluid pip8S and the connectors are forming an other rigid fluid-pipe-structure which carries two fluid motors 6r~d 7 and two propellers 16 and 17 and which may in addition carry the two wing portions 26 and 37.
This other single structure is pivotably borne in the rear left and right bearing set 2~-3O of body 31 of the cr~f~. How the described fluid-line structures are pivoted in the mentioned bearing sets 29-30 is by way of example described in detail in figure 9 .
The described fl uid-line structures are an important part of the invention. Mechanically operated vertically and horizontally flying craft with four propeller and two wing sets have already been proposed, for example in USA patents 3,181,810 to N.C.Olson and in USA patent 3,184 j181 to D.H. Kaplan. Those mecha,nically operated craft however are very heavy because they need bone-structures for the wings to carry the wings and they need mechanical transmission means with many gears for turns and angles and holders for the transmission means from the engines to the propellers. The transmission shafts must be able to transfer the high torques. These number of parts required scrn~mq ri~ed a ~oa heavy weight. It is therefore very doubtful if such mechani-cally operated convertible aircraft can ever obtain an efficient operation or even an operation at all. They are not seen in flight prese~tly .
And, if they would fly1 they would require strong power plants of extremely little weight. for example li ke gas-turbines That makes them expensive in purchasing costs and expensive in flight because of a high fuel consumption. In those patents of the former art of mechanically operated convertible aircraft ther~has also never been a satisfactory mathernatical analyt;s of the features or troubles ond drawbacks of sinale- or multiple-prope l l er arrangements .
On contrary to those devices of the former art, the present invention brings a very detailed and very accurate mathematical analyzis of the powers and lifting capacities involved. The mathematics of the invention teach the higher carrying and lift capacity of the multiple prope l l ers at a g iven power supp l y .
~ 2~ -, , .
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- 25 ~ Z5Z56 The benefit of higher lifting and carrying capacity by the multiple propellers would however been lost again, when the mechanism to carry and drive the multiple propeller sets would be heavyer than the benefit of carrying capacity obtained thereby.
It is here, where the weight of the fluid-pipe-structures and o-F the fluid motors, the fluid pumps, the engines and the quantity of hydraulic fluid to be carried are an imprtant part of the invention.
For example; the four propeller craft of figure 2 will carry at ~0 percent hydraulic efficiency about two times of what a conventional helicopter of equal power and equal propeller diameter would carry on gross weight. The 8 propeller craft of figure 3 would even have a still bette~ carrying capacity of propellers ;f equal sizes would be used for equal total power installation.
From the gross liftina capacity however, the weights of the wings, fluid-line-structures, fluid motors and propellers are to be subtracted The weights of them are therefore of high interest They are presently in the prototype of figure 2 as follows: Weight o-F each fluid motor is 8,6 Kg. Weight of each variable propeller is 11 Kg. Weight of each double fluid-line structure for a left and right fluid motor and propeller is 14,5 Kg each. The pipes in said prototype are of 16 mm outside diameter and of 1,~ mm thickness of the walls. Thus, the weight of the sum of the fluid motors, propellers and fluidline structures in figure 2 is less than 120 Kil ogramm . That is a little weight, compared to the ben~fit of lifting capacity obtained by the arrangement. In compari-son only the difference between said 120 Kg and the weight of the rotors and tail-struclure of the common helicopter is the amount of weight by which the craft of the invention is heavyer than a conventional he l icopter .
Quite naturally, at design and building of fluid line structures the laws of strength and rigidity must be obeyed. When the designs of the inventor are used, there is no risk of brake or unreliability and there is no risk of deformation. Also, it is important to use proper~fluid motors. They are available from inventors patents and designs with single or double rotors, with releasable couplings, with automatic free-wheeling and with propeller -pitch adjustment devices, according to the situation of actual appli-cation The user is however be cautioned, that at present time there are no other fluid motors than those of the inventor available which fulfill these conditions. The world is goverened by conventional achsial piston motors, which are very good for ground applications and also for the drive of assessories in aircraft, but which are not of the required nature and capacity for driving propellers as such in the invention.
_ 25 -.

~5~56 - r~
The fluid-drive separated flows of equal rate of flow system of the invention in combination with the little weight but strong fluid-pipe-structure oF the invent ion are therefore an important means to reduce the weight of convertible aircl~af~ and to increase thei r reliability and economy. In fact, the craft of the invention may be the first and until now sole convertible craft which can actually fly and do so with simple four cycle combustion engines.
On the wing portions 24 and 25 the ailerons 7 may be provided. The body 31 has mostly a side-rudder 9 and the rear wing portions 26 and 27 may be adjustable in its angle of attack in order to act as elevators in horizontal flight. As an alter -native the wing portions 26 and 27 may also be pivoted in unison with the front wing portions and the rear wing portions 26 and 27 may then be provided with elevators 8. The rudder, ailerons and elevators may be operated mechanically, h~/clra~rll'~4lly, pneumatically or also electrically depending on the actual requirement and design.
These details are not written in the figure, because they do not bring principially new systems. The known systems are just differently set in the aircraft of figure 4. New are however the FLUID-PIPE-STRUCTURE5, the bearings of them, the extension of them through the bearing sets and other detai!s thereof.
Figure 5 which shows a sectional view along V-V of figure 4 demonstrates also, that the return fluid lines 4 may set closely together in order to form a resistant triangular structure by the fluid lines for examp e 34,44 and 4-4 The return fluid lines 4 can also be combined to be a single fluid line. The triangular location on the corners of the triangle of the fluid-lines are part of the provision of rigidity and of strength of the fluid-pipe-structure. Together with the ribs 5 between the fluid pipes the fluid-pipe-structure is rigid anough to carry the fluid motors, pro-pel lers and wing portions without major deformation and without undesired vibrations. The fluid motors run smooth and without vibration any~how and plural propellers of less diameter than a single big helicopter rotor run anyhow with much less vibration and unequal loads during a revolution than a big helicopter rotor does. Instead -of using one-body or two body wings it is also possible to use wing-airfoil structure ribs and set thin covers over them. Instead of triangluar location of the fluid lines rectangular placement, or placement of multiple forms like rrlultiples are possibie, if so required or desired.
- 26 ~

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~2~2~6 -~ In figure 5 a symmetric profile is demonstrated for the respec~ive wing portion. It is however also possible to use unsymmetric airfoils as in common aircraft. If those are applied, the airfoils should not be set absolutely vertically at take off or landing because they would supply a backwards directed movement.
They would have to be tilted slightly forward for an actually vertical take off or landing. That will be described at hand of the later discussed figure 1~1 Attention is further directed to the fact, that the wings in ehe figures 2 and3 are so dimensioned, that the propeller-streams flow over the major portion of the wings. Thereby the propeller-air-strea~s are prGviding an affect onto the wings so, as if the wing would fly through air. That provides lift, when the airfo;l section is used or when the propellers are inclined relatively to the wing.
The so obtained lift-actio n of the wi ngs must be taken in consideration.
It prevents to a great extend the possib;lf~y of stall of the aircraft;
it prevents the brake down of the undisturbed airflow over the wings and it allows high angles of attack relatively to the ground at time of Inter-Thrust-Range "move"of the craft. That is a feature, which was seldom or even never to such extend obtained in any craft of the past.
There exists even the posibility to lift the aircraft in horizontal location just by flow of the propeller- streams over the wings. That however is a specifity which again is discussed in "Handbook of my Fligh-Technology", The dotted lines in the fluid motors of figure 4 demonstrate, that these motors may either be single rotor motors or double rotor motors, for example of USA Patent 3,977,302 of the inventor. When those double-rotor -motors of said patent are used, the number of fluid lines are as in figure 4 or they may even be doubled for application in figure 3, Figure 9 shows a schematic cross-sectional view along the line IX-IX of figure 4 and demonstrates a sample of a pivoting device to pivote the front structure and the rear structure in unison.
It may also be used in the craft of figure 3 or in others. In the bearing-bodies 29 are the therethrough extending fluid lines - fluid pipes -35,45 or 37,47 etc, and also the return linos 4 provided and fastened.
Control-fluid lines 101 and 102 may also extend through the bearing bodies 29 to be led from there to places to control propeller-pitches, propeller and fluid-motor retrcations, ailerons or elevators. Instead of control fluid lines mechanic, electric or other control means may also extend through the bearing bodies 29. The control means 101 may also extend to other controllers or rudders which are not mentioned here.

52~

In body 31 of the craft the drive-motor 501 is provided and in the example of figure 9 the self-locking spindle 502 is extended through motor 501, Motor 501 drives the spindle 502 forward or backward to the left or right in the figure, Motor 501 is remote controlled from the cockpit by the pilot, when the craft is flown by a pilot or otherwise it may be remote controlled from the ground. The control of the motor 501 is the control of the pivot-action of the wings,motors and propellers and thereby ` a mojor piloting action. It controls~the varya tion from vert ical flight through the Inter-Thrust-Range to horizontal flight and vice versa, The speed of vertical flight like landing and taking off may be controlled by the engine accell, the adjustment of rate of flow of variable pumps or by the propeller - pitch, - A selflocking spindle and motor 501 and 502 is here preferred in order that probable vibrations will not move the spindle when not desired, The self-locking ef~~ect also serves to maintaln-the angle of pivoting or the angle of attack relatively to the ground at times when no pivotation is desired, The bearing bodies 29 have in the figure arms 50g on the front bearing body and 510 on the rear bearing body 29. Intermediate arms 505 and 506 are placed between said arms 509 and 510 and the spindle 502 and connected to them in swingable connections 507, 503, 504 and 508, Thereby the for- or back- movement of the spindle 502 actuated by motor 501 pivotes the bearing portions 29 of the front structure and of the rear structure in unison, The rearward location of spindle 502 is for the horizontal flight and the leftmost location of spindle 502 is for the vertical flight, brake or backward flight of the craft.
The locations between those locations of extremes define the angle of attack or the pivote angle of the propellers, motors and wings relatively to the ground and thereby the move in the Inter -Thrust-- Range, The extension of the move of the spindle 502 into an extreme frontward position is suitable to obtain an effective braking effect or backflight in the air at times when an obstacles nears the flight path of the craft, A fast-speed motor 501 is suitable and often desired for fast action of vonversion from horizontal to vertical flight and vice versa, In common transport aircraft the pivote action may be suitable when rt is slow, but in aircraft for sports and for acrobatics as well as for police or military craft the high speed motor 501 may be more desired, The arrangen7~n~ to c~ntrol the pivoting action or said action in unison as shown in figure 9 is an example only, Any other reliable and suitable control mechanism may be applied if so desired, _ 28 --~;Z5Z56 It may also be mentioned, that one should not assume, that when the air-space would be overfil~ed with aircraft of this invention, that that would result in many accidents. Accidents are actually not required. Acci dents are an appearance of high-speed aircraft, which lack the ability to rest in the air and which lack the ability to land at places which are no airports. The craft of the invention can fly in series or lines as cars are doing on the road and the already mentioned automatic radar control devices can automatically preven~ collosions in the air. The devices of my patent 3,801,046 can also automatically force craft of the invention to fly behind each other with any given slow or high speed. It can also brake them automatically down to low speed, rest or back-movement. These means are as accurately possible as by cars on the road but even more better because of the automatic control by patent 3,801,046 which is not yet routine on cars on highways In fact, the further possibility to pass another craft on a higher or lower fli ght level adds further safety and the fact that a craft in air has less resistance than a car on the ro~ad would even safe fuei, when an equal nun~ber of equal fast aircraft would fly in the air instead of cars running on the road.
Those possibilities have beern highly desired, but they were never obtained because the proposals of the past lacked the manoverability of the convertible craft and they Failed to become airborne because of their too heavy weight or they were too uneconomic because of the need of high power gas-turbines which can not be afforded by the average budget of average citi~en.
In figure 7 one of those schematic plans is demonstrated, which the inventor prefers in the craft of figures 2 to 4. Two power plants would be anough For the vertical take off and landing, but in this schematic three power plants 1,2,3 are provided. The third of them is there for the remote possibility, that one of the power plants would fail 3ust during a vertical take off or landing. In horizontal flight a single power plant would be anough to be kept air-borne.
In the figure the retrurn fluid lines are not shown in order to keep the figure free fr~m an overload of lines and in order to keep it by simplicity in a form for easier understanding.
One reason for the use of three engine-hydraulic power plants or two of them is also, that they are available in a suitable power range of 80 to 180 HP each in the inventor's research instit~te. Of these sizes two engines would be anough to operate a vertical start or landing;
one engine set would be anough to remain airborne and the thir~l set will be avaialable at an engine f,ailure at vertical flight. In practice all two sets or there sets are running together but with lower rates of power when lower power is required or satisfactory ~ 29 -~ 30 - ~2525Ç~
~ n automatic power control may be provided for overriding the pilot's control or for overriding by the control of the pilot, depending on the rate of perfectness and extend of installation of the craft.
Overriding automatic controls can therefore be spared, when not desired or when they are too expensive for the user of the craft An overriding automatic control may for example hold three power plants at 2/3 or 3/4 of maximum p~wer during operation, but when one of the engines Fails automatically and immediately bring the two other power plants to full gas or power. The pilot may then feel, that his craft now ascends a little bit slower and thereby feel, that on of the engines has faiied He may continue his ascend to override an obstacle, like a tree, a house or like or may continue his flight, when he desires only a short distance flight, or he may start his landing manolJver for repair or replacement of the third engine. Details thereo-f are again abtainable from "Handbook of my Flight-Technology".
At bigger size craft of the invention, ~or exa~nple in long-distance craft or intercontinental craft of the principles of figures 2,3,~,13 etc., the failure of one engine is no reason to stop the flight. ~t such bigger or lon~er distance craft such a number of power plants is applied, that the failure of one or two engines still allows the continuance of the flight. At Intercontinental or long distance craft the engines can even be repaired in flight or replaced in fli ght, because the engines and pumps are located in the body of the craft and they can be~ reached for repair by the mechanic.
Engine-hydraulic power plants as in the invention can be shut off from the fluid lines and the other sets of hydroengines can then continue to drive the craft~ After repair of an hydraulicengine set it can be connected to the respective fluid lines again. The case of engine failure of an intercontinental craft of the iinvention over the ocean will even, when there are no means for repair~not prevent the aircraft from reaching its destination. It may Just force the aircraft of the invention to continue the flight with slower speed and thereby to safe fuel -- see equatior. (16)~- which then would.Just r~sult therein, that, when an engine failed ovér Paris, the New York bound craft would Just- because of the engine failure-become able to fly not only to New York, but even ~o Chicago, Just because it was forced to safe fuel because it had one engine less in operation, The only discomfort would be, that the flight would last a longer time, The possibility of continuing travel even at engine failure and the possibility of repair or engines or transmissions at travel are nowadays not yet common even not in road traffic.

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3L~25~S~;

The four from each other separated pressure fluid flows of equal rate of flow which are produced in four separated working chamber groups with four separated outlets in the pumps 1,2,3 -- which may for example b~ pumps of inventor's US~ patents as mentioned earlier --extend as flows 61,71,81 and 91 from pump means 1of power plant 11 to the upper rotors ~,5,6 and 7 of the four double rotor motors of for example USA Patent 3,9779302 of the inventor and help to drive thern.
Similar four fluid flows extend from pump means 3 of power plant 13 as flows 63, 73, 83 and 93 to the lower rotors ~4, 55, 56 and 57 of the said fluid motors and help to drive them.
When - which should not happen - foreign particles, like dust or spones enter one of the rotors and block the rotation of one of the rotors, the power plant will be stopped because of overloading.
The other rotors will then continue to drive the shafts to the propellers.
The communicated set of rotors in the motors, whereof one is blocked, are then overrun by the revolving shafts by one-way or free wheeling means thereof. Thus, even a blocking of a rotor of a propeller motor will not prevent the craft from flying.
The similar flows 62,72,82 and 92 are extending from the pump means 2 of power plant 12 over one way check valves as in figure 6 or over similar one way flow means to fluid lines of the other pump and engine sets. So, for example, fluid flow 62 enters over the valve into fluid line 61 and / or 81;
" " 72 " " " " " " " " 71 and / or 91 ;
" " 82 " " " " " " " 63 and / or 83; and " " 92 " " " " " " " 73 and / or 93 .
In case of blocking of one of the motor rotors the fuil power of the drive - set 2,12 will then flow in the rate of 1/4 of the full power of set 2,12 into the other rotors of the four fuild motors and drive them accordingly in addition to the flow from the other still oparating drive set 1,11 or 3,13. In case, all rotors are healthy each of the rotors of the four motors will then obtain one eighth of the power of the dr ive,-set 2 l 12 .
It would also be possible to apply four, five or more drive sets, so, that the specific communication of drive set 2,12 can be spared. Instead of double rotor-motors it is also possible to apply single rotor propeller motors. ~t small craft as shown in figures 2 and 3 it is however desired to limit the number of power plant sets in order to keep the total weight low for a smooth vertical take off and landing of the craft, -- 3t :
': ,~ ~` . - : :

~5~56 In this connection it should also be mentioned, that the world today is led by achsial piston pumps and motors. While those are suitable for ground application, it is not necessary, that they are also suitable for main propeller drives of vertically taking off aircraft, where the life of the pilot and of the pas engers depends on the reliability of the pumps and motors. Under the decades long propagandas for achsial piston motors the impression has arisen worldwide that only achsial piston pumps and motors are reliable and useful Radial piston devices and radial chamber devices have for the medial and high pressure ranges almost disappeared from the markets during the fifties and sixtieth This historical dvelopment is however not entirely directional for application in aircraft, E~ecause all achsial piston devices have connecti~s between the pistons and the shoes or the drive flanges for - the conrods to the pistons and of them to the pistons. Thus, when in such achsial piston device a dust partical of too big size and of too strong material would ënter the~ clearance betweén the piston and the cylinder, the drive mechanism of the piston or for the piston would brake Achsial piston motors are further single rotor motors.
If in such motor such fatal brake would happen, such motor-brake would be fatal in a multi-propeller air,craft at least at vertical flight, like vertical take off or landing. This shows, that the reliability on ground and the almost force~governing of the hydraulic market by achsial piston devices can not give any absolute guarantee for safety in an aircraft of ability for vertical flight. It is rather highly riscful to use such achsial piston pumps ûnd motors in vertically taking off and landing aircraft, because of the fatal ness of stickina of a piston in a cylinder.
In the radial piston pumps and motors, which the inventor applies in vertical take off and landing aircraft, there are no connections between pistons, sho~s and drive means, like piston stroke actuators or guides The USA Patents ~,0~715J3 4ntl ~,q~,6~8 of the inventor clearly show, that the pistons, piston shoes and actuator or guide members are completely unconnected. The pistons and shoes float freely in a boardered spûce. When one of the pistons of th~em would stick in the cylinder because of an equally disastrous dust particle, that would not lead to a stopping or braking of the pump or motor. The sticked piston would just rest in thc inncrmost I ocation in the rc~spective cylinder and the other pistons of the same rotor would continue to work.
A respective pump or motor would just los~ a seventh or nineth of power and its running and torque would become at little ununiform, but the sticking of the piston would not be fatal.

~;25~

When building vertically take off and landing aircraft with hydrostatic drive of propellers it should also be recognized, that radial piston machines per see are not the solution.
For example, after extensive informations at the early sixties about the inventor~s devices finally one major continental European enterprise engaged in the production of radial piston pumps around the earl y seventies.The products which came out thereby are certainly very good for certain applications, but they are a deniai o~ the technological improvem~nts by the inventor, a re jection of his licences and an intentional "designing around his patents". By the rejection of the deep diving piston shoes of the inventor and by the rejection of h js free floating pistons and shoes no radial piston pumps and motors can be obtained for suitableness in the operation of aircraft as those of this invention. One teaching of Hitler's Germany was, that genes can not change and the consequences thereof are, that a superior race remains what it is, even when governments are changing.
The supression of advancement in science and technology in certain areas of the world are obviously as intense nowadays as they were at the time of the murder of Galilei.`Even, during 1977 a leading national laboratory of aeronautics of a continental European country flatly refused the features of applicant's aircraFt and a leading expert and author on hydraulics in a central European country stated till during the year of 1978 as follows: " To drive propellers of aircraft by hydraulic systems as Eickmûnn proposes is completely unrealistic in a technological view".
LuckiIy however, the patent offices around the world including those in the Eastern countries have done their duties and certified before history how the inventions on aircralt really came out. When someone builds an aircraft today or engages in the field of hydraulics, he should be aware, that the realities are nowadays not in all cases obtainable from the leading establishments in the field. He should base his judgements at least partially also on patents and specifically on the testrecords and testi ngs which he may do or see at the laboratory of the inventor.
The freedom and security of individuals in the country of Japan was a decisive factor over the last two decades, which contributed to the improvements which were done.

_ 33 --525~
-- 3~1 --It may again be noted, that two power plants and pump sets would also be satisfactory, if correctly designed and build. In such case however, an engine failure during vertical flight might lead to a ceratain descend of the aircraft when not other emergency devices like auto-rotation of the propellers or the like would take an immediate action. Many fluid motors of the inventor include such automatic auto-rotation of the propelers in vertical flight like landing or taking oFf.
It may be mentioned also, that in many countries the use of a single power plant is allowed by law to drive and operate a helicopter.
Thus, even a single poer plant may be operated in the craft of the inven=
tion, when a certified aircraft engine or like is used The pump means may then be a four~flow, six-flow, eight-flow device, according to the actual situation. Instead of setting two wing-portion pairs onto the body of the craft it may also be possible to set one wing portion pair or three, four or more wing-portion pairs and propeller-pairs.
The multiple arrangement is especially suitable when the aircraft shall serve as a weight carrying transporter.
The rnentioning oF an intercontinental aircraft oF the invention shows, that there are presently not many limits as to the increase of the size of the aircraft. For the individual or for the family however a simple and inexpensive craft is the first desire . The sizes of the aircraft of the invention can even be reduced to smaller scales and be minirnized in size That however requires a~ increase ol power oF the power plants. The smaller the size as higher is the fuel consumption for a given carryi ng capacity. As larger the size of the aircraft is for a given carrying capacity as lower will mostly be the fuel consumption.
That shows, that the economy of operation may increase with the outer dimension of the craft. The bigger sizes are otherwise trending however to more float in the air and beeing of slow motion and delicate to turbulence in the surrounding air, whi le the smaller dimensioned craft are less delicate at turbulent air, faster manouverable and speedier, but as the technological consequence also more expensive in op ration and more fuel consuming. In small dimensioned craft, the fourcycle engine may not be strong anough and small shaft-gasturbines may be required. They are adapted to drive the multi-separated flow pumps of the inventor. Such gas-turbines are extremely powerful at a very little weight. For example 300 or more horsepower at a weight of around 65 Kilograms. Details th0reof are again visible in "Handbook of my Flight-Technology". However, such gas turbines have a certain fuel consumption. Applicant therefore attcmpted to utilize four cycle engines. It is not required to use common aircraft engines. The common aircraft engines have - 34 _ . . . .

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until now not proven to be specifically suitable for the aircraft o~ the invention. They are too heavy, because they are designed to revolve with such revolutions which are suitable to flange the propeller onto the crankshaft of the engine. They also fail to have flanges, whereonto the pump sets could be fastened. In addition many of them fail to have the cooling fans for aircooling of the engine at vertical flight when there is no cooling air-flow over the engine. Cons~quently strenuous efforts have ~een necessary over three decades to develop suitable hydrof~uid conveying engines. They are now available in aircooled and also in watercooled versions, they are of little weight relatively, and they are also reliable in operation.
Figures 10 and 11 show further examples of vertically taking off and landing aircraft of the invention.
Again, as Figure 3 can do, the craft of Figures 10 and 11 may, under the condition that the diameters of the propellers are not too big, also take off and land sub-stantially horizontally. The body 601 of these craft has a front arm 602 and a rear arm 603. On the ends of these arms are swing-bearing housings provided. Each swing-bearing housing bears a bearing body, which is able to pivot in the bearing housing and which carries a fluid motor 605 or 607. The power plants and the pump sets are located in the body 601 of the craft. The fluid lines are not shown in the Figures, but they extend from the pump sets through the respective arm and through the respective bearing housing and the respective bearing body to the respective fluid motor and the return ~lumdc!
lines extend from said motors in the opposite way to the respective entrance ports of the pump sets. The extensions of fluid lines through pivotable holdings of fluid motors is not described in detail herein. Preferred and important is, that at vertical flight the front propeller 604 is fastened on fluid motor 605 above the front arm 601, while on the contrary thereto the rear propeller 606 is fastened below the fluid motor 607 of the rear-arm 603 at vertical flight. In order to have the propellers at equal height above the ground it is preferred to set the rear arm 603 consequently higher than the front arm i 2~

602. The front propeller 604 is thereby a traction propeller while the rear propeller 606 is a thrusting propeller. For horizontal move the craft of Fig. 10 operates in the Inter-Thrust-Range, which means, -that it does not "fly" but "move". The propellers are then tilted forward about so, as shown in Figure 10. The degree of tilting may be a few degrees to 45 degrees and for high-speed racers even until 60 degrees.

- 35a .

52~

~ 36 -stiff inclination or high degree of forward tilt will res~lt in a high speed which can even be higher thun the speed of craft which have wings But the high degree of forward pivoting of the fluid motors and the propellers will also result in a very high fuel consumption. At an economic flight with low fuel consumption and low or me~ial speed, the propellers are tilted forwardly only slightly.
An extensive chapter for the mathematical and technological details of this craft is again available in the "~landbook of my Flight Technology" The craft of figure 10 is borne and driven by the propellers only. It has no wing-portions.
On contrary to the craft of figure 10 the craft of figure 11 has wing portions 608 and 606 fastened tcs and borne- by the respective fluid motors 605 and 607. The craf~. of figure 11 can therefore pivot the fluid motors~ propellers and wings until into the horizontal position, In horizontal flight the craft of figure 11 can therefore fly and be borne on wings 608 and 606 while the craft of figure 10 is borne exclusively by the propellers 60~ and 606.
Since the craft of figure 10 has no wings it carl be less expensive than the craft of figure 11. Since it has no wings it also does not experience the resistance in flight which wings produce.
It is therefore also interesting for high-speed and for sports-flying.
Since it can not do an emergency landing on wings it is preferred to use fluid motors and propellers with auto-rotation facilities to assure automatic emergency ianding probabilities. ~gain, the craft of figure 10 may have propellers o-F bigger diematers than that of figure 11. The bigger diameter propellers will lift more weight and do it economically, whi le smailer propeller diameters on the craft of figures 10 or 11 will result in installation of higher power, higher sp,eed, less resistance in air, but also in a higher fuel consumption and thereby in a more expensive operation.
In figures 10 and 11 only two propellers per craft are shown.
The teaching of figures 2 and 3 however also show, that also the ,~;
craft of figures 10 and 11 may get more than two propellers. The theh arms 602 and 603 are respectively formed to be able to carry each arm more than one propeller and fluid motor. Such plural propellers may then be set in propeller pairs right and left of the medial vertical face of the craft, ~ 2~2~

The sample of a hydraulic-engine power plant of Figure 8 may be utilized as one of several possibili-ties to serve as drive set 1, 11, 2, 13, 3, 13 of Figures 2 and 3 or 4 or as drive sets in other Figures of this application. It consists of a combustion engine portion 623, a cooling means 525 which is commonly an air-cooling but may sometimes also be a water-cooling, fastening means 621, 622, a turbo-charger 624 and double-flow or multi-flow hydraulic pumps 626 and 627 with delivery ports 631 to 634 for the delivery of four separated flows of fluid of equal rate of flow. One of the features of the sample of Figure 8 is, that the power may be taken of from the crankshaft in the middle between a plurality of cylinders. So far that is generally known and exercised and has the feature, that the crankshaft can be of little weight. A specific feature of the invention however is that two double-flow pumps can be mounted head to head into a single drive wheel. The drive wheel may be driven from the crankshaft middle by gears or a chain tor chains). The thrust forces or traction forces exercised onto the drive wheel by the chain or gear can at this arrangement be counteracted by the forbes of fluid in the cylinders of the pumps onto the rotors of the pumps. By this arrangement the resultant of load on ~ ;s the drive wheel between the pumps can be reduced relatively to other arrangements or the wheel can even float between those opposing forces, whereby friction in the bearings of the drive wheel can be reduaed.
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~525;~

In a practically applied sample of such power plants, built by the inventor, the engine portion includ-ing the turbocharger weighs about 75 kg including electric starter motor and can make about 100 to 120 HP depending on charge-pressure and fuel. A two-cycle engine according to another design of the inventor can produce 150 to 180 ~P at reduced weight of only about 70 kg. The pump sets used in this power plant set are standard products of the inventor, can be obtained from the inventor and weigh according to respective type about 5,6 to 9,0 kg. Each pump takes about one half of the power of the engine and delivers about a fourth of the power of the engine to each of the separated four flows. The power is however reduced by the efficiency losses in the pumps. These are however small.
The power plant for the delivery of separated flows of hydraulic fluid of Figure 8 is however only one sample of the drive sets which are now available through the research institute of the inventor. For long-time or long-distance travel, watercooled engine sets without turbochargers are occasionally applied for the long distance flight, while gas turbines or engine sets as that of Figure 8 are added and operated only at the short times of vertical flight.

- 37a -.
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:

~5;Z~i -- 3~ --I am now nearing the discussion of the long-distance -or intercontinental vertically taking of craft of figure 130 For the short-range flights of several hundred kilometers or a very few thousand kilometers, the craft of the systems of figuress 2 and 3 are very suitable and almost ;deal, because the travel time and costs to the airport can be spared, The times at red signals on roads can be spared and the destination can be reached faster and for less money than with nowadays conventional transportation means, For intercontinental flight however, the propeller diameters of the craft of figures 2 and 3 are too small to be able to carry the needed large amount of fuel vertically up, An intercontinental craft may have an amount of fuel which may be as heavy or even heavyer than the other total weight of the intercontinental aircraft, The weight of fuel again depends also on the speed of the craft, The intercontinental craft should however not travel with a too small speed, because the travel times would become troublesome long at such long intercontinantal distances.
The weight of the fuel required is therefore a mojor difficulty for vertical take off craft for intercontinetal or Iong- distance -travel, As follows from the equations of this application, there are only three possibilities to increase the lifting capability and thereby to increase the ability to lift a large weight of fuel fuer long distance or intercontinental travel;
name I y:
The two possibilities which existed and can be found by equation (5) are, either to increase the value "F" by increa~ing the diameter of the propeller and to increase the power "N". Both possibilites are however limted, Greater "N"
requires greater weight and fuel consumption. Propeller diameters can not be build unlimited in size, To these two possibilities the inventor added the third possibiliy, namely to utilize a plurality of propellers driven by fluid streams of proportionate rate of flow, Thus, the inventor introduced also in the equations, the greater number "M"
of the propellers, To utilize the first two possibilities leads n~ot to an easy success for an intercontinental - or long-distance vertical take off plane, The increase of power again increasos weight, The added weight again requires more power and more fuel, To utilize vertical take of jets,as some military aircraft doJwould mean to use up fuel for hundreds of miles of flight at the few minutes of vertical flight for take off and landing, , ~S25gi A possibility however remains the utilization of the multiple propellers "M" of the respective equations of this application in combination with larger propeller-circle areas "F", Accordingly, in the sample of a long-distance or heavy load craft of figure 13 of the invention, a plurality of large size prop~llers are utilized to carry the craft vertically up or to set it vertically down, but in h~rizontal flight to retract the larger propellers into the aircraft to reduce the resistance in flight and thereby safe fuel. The piloting of such craft with retractable pro=
pellers needs train~ing and experience, The long- distance or heavy -load carriers of figure 13 are also not now fully build, because their costs exceed ehe financial resources of the inventor. They are however calculated in detail and designs can be delives ed in case of need and payment, Figure 13 brings at present time the highest possible lifting capacity for heavy weight, long-distance or intercontinental vertical take off and landing craft between the several concepts of this application.
In figure 13 the aircraft body 700 has wings 701,702 with ailerons 709 and substantially long-cigar-shaped streamlined hollow bodies 707,708 on the tips of the wings 701 and 702. The body 700 has two openings 805 which are the ports of two respective or of one combined hollow space(s) 805 which are preferredly located in the upper portion of the body 700 of the craFt.
The upper part of figure 13 shows in principle a Foldable propeller with blades 811,812 fastened on holder 815 of the shaft of fluid motor 805. The unit consisting of the fluid motor with the propeller will be cited by referential 805. The openings 805 in the body 700 of the craft are openings to spaces 711 for the reception of each one propeller-motor set 805. The hollow bodies 707,708 on the wingtips also contain spaces 712 and 713 for the reception of each one motor-propeller-unit 805. The said spaces 711 and 712 and 713 are therefore provided to be able to contain folded motor-propeller units 805 of a propeller radius of about ~he lq~gth sf a wtng of the craft or of about the length of about a half of the length of the body 700. Thereby an extremity of large propeller circle areas "F" is obtained combined with the plurality of "M" propellers, namely 4 lifting propellers which brings 1.58 times higher gross lift than a single propeller of equal size would do, At vertical take of the propeltersets will be located with fluid motors 805 at the four places shown in figure 13, namely on the front tip ~nd r~ar tip of body 700 a~nd on ~he tips of the wings, The axes of the propellers will then be directed vertically.

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When the craft will have obtained anough forward speed to be able to fly on the wings, the propellers 805 may be pairwise become retracted ;~to the respec t i ve spac es 711,712,71 3. T he a i rcraf t w i l l thereafter continue to fly as a usual aircraft of my US patent8,823,898 .
The craft will then be carried on the substantially horizontally directed wings 701 and 702 and be driven by the at least one pair of propeilers 705,706 which are arranged symmetrically of the body 700 and which are driven by fluid motors which are driven by a respective number of separated flows of hydraulic fluid of equal rate of flow.
The elevators 704 may be provi ed on the craft and so may be a side-rudder, not shown in the figure. The propeller pair(s) 705,706 may be applied on the wings 701 ,702, on respective arms or on the end-wings 703 of the elovator - portion of the craft.
The craft of figure 13 can thus obtain an extremity oF high lifting and carrying force for vertical take off and landing as well as obtaining a high speed and economic horizontalflight. When the weight carrying capacity is used to a considerable extend for carrying fuel, the craft will be able for long-distance flights or even for intercontinental flights.
How to subtract the propellcr-sets 805 into the spaces 711 ,712,713 of the craft, is shown in the upper part of figure 13.
The crms 602 carry the motor 805. Fluid lines 801 and 802 are extended through the arms 602 and therefrom through swing-bodies 804 into and out of the fluid motor 805. The arms 602 have ends which form bearing housing portions 803 wherein the bearing body portions 804 of the motor 805 are pivotable or swingably borne The fluid to and from the motor 805 is led through the fluid lines 801 and 802 respectively. The bearing sets 803-804 provide the possibility to swing the respective motor 805 with the propeller thereon from vertical into horizontal position and vice versan and into any desirsd an0ular position th0rebetween.
The shaft of the fluid motor 805 carries a flange 815 with swing-bearing holding portions 813 and 814 whereon two (or more) propeller arms 811 and 812 are swingably borne. A remote controlled achsi al Iy moveable member 806 which may be driven by ù control flow of fluid may be moved in the shaft or rotor hub of the fluid motor 805 and thereby move another swing bearing 808 forward or backward from or to the motor 805. Swing arms may extend from swing bearing 808 to further swing bearing connections 809 and 810 on the propeller arms 811 and 812. Thus, when the control-member 806 is extended (moved outward) from the shaft of the fluid motor 805, the the propeller arms 811 and 812are swung into a radial .... :. .
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position to act as propellers during their revolving. When the control member 806 however is retracted into the innermost position in the shaFt of fluid motor 805, then the propeller arms are swung forward into a to each other substan~ially parallel position as shown in the uppor part of figure 13~ In this "swung in" position the propeller~arms then are substantially within the same radial dimension relatively to the motor axis as the holding arms and the motor are and the whole unit can now be re-tracted into a respecti ve space 711,712,713 of the aircraft, More details of an example o-f a retractable propeller are shown in figure 16. In figure 13 are only those means are described, which are not described in detail in figure 16. The description of details is kept to a minimum in figure 13, because more details will become known from the discussion of figure 16.
A very convenient retractable propeller is shown in figure 16. This motor-propeller unit can also be used in the craft of figures 2 or 3. Accordingly a space 488 is located in a body 489 in the wing or in ar,other portion of the aircraft, It is especially effective when the sp~ce 488 is provided in a wing or wingtail of the craft, Body 489 is configurated to receive in the space 488 therein a fluid motor 482-493 and to let the motor 482-493 move backward and forward in space 488, A drive - me~hanism~,n 485 may be associated to the space 488 and be connected to the fiuid motor 482-493, The drive mechanism may be a hydraulic piston in a hydraulic cylinder and receive fluid through control fluid lines 483,484 to move the drive piston of it forward or backw~rd in space 488 and thereby motor 482-493 forward or backward in space 488, Motor 482-493 drives and carries a foldable propeller with at least two foldable propeller-arms as those in the upper part of fiaure 13. In figure 16 the fluid mo~or and propeller are - .
demonstrated in the two extreme positions, ~t inward location the fluid motor is shown by motor 4~32, at outward location the fluid motor is shown by fluidmotor 493. At the ou~ward or forwarcl location of motor 493 the propeller arms 496 and 497 are radially extended for operation as propellers as seen in Figure 16. The radial extension of the propeller arms may be done as in figure 13,top part, or the propeller arms may even extend themselfes-.swing themselfes- into the radial position by centriFugal force during high speed revolution.
In the inner or backward position the fluid motor 482 is retracted into the deepest possible location inside of space 4~38, ~;25~5~;

The propeller arms 486,487 are now forwardly folded, substantially parallel to each other, in order that they find anough place in the chamber 488 to be subtracted thereinto and to be kept therein Ths folding of the propeller blades into the forward position for retrcation into chamber 488 may be done by remote control as in the upper purt of figur~3 13, but it may also be done automatically In the latter case, ~he rotary velocity of the shaft of the propeller motor may define the direction of the propeller arms. For example, a high rpm of the rotor of the fluid motor may swing the propeler arms into the radial - propeller-action position by centrifi gal force, whi le a low rpm or non~revol-ving may swing the propeller-arms under a spring or like - action into the forward ly swung position The automatic position control of the propeller arms by the rotary speed of the fluid motor(s) is especially convenient, because it can be easily handled by the pilot. ~ medial ~ .
revolu tion speed of the fluid motor(s) may define a position between the extrernes of position and thereby enable an inter~ediate range of propeller action, If smoothly arra~ed and controlled the retraction of the propeller and fluid motor as w811 as their extension may be suitably handled and even be steplessly variable during the conversion process. When the propelle, s are of relativeiy small diameter, as those in the craft of figure 2 or especially of figure 3, the extension- and retraction - action of the fluid motors and propellers of figures 13-top and figure 16 can be handled smoothly and without excessive disturbance of smoothness of flight or of flight - stability, In figure 16 the fluid lines 465,466, 463 and 464 are the fluid lines to the fluid motor 482,493, Flexible fluid line portions may extend from them to tha ports of fluid motor 482,493 in order to facilitate the forwqrd and backward move of the motor with the propeller arms in the space or chamber ~ 488, The fluid pipes 463 to 466 are forming the bone - structure or the fluid line structure of the respective wing portion. The outer cover(s) 481 of the wing which forms the airfoil-shàpe may be fastened~ on the l~fluid-pipe-structure 463 to 466. The motor-propeller- containment~chamber 489 may also be fastened to the fluid-pipe-structure 463 to 466 of the respective wing-portion.
. .
Figure 12 demonstrates in a schematic figure another possibility of a retractable propeller. The disc- or discus- shaped body 640 is a rotary disc and contains propeller-arm receivable chambers 641 and 642. The propeller chambers 641 and 642 - ~12 -.

~l252~6 contain and guide at least partially the propeller-arms 643 and 6~4, The propeller blades 643 and 644 can be moved radially inwardly and outwardly in chambers and guide means 641 and 642. The body 640 is a disc, which is towards the outer portions thereof thinned, whereby it obtains a substantially symmetric streamlined configuration of a thicker medial portion and sharp and thin outer portions, The body 640 thereby constitutes a rotary oP stationary circular wing It may act as a wing, when it gets a certain angle of attack relatively to the air wherethrough it moves at substantially horizontal fli~aht. It may however also serve as a propeller holder for vertical take off and landing, The system of figure 12 is one of those which are very easily controlable . The pilot may con~rol a hydraulic valve-lever or a remote control thereof for actuating a pair of hydraulic pistons ih hydraulic cylinders or a pair of rotary fluid motors 647,648 in one or the other rotary direction.
Instead of hydrau1ic fluid motors, the motors of the motor pair 647,6~8 may also be air-motors, air-pistons and cylinders or electri~c or other linear or rotary motors. PreFerred is however, that they be rotary motors with capability to revole in both direction and with means to control the rotary motion in both directions by remote control from the cockpit and with the further condition, that the said motor revolve or act in unison, when one of the motors acts Consequentely, the multiple separated parallel fluid flows of equal rate of flow as used in this i nvention, are very suitable to drive and control the actions of motors 647 and 648, A connection means, preferably spinclles with threads, 645 and 646 are provided for the connection of each one of the motors 647,648 with one of the rotor blades 643,644.
Tr~nsmissions may be provided between motors and connecters 645-646 if so desired, Thus, an action in unison of motors 647,648 will move the propeller blades 643 and 644 with relatively to each other equal speed and with relatively to each other equal radial extension inward or outward in body 640. When that is done during revolving of the rotatable body 640, the propeller blade-extension acts as a propeller.
The variability of the radial e~tension of the propeller-blades provides a propeller of variable propeller diameter and there`by of variable propeller-circle area "F" in line with the equations of this application.
The rotary propeller disc with variable diameter of the propeller circle of figure 12 therefore is able to lift more at same installation of power to drive it with wide extended propeller-blades and it can transform , ~L25~:56 into a disctype wing with little resistance in air at high speed forward flight The application of propeller-blades in a rotary disc with sharp outer edges is generally known from the literature and described in the li~erature. The hydraulic drive of the propeller blades in unison is however not known from the former art.
Another specifity of the rotary - propeller- carrying wing of figure 12 is also not known from the former art and is an object and a discovery of this present invention. That is the feature to provide the guide-chambers 64~ and 642 not w;~ only about the length of the radius of the disc through a half of the disc, but to extend the guide chambers 641 and 642 almost through the entire diametre of the disc-body 640, That is obtained by placing the guide chambers 641 and 642 not along an equal axis through the centre of the disc-body 640 but to replace them parallel to each other away from the centre of the disc 640. Thereby each of the guide chambers 641 and 642 obtains a length almost equal to the length of the diametre of the disc, Such long guide chambers 641 and 642 of the invention can contain and facilitate the movement of propeller-blades of almost the length of the diameter of the disc. That makes the variable diameter propeller of big diameter and big area "F" of the propeller of f igure 12 of the invention pos s ib le, The figure further demonstrates, that the propeller of the former art might have extended until maximally about 0,8 R ~
with R = radius of the disc - out of the disc 640 But due to the invention each propeller arrn of the invent;on may be extended with two times of 0,8 R = 1 ,6 R or 1,6 times of the radius of the discbody 640 out of the disc body 640, Thut gives by comparison a propeller circle area F = g 2 ( 1,8 R ))l 2 p j/4 = (3,6 R )2 p j/4 Of the former art and a propeller circle area "I=" of the invention of:
F = (( 2 ( 2,6 R ) )) pi/4 ~ ( 5,2 R ) pi/4.
Thereby it is shown, that the variable propeller dia=
meter rotary propeller-carrying disc of figure 12 of the invention has a far greater lift and carrying capacity at vertical flight, vertical take off and landing as well as at hovering and at move, The arrangemant of the propeller-guide chambers and propeller blades in accordance with the rules of figure 12 is thereby an importont improvement of propeller-carrying disc-shaped wings.
The former art discus shapeci propelier carrying wings could not succeed i n practical application. They had too big diameters themselfes and provided too smal I diameters of propel ler~circles for vertical flight, landing, taking off, inclined move and for hovering.
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.' ,' ' ~ .

~25Z5~

The very considerable increase in propeller - cir~le area and also in lifting capacity will become aware by the calculation of the relation (5,2)2 / (3,6)2 which gives 2,086. Therefrom follows, that the propeller-circle area of the invention of figure 12 is about 2,1 times bigger than that oF respective devic0s of the former art An increase of 2,1 times propeller circle area gives according to the equations and according to "Handbook of my Flight-Technology~' a 1,28 times higher lifting capacity at the same power installation. At same time the relation o-F propeller-s7ream diameter to res~ stance diameter is much better than in related devices of the former art Preferred is the operation of the driving motors 647 and 648 by fluid motors, which are set into fl uid streams of equal rate of flow, like at the propeller~drives o-F the a~ lication. Thereby not only a simple remote control from the cockpit can be obtained, but also a reliability of equal and to each other parallol outwards or in~ards movement of the propel ler-blades can be enforced and guaranteed .
An aircraft may be applied with one single propeller-carrying rotary disc wing of figure 12 or with a plurality of them, The discs themselfes may be driven to revolve by a respective fluid motor. When pluralities of propeller-carrying rotary wings are applied in an aircraft, they should be placed at pairs symmetrically of the body of the aircraft and the discs should be revolved by fluid motors, which are driven by separated flows of equal rate of flow, so, as other propellers of the present patent application are driven.

Figures 14 and 15 show another example of the fastening of a fluid motor and of a wing portion on the pivotable or even on a non-pivDtable fluid-pipe-structure of the invention. When the structure is fixed, which means, non~pivotable, it carries the fluid motor(s), propeller(s) and the respective wing portion (s) of a substantially horizontally flying aircraft of my US patent

3,823,898. The structure of figures 14 and 15 as well as the fluid-pipe-structure of figure 3 - without th~ pivot~bearing arrange-ment can therefore be applied also in not-vertically taking o~ ~ircrQf~
of the fluid drive system of my patent 3,823,898 and similar aircraft.
The fluid-pipe-structure, herein often simply called "structure" is how-ever a novelty of this present invention, regardless, if that of figure 4 -- 45 _ . " ~ .. . .
.

~;25256 -- 46 _ or that of figures 1q~ and 15 is concerned. One specific feature of th e structure of f i gures 1 4 and 1 5 i s, that the f l u i d p i pes are entirely straight pipes without bows 1~hey can therefore be very easily cleaned and they are very inexpensive in productionO The fluid motor 461 has respectively a number of fastenings and / or of ports corresponding to the number of f l u i d p i pes app l i ed . In the sample of figures 14 and 15 there are four fluid pipes 463 to 467 arranged on the corners of a rectangle or of a square. Respective ribs between the pipes may be set Two of the fluid lines in these figures are delivery fluid lines and the other two are return fluid lines. Half - profile ribs, namely upper profile ribs 467-A
and bottom profile ribs 467-B are moved from above and from bottom respectively over the fluid-pipe structure. Medial connection ribs 467-D are then set over portions o-f the upper and bottom profile ribs 467-A and B and they are rivetted, bolted or welded to them, in order to keep them together and thereby to hold the profile ribs on the structure. The outer cover sheet 468 is then moved over the plurality of profile-ribs 467-A-B, whereby the wing portion 460 becomes a cornplete and fastened wing-portion, borne by the structure and carrying the structure and the craft in horizontal flight. When the system of these figures is used in a vert;cally take-off capable craft, the propellers are carrying the wing portions and the craft at vertical hovering or flight. In the Inter-Thrust-Range of move the respective propeller(s) and wing portion(s) may then carry the craft together. Figure 14 is a cross-sectional view through figure 15 along the line XIV-XIV.
The profile rib portions 467-~ and B may define the airfoil -cross-sectional size and configuration of the wing portion 460, They are preferred to have outc,uts which fit precisely around the outer faces of the respective fluid lines of the fluid - pipe ~
structure. The fluid pipes may be fastened onto the fluid motor 461 by bolts and carry the motor thereby. The motor 461 carries a propeller 462 and drives the same. Thus, the complete holding and driving mechanism of the fluid motor, of the propeller and of the wing is of a most simple and not e~pensive structure consisting of straight pipe portions, plane rib-profile~plates and an outer wing - cover together with bolts and / or rivetts.

~2~;;2~6 -- ~7 _ In the embodiment of figure 17 a retractable propeller 90 is shown, which may be a propeller with highly adjustable pitch, for example a propeller of ~ motor-glider - system with a sai`ling pitch position. At such extreme position the p~opeller pitch is set to be parallel to the direction of flight This propeller pitch position is shon in part 6 of the figure in the cross-sectional view along B-B of part A of the figure~ Part B of the figure shows a propeller - pitch of usual flight position, when the propeller tracts the aircraft forward. In this position the propeller 906 has an angle off attack or pitch of several degreees relative to its movement through the air in order to apply a trating effect to the craft, The propeller pitch position 90S of part C of the figure is the position of smallest resistance during flight in the air. This position is used in motorgliders, when the engine is shut off and the craft exclusively sails without engine support. Propellers of this kind are commercially available and they reduce friction of the craft during flight very considerably. However, according to the invention the resistance can be further reduced, when the propeller will be completely retracted into a respective slot, for example into slot 903 on the tip of the wing 901. Consequentely, according to the invention, a slot-chamber 903 is provided at a suitable place of the craft, for example in the front - tip of the wing 901.
The motor, for example fluid motor 902~which carries and drives the propeller 904,is fastened by such a means in or on the respective place, for example on the wing 901, that the fluid motor 902 together with the propeller 904 can be set into two extremes of positions, namely into a forward position for operation of the propeller in flight and into a rectracted or rear position when the propeller rests completely within the slot space, for example in the wing~in order to prevent any resistance of the propeller ir. flight. The fastening may for example be done by arms 911,912, which swing on holders 909 and 910 which are provided in the aircraft or on the fl~id motor 902 respectively A forward and backward movement device which ma!/ for example consist of a piston 913 and a cylinder 91a. may be provided between lhe craft and the motor 902 in order to move the fluid motor 902 with propeller 904 into the forward operation position or into the rear rest position in the slot 903. It may be operated by remote control from the cockpit in any suitable manner, for example by a hydraulic control fluid flow. The motor 902 corresponds to an USA patent application of the inventor and is provided with control means for varification of the propeller ~ pitch by remote control from the cockpit or by auto=
matic control depending on the rpm of the p~peller 90~ and of the ~, .;. ' rotary parts of motor 902.

5;Z5~

The propeller 904 is revolved by the motor 902 only then when the fluid mo~or 902 and propeller 904 are set into the forward or operating position. For retcraction of the fluid motor or motor 902 into the rear position and thereby retracting the propeller 904 into the slot - chamber 903 the motor 902 is stopped before and the propeller 904 is arrested in a position parallel to the slot chamber 903. The propeller 904 is further before it becomes retracted into the slot chamber 903 for rest, pivoted into the pitch 905 parallel to the move or flight of the craft. When these adjustments have been done the propeller 904 can together with the fluid motor902b~retracted into slot 903 by moving the drive means 913 backwards and thereby swinging the holding arms 911 and 912 backwards. The final location and position of rest in the slot 903 is sho~n in parts D and E of the figure, The propeller has now the location 907. Flange 908 holds the propeller 904 i n a common way Instead of ho l d i ng an~ mov i ng the motor 902 on arms 911,912, the rrotor 902 may also be guided in a space as in figure 16 or may be held and moved in any other suitable way by suitable holding and moving means.

It is preferred to provide rectractable propellers again in pairs symmetrically to the body of the aircraft .

The rotary propeller-carrying disc-wing 640 of figure 12 may also be provided with windows 666 through the body of the disc which then should be able to be opened and to be closed. When the disc works as wing at flight, the windo~v 666 will be close~l.
But when the disc works aScarrier of the vertically lifting pro-pellers, the windows 666 will be opened. The air can then flow downward through windows 666 and thereby reduce the resistance of the disc to the airflow in substantial vertically downward direction.
.

- ~18 ~

~252S~

In Figure 18 a double wing~d aircraft is shown, having a body 420 with a heavy weiaht compartmcnt ~24 and a Freight or passenger cabine 425. The heavy wei0ht compartn~ent preferably sontains the power plants, engines, pumps, 421 ancl 422 and other heavy material to ~orm the weight ccntre in ~hc middle, but Iow in the body 420 of the aircraft The body 420 is also provided with two or more wing bearings 448 and '1~9 wh~rein the main bone -structures 430,429 of the wings 433,433 can be pivoted with said wings at an anaular intervail 447~ The main bar or main bone of the wings may contain -fluid lines 442,443,444j-~41, 451,452,453,454 to ~luid motors 435,436 for driving the sai d ~ -motors and thereby the propellers 439,440 which aro associated to said fluid motors. Said fluid lines Gommunicate respective chamber=
groups of respective p~lmp means with respective fluid motors.
The propellers 439,440 force air with high velocity over the wings 433,'134. The proFile of said wings then provides a wing - lift L which is named LF for the front wing and LH for the rear wing The direction of said wing lifts LF ancl LH
i5 however not upwards, but upwards to the rear as shown in the component arrow diagram of the fi~ure when the wings have ~he angular pivote - position as shown in the figure. At same time the propellers 435,440 provide a traction S in the direction of the axis of propeller and fluid motor. Front traction is cited by SF
and rear traction of propeller is cited by SH. The component of forces diagrammshows, that these forces SF plus LF summarize ;~
to the upward directed front force TF and at the rear of the craft -~
the forces SH and LH summariz:e to the upward force TH. Both forces TF and TH are upwards directed, parallel to each other and equal Iy distanced from the centre oF the craft . The weight W is downward directed from centre 455. Forces TF plus TH and contrary directed force W keep the aircraft in s~rai0ht position. Increqsing the sum TF plus TH over W brings vertical upwards move of the aircraft, Equalizing gives hoverin0 and decreasing of the sum TF ~ Tl I
below W gives vertical sinkin0 of the aircraft of the figure.
For forward flight both wings 433 and 434 are downward forwardly inclined withi n the range of angle interval I 447 depending on the desired flight path o~ the craft relatively to the hor i zonta I e .

, . . . ,: , . , ~L~3LZ5~

The embodiments shown in the figures are examples only.
When the rules of the invention are obeyed,many modifications, depar=
ting from the figures are possible without leaving the scope of-the invention Several embodiments of the application may be applied not only in vertical take off capable aircraft but also in horizontally flying, starting and landing craft. For example, the retractable propel!ers and fluid motors of the invention as well as the fluid~pipe-structures of the invention, which carry the wings, whereby the wings carry the craft.
The application shall further serve to give a first impression about the many possibilities which arise by the uti lization of the drive and control - systems of the invention. For an understanding of all technoiogical details and calculations the study of the "Handbook of my Flight-Technology" is highly recommended, because to designing and building af aircraft more knowledge is required than just the teaching of a patent application The mentioned handbook is a compact short-cut on 600 pages (about) of the 50 million words and testrecords, which have over 30 years of intensive work led to the less weight, compact and powerfull devices like power plants and hydraulic devices, bone structures and other details of the invention.
Of the many possibilities this short patent application can bring only a few examples and embodiments. The sizes which ~re shown in the specification bring also only a few of many different sizes and powers. The mentioning of sizes and powers in the application shall therefore not give the impression that the invention is materialized in practical building and testing only for the specific sizes given .
The "Handbook of my Flight - Technology" contains on its end the numbers and titl es of about 400 patents of the inventor and also the numbers and titles of about an equal number of scientific reports and test-reparts, development reports and like.

Claims (23)

The embodiments of the invention in which an exclusive property or privilege is claimed are defined as follows:

1. A craft capable of travel in air having propellers which are driven by fluid motors which are preferably arranged in pairs symmetric to the body of the craft, characterized therein, that the said propellers are able to change their positions and thereby influence and control the attitude of the craft whereby said craft is capable of a substantially vertical take-off and landing as well as forward flight, and fluid lines to carry a plurality of separated flows of fluid from a fluid flow supply means by said fluid lines, which are connected to said motors, to drive the propellers, said fluid lines are being at least partially built by pipes which permit the change of the positions of said propellers, wherein the fluid lines are built by pipes with stabilizing ribs therebetween to form a self-rigid structure of fluid pipes which is borne in the body of the craft and which carries thereon the fluid motors and propellers of the craft.

2. The craft of claim 1, wherein the said propellers and/or fluid motors are able to change their positions from a substantially vertical position to a substantially horizontal position and vice-versa, especially relative to the body of the craft.

3. The craft of claim 1 wherein the said struc-ture consists of at least two fluid carrying pipes and additional stabilizing means, which may again be fluid pipes, wherein said structure preferably extends symme-trically through the body of the craft and wherein said structure is pivotably borne in the body of the craft.

4. A craft of claim 2 or 3, wherein said structure consists of at least three fluid flow carrying pipes and ribs therebetween.

5. A craft of claim 3, wherein the craft includes at least two of said structures which extend to both sides substantially symmetrically of the body of the craft and which are borne in the body of the craft.

6. A craft of claim 3, wherein said structure(s) contains at least one bearing body or a pair of bearing bodies which is pivotably borne in a bearing housing or bearing sleeve or in a pair of bearing housings or bear-ing sleeves of the body of the craft.

7. A craft of claim 5 or 6, wherein at least two of said structure are provided and pivoted in unison by an adjustment apparatus common to both of said structures.

8. A craft of claim 3, wherein wing portions are provided to said structure.

9. The craft of claim 8, wherein said wing portions are fastened on said structure and are borne thereby.

10. The craft of claim 9, wherein said craft is borne on said wings at flight while said wings also carry said structure.

11. A craft of claim 1, wherein said propellers are able to fold forward or backward and wherein spaces are provided in said craft for the retraction of said motors and of said propellers into said spaces.

12. The craft of claim 11, wherein said craft is provided with at least one propeller pair which is retractable into respective chambers in the body, wings or wing-tips of the craft.

13. A craft of claim 1, wherein forward and backward extending arms are provided which carry pivotable fluid motors and propellers and which may have the ability to carry or hold additional wings which may be pivoted in unison with said fluid motors and propellers.

14. The craft of claim 13, wherein the rear fluid motor and propeller extends substantially downward from the backward extending arm, while the front motor and propeller extend substantially upward from the said forward extending arm; wherein said forward extending arm is lower positioned than the higher positioned backward extending arm and wherein said front motor and propeller pivot forwardly, while said rear motor and propeller pivot backwardly.

15. A craft, for example of claim 1, wherein at least one discus-like shaped rotary wing is provided which has propeller arms of a length longer than the radius of the discus wing and wherein said propeller arms are retractable deeper into said discus-like shaped rotary wing than the radius of said disc-shaped wing.

16. The craft of claim 15, wherein said propeller arms or propeller blades are positioned in guide chambers which are radially removed from the center of the disc wing and are provided substantially parallel to each other in said disc wing.

17. A craft of claim 1, wherein said propellers are tiltable into a position parallel to the movement of the craft for an angle of attack of substantially zero relative to the flight direction of said craft;
wherein slots are provided preferably in the tips of the respective wing portions and wherein said propellers are subtractable into said slots while said fluid motors are retractable into respective chambers provided preferably in portions of said wings.

18. A craft of claim 1, wherein control means are extended through said bearing body and through portions of said structure for the control of rudders, ailerons, elevators, fluid motors, propellers, propeller-variation, fluid motor relocation or other controlled means of said craft.

19. A craft of claim 1, wherein said fluid motors are communicated to separated fluid flows of relatively to each other proportionate or equal rates of flow and driven by said flows with relatively to each other proportionate or equal rotary angular velocity.

20. A craft, for example of claim 1, wherein a power plant is provided which is a four-cycle or two-cycle combustion engine of a plurality of cylinders which includes a crankshaft with a power take-off from said crankshaft at a place between said cylinders and wherein a wheel is driven by said power take-off, while said wheel drives two pumps whereof each one extends in another direction from said wheel and/or wherein forces exerted from said power take-off onto said wheel are balanced in a contrary direction by forces of fluid onto the rotor and/or shaft of said pumps.

21. A fluid motor, for example in a craft as in claim 1, wherein said motor is pivotably borne in holding means and wherein fluid lines to and from said motor are associated to said motor and to said holding means to assure the flow of fluid to and from said motor when said motor pivots or is maintained in a pivoted position and wherein said fluid lines are movable or deformable in order to follow a pivot motion of the fluid motor without leaving their ability to lead fluid to and from said motor.

22. A fluid motor, for example in a craft as in claim 1, wherein said motor includes a hollow rotor and a hollow shaft and wherein a control action member is provided in said hollow rotor or in said hollow shaft in order to adjust or to verify means which are driven or operated by said motor, while said action member may be operated by a remote controlled hydraulic control flow.

23. The craft of claim 15, wherein said rotary wing is provided with windows which can be closed during horizontal flight and which can be opened at vertical air flow action time produced by said propeller blades.