CA2258311C - Vertical take-off aircraft - Google Patents
Vertical take-off aircraft Download PDFInfo
- Publication number
- CA2258311C CA2258311C CA002258311A CA2258311A CA2258311C CA 2258311 C CA2258311 C CA 2258311C CA 002258311 A CA002258311 A CA 002258311A CA 2258311 A CA2258311 A CA 2258311A CA 2258311 C CA2258311 C CA 2258311C
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- Canada
- Prior art keywords
- aircraft
- main
- assembly
- main body
- rotor assembly
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C27/00—Rotorcraft; Rotors peculiar thereto
- B64C27/52—Tilting of rotor bodily relative to fuselage
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Aviation & Aerospace Engineering (AREA)
- Toys (AREA)
Abstract
A helicopter-type craft is disclosed which obviates the need for the main rotor blades to be variable in pitch to maintain control and provide vertical lift.
The aircraft has a main rotor (1) and engine (2) at the top of the aircraft which can be tilted as a unit in a plurality of directions and angles with respect to the body of the crafts. Tilting occurs at a universal joint (3) which may be fixed in position (as depicted) or alternatively mounted on top of a telescoping tower so as to vary the height of the centre of tilt with respect to the body of the craft. Tilting may be effected by handles (4, 5) or alternatively be powered using hydraulic or pneumatic linear actuators. Stability of the craft is maintained by tail rotor (10) powered by a separate engine (11) and possibly by pitch-controllable fins attached to the body of the craft.
The aircraft has a main rotor (1) and engine (2) at the top of the aircraft which can be tilted as a unit in a plurality of directions and angles with respect to the body of the crafts. Tilting occurs at a universal joint (3) which may be fixed in position (as depicted) or alternatively mounted on top of a telescoping tower so as to vary the height of the centre of tilt with respect to the body of the craft. Tilting may be effected by handles (4, 5) or alternatively be powered using hydraulic or pneumatic linear actuators. Stability of the craft is maintained by tail rotor (10) powered by a separate engine (11) and possibly by pitch-controllable fins attached to the body of the craft.
Description
CA 02258311 1998-12-21 p~,~AU g s ~ 0 4 3 1 1 RECEIVED 2 ~ DEC 1997 VERTICAL TAKE-OFF AIRCRAFT
This invention relates to the vertical take-off field of aviation.
There are many helicopters and gyrocopters in existence today.
However, helicopters rely on variable pitch rotor blades to maintain control and provide vertical lift, while aircraft commonly referred to as gyrocopters are pushed in a forward direction on take-off due to the backward thrust of air caused by the propeller located to the rear of the engine assembly.
The present invention overcomes the need for varying the pitch of rotor blades while at the same time allowing vertical lift on take-off and directional control by providing a vertical take-off aircraft using a main rotor assembly at the top of the aircraft, which said main rotor assembly consists of an assembly of blades and a rotor, and which main rotor assembly is connected to the main body of the aircraft in such a way that the main rotor assembly can be tilted as a whole unit in various directions and angles and thus allow changes in horizontal directional travel of the aircraft by tilting the main rotor assembly in the chosen direction of travel, without the need to change blade pitch angle. Vertical lift is obtained by the rotation of said main rotor assembly thereby forcing air in a downward direction by way of the angle of pitch of the blades. Rotation of the main AMENDED SHEET
IPEq/AU
This invention relates to the vertical take-off field of aviation.
There are many helicopters and gyrocopters in existence today.
However, helicopters rely on variable pitch rotor blades to maintain control and provide vertical lift, while aircraft commonly referred to as gyrocopters are pushed in a forward direction on take-off due to the backward thrust of air caused by the propeller located to the rear of the engine assembly.
The present invention overcomes the need for varying the pitch of rotor blades while at the same time allowing vertical lift on take-off and directional control by providing a vertical take-off aircraft using a main rotor assembly at the top of the aircraft, which said main rotor assembly consists of an assembly of blades and a rotor, and which main rotor assembly is connected to the main body of the aircraft in such a way that the main rotor assembly can be tilted as a whole unit in various directions and angles and thus allow changes in horizontal directional travel of the aircraft by tilting the main rotor assembly in the chosen direction of travel, without the need to change blade pitch angle. Vertical lift is obtained by the rotation of said main rotor assembly thereby forcing air in a downward direction by way of the angle of pitch of the blades. Rotation of the main AMENDED SHEET
IPEq/AU
PC'i'IAIj ~ 0 ~ ~ ~ ~ i rotor assembly is achieved using an engine assembly located between the main body of the aircraft and the main rotor assembly, which engine assembly is the main engine assembly forming part of the aircraft, and which said main engine assembly is connected to the main body of the aircraft in such a way that the main engine assembly and the main rotor assembly can be tilted together as a unity relative to the main body of the aircraft.
During flight, rotational stability of the main body of the aircraft is maintained by means of an additional engine assembly attached to the aircraft which rotates a secondary rotor assembly that is used to force air to travel in a horizontal direction, thereby countering the rotational force exerted on the the main body of the aircraft by the rotation of the main rotor assembly, which said secondary rotor assembly consists of an assembly of blades and a rotor.
In one form of the invention variable pitch fins are attached to the main body of the aircraft to assist in controlling in flight manouvering of the aircraft.
In one form of the invention where variable pitch fins are attached to the main body of the aircraft, the pitch angle of the fins is controlled by using cables.
In another form of the aircraft where variable pitch fins are attached to the main body of the aircraft, the pitch angle of the fins is controlled by using a gearing mechanism.
AMENt7Ep SHEET
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CA 02258311 1998-12-21 p~~AU g 6 / 0 0 ~
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During flight, rotational stability of the main body of the aircraft is maintained by means of an additional engine assembly attached to the aircraft which rotates a secondary rotor assembly that is used to force air to travel in a horizontal direction, thereby countering the rotational force exerted on the the main body of the aircraft by the rotation of the main rotor assembly, which said secondary rotor assembly consists of an assembly of blades and a rotor.
In one form of the invention variable pitch fins are attached to the main body of the aircraft to assist in controlling in flight manouvering of the aircraft.
In one form of the invention where variable pitch fins are attached to the main body of the aircraft, the pitch angle of the fins is controlled by using cables.
In another form of the aircraft where variable pitch fins are attached to the main body of the aircraft, the pitch angle of the fins is controlled by using a gearing mechanism.
AMENt7Ep SHEET
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CA 02258311 1998-12-21 p~~AU g 6 / 0 0 ~
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In another form of the aircraft where variable pitch fins are attached to the main body of the aircraft, the pitch angle of the fins is controlled by using a combination of gears and cables.
In another form of the invention the main body of the aircraft exists without variable pitch fins being attached to such main body such that tilting of the main rotor assembly is used to manouvre the aircraft while in flight.
In one form of the invention, the tilt enabling joint for the main rotor assembly is achieved by means of a double hinged type assembly, consisting of two hinging units joined in the middle at right angles to each other, so that they form a cross, and situated between the main engine assembly and main body of the aircraft. Each of the individual hinges would be similar in principle of operation to those commonly found on doors in older style houses. The hinge mechanism can be achieved by using sections of hollow tube, kept together by rods inserted within the tubes, such that one hinge unit is attached to the lower section of the main rotor and main engine assembly, while the other hinge unit is connected to the main body of the aircraft.
In another form of the invention, the tilt enabling joint for the main rotor assembly could be achieved by means of a ball and socket type assembly, whereby a ball is housed in and retained within the socket, allowing freedom of movement within the ~P~l~i~c0 SHEET
~PEAIAU
CA 02258311 1998-12-21 ~~;~~~ !Z .y / ~ ~ -~ ..
J , RFCFIVF~ ~ ~ I~~~ 197 socket, with a stem protruding from the ball, which stem is rigidly fixed to the ball and which stem also protrudes from the socket in which the ball is housed, with the ball and socket assembly being fixed to the aircraft between the main rotor and main engine assembly and the main body of the aircraft.
In another form of the invention, the tilt enabling joint is achieved by means of U-shaped bolts connected to each other in a similar manner to which chain linkages are connected, with the open ends of the U-shaped bolts being connected to the aircraft in such a way that the ends on one bolt are connected to the main rotor and main engine assembly, while the ends of the other U-shaped bolt are connected to the main body of the aircraft.
In another form of the invention the tilt enabling joint is achieved by means of a universal joint.
In one form of the invention the direction and angle of tilt of the main rotor assembly and main engine assembly is controlled by handles attached to the upper section of the tilt enab~irtg joint with the handles attached in such a way that they can be reached from the main body of the aircraft.
In another form of the invention the direction and angle of tilt of the main rotor assembly and main engine assembly is controlled by handles attached to the main rotor A~IE~f~ED SHEET
jI~F.A/AU
PCTlAU g 6 / 0 0 3 ' 1 RECEIVED 2 Z pLC ~ X91 assembly with the handles attached in such a way that they can be reached from the main body of the aircraft.
In another form of the invention the direction and angle of tilt of the main rotor assembly and main engine assembly 5 is controlled by handles attached to the main engine assembly with the handles attached in such a way that they can be reached from the main body of the aircraft.
In another form of the invention the direction and angle of tilt of the main rotor assembly and main engine assembly is controlled by a plurality of hydraulic activated push rods located in positions between the main rotor assembly and the main body of the aircraft such that as hydraulic pressure is applied to selected one or more push rods to force expansion of the selected rods, pressure on the rod or rods located directly on the opposite side of the tilt enabling joint to the selected expanding rod or rods is released.
In another form of the invention the direction and angle of tilt of the main rotor assembly and main engine is controlled by a con~ination of springs and hydraulic activated push rods located in positions between the main rotor assembly and the main body of the aircraft, so that as hydraulic pressure is applied to expand selected push rods, the selected rods act as a counter force to the springs, and conversely, as the hydraulic pressure to selected push rods is released, the springs act to compress the push rods.
AMENDED SHEET
IF~A/AU
In another form of the invention the main body of the aircraft exists without variable pitch fins being attached to such main body such that tilting of the main rotor assembly is used to manouvre the aircraft while in flight.
In one form of the invention, the tilt enabling joint for the main rotor assembly is achieved by means of a double hinged type assembly, consisting of two hinging units joined in the middle at right angles to each other, so that they form a cross, and situated between the main engine assembly and main body of the aircraft. Each of the individual hinges would be similar in principle of operation to those commonly found on doors in older style houses. The hinge mechanism can be achieved by using sections of hollow tube, kept together by rods inserted within the tubes, such that one hinge unit is attached to the lower section of the main rotor and main engine assembly, while the other hinge unit is connected to the main body of the aircraft.
In another form of the invention, the tilt enabling joint for the main rotor assembly could be achieved by means of a ball and socket type assembly, whereby a ball is housed in and retained within the socket, allowing freedom of movement within the ~P~l~i~c0 SHEET
~PEAIAU
CA 02258311 1998-12-21 ~~;~~~ !Z .y / ~ ~ -~ ..
J , RFCFIVF~ ~ ~ I~~~ 197 socket, with a stem protruding from the ball, which stem is rigidly fixed to the ball and which stem also protrudes from the socket in which the ball is housed, with the ball and socket assembly being fixed to the aircraft between the main rotor and main engine assembly and the main body of the aircraft.
In another form of the invention, the tilt enabling joint is achieved by means of U-shaped bolts connected to each other in a similar manner to which chain linkages are connected, with the open ends of the U-shaped bolts being connected to the aircraft in such a way that the ends on one bolt are connected to the main rotor and main engine assembly, while the ends of the other U-shaped bolt are connected to the main body of the aircraft.
In another form of the invention the tilt enabling joint is achieved by means of a universal joint.
In one form of the invention the direction and angle of tilt of the main rotor assembly and main engine assembly is controlled by handles attached to the upper section of the tilt enab~irtg joint with the handles attached in such a way that they can be reached from the main body of the aircraft.
In another form of the invention the direction and angle of tilt of the main rotor assembly and main engine assembly is controlled by handles attached to the main rotor A~IE~f~ED SHEET
jI~F.A/AU
PCTlAU g 6 / 0 0 3 ' 1 RECEIVED 2 Z pLC ~ X91 assembly with the handles attached in such a way that they can be reached from the main body of the aircraft.
In another form of the invention the direction and angle of tilt of the main rotor assembly and main engine assembly 5 is controlled by handles attached to the main engine assembly with the handles attached in such a way that they can be reached from the main body of the aircraft.
In another form of the invention the direction and angle of tilt of the main rotor assembly and main engine assembly is controlled by a plurality of hydraulic activated push rods located in positions between the main rotor assembly and the main body of the aircraft such that as hydraulic pressure is applied to selected one or more push rods to force expansion of the selected rods, pressure on the rod or rods located directly on the opposite side of the tilt enabling joint to the selected expanding rod or rods is released.
In another form of the invention the direction and angle of tilt of the main rotor assembly and main engine is controlled by a con~ination of springs and hydraulic activated push rods located in positions between the main rotor assembly and the main body of the aircraft, so that as hydraulic pressure is applied to expand selected push rods, the selected rods act as a counter force to the springs, and conversely, as the hydraulic pressure to selected push rods is released, the springs act to compress the push rods.
AMENDED SHEET
IF~A/AU
o. ;
.l ~ ~; i ~J ;
In another form of the invention the direction and angle of tilt of the main rotor assembly and main engine assembly is controlled by a combination of gas pressurised struts and hydraulic activated push rods located in positions between the main rotor assembly and the main body of the aircraft, so that as hydraulic pressure is applied to expand selected push rods, the selected rods act as a counter force to the gas pressurised struts, and conversely, as the hydraulic pressure to selected push rods is released, the gas pressurised struts act to compress the push rods.
In another form of the invention the direction and angle of tilt of the main rotor assembly and main engine assembly is controlled by a plurality of air pressure expandable push rods located in positions between the main rotor assembly and the main body of the aircraft such that as air pressure is applied to selected one or more push rods to force expansion of the selected rods, pressure on the rod or rods located directly on the opposite side of the tilt enabling joint to the selected expanding rod or rods, is released.
In another form of the invention the direction and angle of tilt of the main rotor assembly and main engine assembly is controlled by a combination of springs and air pressure expandable push rods located in positions between the main rotor assembly and the main body of the aircraft, so that as air pressure is applied to expand selected push rods, the selected rods act as a counter force to the springs, and conversely, as the air pressure to selected push rods is released, the springs act to compress the push rods.
AMEiVd~p ~~~~
~P~A~Ai!
U2258311 1998-12-21 ~-L,AV g 6 / 0 0 3 In another form of the invention the direction and angle of tilt of the main rotor assembly and main engine assembly is controlled by a combination of gas pressurised struts and air pressure expandable push rods located in positions between the rotor assembly and the main body of the aircraft, so that as air pressure is applied to expand selected push rods, the selected rods act as a counter force to the gas pressurised struts, and conversely, as the air pressure to selected push rods is released, the gas pressurised struts act to compress the push rods.
In one form of the invention the distance between the tilt enabling joint and the main body of the aircraft is constant.
In another form of the invention the distance between the main body of the aircraft and the lower section section of the tilt enabling joint is able to be varied by straight tubes being able to slide vertically inward and outward of tubes of relatively larger widths, in a telescopic manner, such that the length of the slide is limited by attachments to the ends of the tubes, with the upper most sections of the telescoping tube assemblies being rigidly joined to the bottom of the tilt enabling joint and with 24 the lower most section of the telescoping tube asse~lies being rigidly joined to the main body of the aircraft.
In another form of the invention where the distance between the main body of the aircraft and the lower section ~Mci~~~~t3 ~HFET
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RECEi~JE~ ~ % r~~ ~rw section of the tilt enabling joint is able to be varied by straight tubes being able to slide vertically inward and outward of tubes of relatively larger widths, in a telescopic manner, valves are attached to the tubes so as to provide control on the amount of slide of the tubes.
In one form of the invention the main engine assembly consists of a single engine.
In another form of the invention, the main engine assembly consists of a plurality of engines.
In one form of the invention, the additional engine assembly attached to the aircraft which rotates the secondary rotor assembly that is used to force air to travel in a horizontal direction consists of a single engine.
In another form of the invention, the additional engine assembly attached to the aircraft which rotates the secondary rotor assembly that is used to force air to travel in a horizontal direction consists of a plurality of engines.
In ane form of the invention, the secondary rotor assembly which is used to force air to travel in a horizontal direction is attached to the main body of the aircraft.
In another form of the invention, the secondary rotor assembly which is used to force air to travel in a horizontal direction is attached to the additional engine assembly which rotates the said secondary rotor assembly that is used to force air to travel in a horizontal direction.
~~~~n~~ SHEEr !p~.~r.~~
~c~f~AV g fi / 0 0 3 1 1 In another form of the invention, the secondary rotor assembly which is used to force air to travel in a horizontal direction is attached to the base of the tilt enabling joint.
In another form of the invention, the secondary rotor assembly which is used to force air to travel in a horizontal direction is attached to the upper section of the tilt enabling joint.
In another form of the invention, the secondary rotor assembly which is used to force air to travel in a horizontal direction is attached to the upper section of the tilt enabling joint and the base of the tile enabling joint.
In another form of the invention, the secondary rotor assembly which is used to force air to travel in a horizontal direction is attached to the main engine assembly.
In one form of the invention, the additional engine assembly which rotates the secondary rotor assembly that is used to force air to travel in a horizontal direction is attached to the main body of the aircraft.
In another form of the invention, the additional engine assembly which rotates the secondary rotor assembly that is used to force air to travel in a horizontal direction is attached to the base of the tilt enabling joint.
AMENbEQ ~HEE'~
~e=EAL~~I
1~
r 9 ?,j .j ''_ .; !y'i , , , . . . , In another form of the invention, the additional engine assembly which rotates the secondary rotor assembly that is used to force air to travel in a horizontal direction is attached to the upper section of the tilt enabling joint.
In another form of the invention, the additional engine assembly which rotates the secondary rotor assembly that is used to force air to travel in a horizontal direction is attached to the upper section of the tilt enabling joint and the base of the tilt enabling joint.
In another form of the invention, the additonal engine assembly which rotates the secondary rotor assembly that is used to force air to travel in a horizontal direction is attached to the main engine assembly.
In one form of the invention, the secondary rotor assembly which is used to force air to travel in a horizontal direction consists of a plurality of blades and a single rotor.
In another form of the invention, the secondary rotor assembly which is used to force air to travel in a horizontal direction consists of a plurality of rotors and a plurality of blades.
In one form of the invention, the main rotor assembly consists of a single rotor and a plurality of blades.
AMEVD~D SH,~~.T
~!°~A/Aa. a CA 02258311 1998-12-21 p~~AU g ~ ~ Q 0 3 1 RECEIVED 2 Z ~'~C 197 In another form of the invention, the main rotor assembly consists of a plurality of rotors and a plurality of blades.
In one form of the invention, the secondary rotor assembly which is used to force air to travel in a horizontal direction and the additional engine assembly which rotates the said secondary rotor assembly are merged in the form of a jet engine assembly.
In another form of the invention, the secondary rotor assembly which is used to force air to travel in a horizontal direction and the additonal engine assembly which rotates the said secondary rotor assembly are merged so as to form a plurality of jet engine assemblies.
In one form of the invention the blades in the main rotor assembly are of fixed pitch with reference to each other.
In another form of the invention the pitch of the blades in the main rotor assembly is able to vary with reference to each other.
In another form of the invention the blades in the main rotor assembly are of fixed pitch with reference to each other except for being able to move to a limited extent in an upward and downward flapping motion.
AMENpEI7 SHEET
~~~a41,~~3 ?~;'~1'i ~ ~ ~ ai $.~ ,., i ",- ;;
In another form of the invention the blades in the main rotor assembly are of fixed pitch with reference to each other except for being able to move to a limited extent such that the distances between the outer tips of the blades in the main rotor assembly are able to vary.
In another form of the invention the blades in the main rotor assembly are of fixed pitch with reference to each other except for being able to move to a limited extent in an upward and downward flapping motion and also being able to move to a limited extent such that the distances between the outer tips of the blades in the main rotor assembly are able to vary.
In another form of the invention the blades in the secondary rotor assembly which is used to force air to travel in a horizontal direction are of fixed pitch with refence to each other.
In another form of the invention the pitch of the blades in the secondary rotor assembly which is used to force air to travel in a horizontal direction can be varied.
To assist in understanding the invention, reference will now be made to the accompanying drawings which show two examples of the invention.
AMENDED ~H~cT
~3~IE.AL4.l.J
In the drawings:
Figures 1, 2, and 3 show the rear, front, and side, respectively, of one example of the vertical take-off aircraft according to this invention, while figures 4, 5, and 6 show the side, rear, and front, respectively, of another example of the vertical take-off aircraft according to this invention.
Referring to Figure 1 it can be seen this vertical take-off aircraft consists of an assembly of a rotor and blades 1 at the top of the craft which rotor and blades assembly is rotated by a engine assembly 2 situated below the rotor and blades assembly 1. Tilting of the upper rotor and blades assembly 1 and engine assembly 2 is achieved by way of a double hinged type assembly 3. The tilting operation is controlled by the use of handles 4 and 5 extending from the upper engine assembly 2. The upper engine assembly 2 and rotor and blades 1 assembly is connected to the main body 6 by the hinge assert~bly 3. The outer sections 7 and 8 of the upper component of the hinge assemlby is fixed to the upper engine assembly 2. The middle section of the upper component of the hinge assembly is fixed to the middle section of the lower component of the hinge assembly 9. Rotational stability of the main body of the aircraft is maintained by adjusting the speed of rotation of the rear rotor and blades assembly 10 which is attached to the rear engine 11.
The rate of rotation generated by the upper and rear engines is controlled by throttle controls 12 and 13 located on the handles 4 and 5. In the example a seat 14 is rigidly fixed within the main body of the aircraft.
.l ~ ~; i ~J ;
In another form of the invention the direction and angle of tilt of the main rotor assembly and main engine assembly is controlled by a combination of gas pressurised struts and hydraulic activated push rods located in positions between the main rotor assembly and the main body of the aircraft, so that as hydraulic pressure is applied to expand selected push rods, the selected rods act as a counter force to the gas pressurised struts, and conversely, as the hydraulic pressure to selected push rods is released, the gas pressurised struts act to compress the push rods.
In another form of the invention the direction and angle of tilt of the main rotor assembly and main engine assembly is controlled by a plurality of air pressure expandable push rods located in positions between the main rotor assembly and the main body of the aircraft such that as air pressure is applied to selected one or more push rods to force expansion of the selected rods, pressure on the rod or rods located directly on the opposite side of the tilt enabling joint to the selected expanding rod or rods, is released.
In another form of the invention the direction and angle of tilt of the main rotor assembly and main engine assembly is controlled by a combination of springs and air pressure expandable push rods located in positions between the main rotor assembly and the main body of the aircraft, so that as air pressure is applied to expand selected push rods, the selected rods act as a counter force to the springs, and conversely, as the air pressure to selected push rods is released, the springs act to compress the push rods.
AMEiVd~p ~~~~
~P~A~Ai!
U2258311 1998-12-21 ~-L,AV g 6 / 0 0 3 In another form of the invention the direction and angle of tilt of the main rotor assembly and main engine assembly is controlled by a combination of gas pressurised struts and air pressure expandable push rods located in positions between the rotor assembly and the main body of the aircraft, so that as air pressure is applied to expand selected push rods, the selected rods act as a counter force to the gas pressurised struts, and conversely, as the air pressure to selected push rods is released, the gas pressurised struts act to compress the push rods.
In one form of the invention the distance between the tilt enabling joint and the main body of the aircraft is constant.
In another form of the invention the distance between the main body of the aircraft and the lower section section of the tilt enabling joint is able to be varied by straight tubes being able to slide vertically inward and outward of tubes of relatively larger widths, in a telescopic manner, such that the length of the slide is limited by attachments to the ends of the tubes, with the upper most sections of the telescoping tube assemblies being rigidly joined to the bottom of the tilt enabling joint and with 24 the lower most section of the telescoping tube asse~lies being rigidly joined to the main body of the aircraft.
In another form of the invention where the distance between the main body of the aircraft and the lower section ~Mci~~~~t3 ~HFET
~~~4l~iU
"'a''-',:. ~r ~ : ~ ~ ~ a ? .~
:r '.
RECEi~JE~ ~ % r~~ ~rw section of the tilt enabling joint is able to be varied by straight tubes being able to slide vertically inward and outward of tubes of relatively larger widths, in a telescopic manner, valves are attached to the tubes so as to provide control on the amount of slide of the tubes.
In one form of the invention the main engine assembly consists of a single engine.
In another form of the invention, the main engine assembly consists of a plurality of engines.
In one form of the invention, the additional engine assembly attached to the aircraft which rotates the secondary rotor assembly that is used to force air to travel in a horizontal direction consists of a single engine.
In another form of the invention, the additional engine assembly attached to the aircraft which rotates the secondary rotor assembly that is used to force air to travel in a horizontal direction consists of a plurality of engines.
In ane form of the invention, the secondary rotor assembly which is used to force air to travel in a horizontal direction is attached to the main body of the aircraft.
In another form of the invention, the secondary rotor assembly which is used to force air to travel in a horizontal direction is attached to the additional engine assembly which rotates the said secondary rotor assembly that is used to force air to travel in a horizontal direction.
~~~~n~~ SHEEr !p~.~r.~~
~c~f~AV g fi / 0 0 3 1 1 In another form of the invention, the secondary rotor assembly which is used to force air to travel in a horizontal direction is attached to the base of the tilt enabling joint.
In another form of the invention, the secondary rotor assembly which is used to force air to travel in a horizontal direction is attached to the upper section of the tilt enabling joint.
In another form of the invention, the secondary rotor assembly which is used to force air to travel in a horizontal direction is attached to the upper section of the tilt enabling joint and the base of the tile enabling joint.
In another form of the invention, the secondary rotor assembly which is used to force air to travel in a horizontal direction is attached to the main engine assembly.
In one form of the invention, the additional engine assembly which rotates the secondary rotor assembly that is used to force air to travel in a horizontal direction is attached to the main body of the aircraft.
In another form of the invention, the additional engine assembly which rotates the secondary rotor assembly that is used to force air to travel in a horizontal direction is attached to the base of the tilt enabling joint.
AMENbEQ ~HEE'~
~e=EAL~~I
1~
r 9 ?,j .j ''_ .; !y'i , , , . . . , In another form of the invention, the additional engine assembly which rotates the secondary rotor assembly that is used to force air to travel in a horizontal direction is attached to the upper section of the tilt enabling joint.
In another form of the invention, the additional engine assembly which rotates the secondary rotor assembly that is used to force air to travel in a horizontal direction is attached to the upper section of the tilt enabling joint and the base of the tilt enabling joint.
In another form of the invention, the additonal engine assembly which rotates the secondary rotor assembly that is used to force air to travel in a horizontal direction is attached to the main engine assembly.
In one form of the invention, the secondary rotor assembly which is used to force air to travel in a horizontal direction consists of a plurality of blades and a single rotor.
In another form of the invention, the secondary rotor assembly which is used to force air to travel in a horizontal direction consists of a plurality of rotors and a plurality of blades.
In one form of the invention, the main rotor assembly consists of a single rotor and a plurality of blades.
AMEVD~D SH,~~.T
~!°~A/Aa. a CA 02258311 1998-12-21 p~~AU g ~ ~ Q 0 3 1 RECEIVED 2 Z ~'~C 197 In another form of the invention, the main rotor assembly consists of a plurality of rotors and a plurality of blades.
In one form of the invention, the secondary rotor assembly which is used to force air to travel in a horizontal direction and the additional engine assembly which rotates the said secondary rotor assembly are merged in the form of a jet engine assembly.
In another form of the invention, the secondary rotor assembly which is used to force air to travel in a horizontal direction and the additonal engine assembly which rotates the said secondary rotor assembly are merged so as to form a plurality of jet engine assemblies.
In one form of the invention the blades in the main rotor assembly are of fixed pitch with reference to each other.
In another form of the invention the pitch of the blades in the main rotor assembly is able to vary with reference to each other.
In another form of the invention the blades in the main rotor assembly are of fixed pitch with reference to each other except for being able to move to a limited extent in an upward and downward flapping motion.
AMENpEI7 SHEET
~~~a41,~~3 ?~;'~1'i ~ ~ ~ ai $.~ ,., i ",- ;;
In another form of the invention the blades in the main rotor assembly are of fixed pitch with reference to each other except for being able to move to a limited extent such that the distances between the outer tips of the blades in the main rotor assembly are able to vary.
In another form of the invention the blades in the main rotor assembly are of fixed pitch with reference to each other except for being able to move to a limited extent in an upward and downward flapping motion and also being able to move to a limited extent such that the distances between the outer tips of the blades in the main rotor assembly are able to vary.
In another form of the invention the blades in the secondary rotor assembly which is used to force air to travel in a horizontal direction are of fixed pitch with refence to each other.
In another form of the invention the pitch of the blades in the secondary rotor assembly which is used to force air to travel in a horizontal direction can be varied.
To assist in understanding the invention, reference will now be made to the accompanying drawings which show two examples of the invention.
AMENDED ~H~cT
~3~IE.AL4.l.J
In the drawings:
Figures 1, 2, and 3 show the rear, front, and side, respectively, of one example of the vertical take-off aircraft according to this invention, while figures 4, 5, and 6 show the side, rear, and front, respectively, of another example of the vertical take-off aircraft according to this invention.
Referring to Figure 1 it can be seen this vertical take-off aircraft consists of an assembly of a rotor and blades 1 at the top of the craft which rotor and blades assembly is rotated by a engine assembly 2 situated below the rotor and blades assembly 1. Tilting of the upper rotor and blades assembly 1 and engine assembly 2 is achieved by way of a double hinged type assembly 3. The tilting operation is controlled by the use of handles 4 and 5 extending from the upper engine assembly 2. The upper engine assembly 2 and rotor and blades 1 assembly is connected to the main body 6 by the hinge assert~bly 3. The outer sections 7 and 8 of the upper component of the hinge assemlby is fixed to the upper engine assembly 2. The middle section of the upper component of the hinge assembly is fixed to the middle section of the lower component of the hinge assembly 9. Rotational stability of the main body of the aircraft is maintained by adjusting the speed of rotation of the rear rotor and blades assembly 10 which is attached to the rear engine 11.
The rate of rotation generated by the upper and rear engines is controlled by throttle controls 12 and 13 located on the handles 4 and 5. In the example a seat 14 is rigidly fixed within the main body of the aircraft.
Claims (53)
1. A vertical take-off aircraft, comprising a main rotor assembly, at the top of the aircraft, which said main rotor assembly is comprised of an assembly of blades and a rotor, and such that said main rotor assembly is above the main body of the aircraft, with vertical lift being achieved by an engine assembly rotating the main rotor assembly thereby forcing air in a downward direction by way of the blades in the main rotor assembly, which engine assembly is the main engine assembly of the aircraft, and which said main engine assembly is connected to the main body of the aircraft by a tilt enabling joint, such that the main rotor assembly and main engine assembly can be tilted together as a unity in a plurality of directions and angles relative to the main body of the aircraft, in a controlled manner, such that the direction of travel of the aircraft is altered by altering the direction or angle of tilt of the main engine assembly relative to the main body of the aircraft, and which said tilt enabling joint is connected to the main body of the aircraft such that the distance between the main body of the aircraft and the base of the tilt enabling joint is constant, with a secondary rotor assembly, consisting of an assembly of blades and a rotor, connected to the aircraft, which said secondary rotor assembly is used to force air to travel in a horizontal direction, for which said secondary rotor assembly rotation is achieved by means of an additional engine assembly, such that by forcing air to travel in a horizontal direction, relative to the main body of the aircraft, the rotational force exerted on the main body of the aircraft by the rotation of the main rotor assembly can be countered.
2. A vertical take-off aircraft, comprising a main rotor assembly, at the top of the aircraft, which said main rotor assembly is comprised of an assembly of blades and a rotor, and such that said main rotor assembly is above the main body of the aircraft, with vertical lift being achieved by an engine assembly rotating the main rotor assembly thereby forcing air in a downward direction by way of the blades in the main rotor assembly, which engine assembly is the main engine assembly of the aircraft, and which said main engine assembly is connected to the main body of the aircraft by a tilt enabling joint, such that the main rotor assembly and main engine assembly can be tilted together as a unity in a plurality of directions and angles relative to the main body of the aircraft, in a controlled manner, such that the direction of travel of the aircraft can be altered by altering the direction or angle of tilt of the main engine assembly relative to the main body of the aircraft, and which said tilt enabling joint is connected to the main body of the aircraft such that the distance between the main body of the aircraft and the base of the tilt enabling joint can be varied, with a secondary rotor assembly, consisting of an assembly of blades and a rotor, connected to the aircraft, which said secondary rotor assembly is used to force air to travel in a horizontal direction, for which said secondary rotor assembly rotation is achieved by means of an additional engine assembly, such that by forcing air to travel in a horizontal direction, relative to the main body of the aircraft, the rotational force exerted on the main body of the aircraft by the rotation of the main rotor assembly can be countered.
3. A vertical take-off aircraft, comprising a main rotor assembly, at the top of the aircraft, which said main rotor assembly is comprised of an assembly of blades and a rotor, and such that said main rotor assembly is above the main body of the aircraft, with vertical lift being achieved by an engine assembly rotating the main rotor assembly thereby forcing air in a downward direction by way of the blades in the main rotor assembly, which engine assembly is the main engine assembly of the aircraft, and which said main engine assembly is connected to the main body of the aircraft by a tilt enabling joint, such that the main rotor assembly and main engine assembly can be tilted together as a unity in a plurality of directions and angles relative to the main body of the aircraft, in a controlled manner, such that the direction of travel of the aircraft is altered by altering the direction or angle of tilt of the main engine assembly relative to the main body of the aircraft, and which said tilt enabling joint is connected to the main body of the aircraft such that the distance between the main body of the aircraft and the base of the tilt enabling joint is constant, with a secondary rotor assembly, consisting of an assembly of blades and a rotor, connected to the aircraft, which said secondary rotor assembly is used to force air to travel in a horizontal direction, for which said secondary rotor assembly rotation is achieved by means of an additional engine assembly, such that by forcing air to travel in a horizontal direction, relative to the main body of the aircraft, the rotational force exerted on the main body of the aircraft by the rotation of the main rotor assembly can be countered and to the main body of the aircraft are attached a plurality of fins such that the pitch of said fins relative to the main body of the aircraft can be varied.
4. A vertical take-off aircraft, comprising a main rotor assembly, at the top of the aircraft, which said main rotor assembly is comprised of an assembly of blades and a rotor, and such that said main rotor assembly is above the main body of the aircraft, with vertical lift being achieved by an engine assembly rotating the main rotor assembly thereby forcing air in a downward direction by way of the blades in the main rotor assembly, which engine assembly is the main engine assembly of the aircraft, and which said main engine assembly is connected to the main body of the aircraft by a tilt enabling joint, such that the main rotor assembly and main engine assembly can be tilted together as a unity in a plurality of directions and angles relative to the main body of the aircraft, in a controlled manner, such that the direction of travel of the aircraft can be altered by altering the direction or angle of tilt of the main engine assembly relative to the main body of the aircraft, and which said tilt enabling joint is connected to the main body of the aircraft such that the distance between the main body of the aircraft and the base of the tilt enabling joint can be varied, with a secondary rotor assembly, consisting of an assembly of blades and a rotor, connected to the aircraft, which said secondary rotor assembly is used to force air to travel in a horizontal direction, for which said secondary rotor assembly rotation is achieved by means of an additional engine assembly, such that by forcing air to travel in a horizontal direction, relative to the main body of the aircraft, the rotational force exerted on the main body of the aircraft by the rotation of the main rotor assembly can be countered and to the main body of the aircraft are attached a plurality of fins such that the pitch of said fins relative to the main body of the aircraft can be varied.
5. The vertical take-off aircraft of any one of claims 3 or 4 wherein the pitch of said fins is controlled from the main body of the aircraft by cables.
6. The vertical take-off aircraft of any one of claims 3 or 4 wherein the pitch of said fins is controlled from the main body of the aircraft by a system of gears.
7. The vertical take-off aircraft of any one of claims 3 or 4 wherein the pitch of said fins is controlled from the main body of the aircraft by a combination of cables and gears.
8. The vertical take-off aircraft of claim 2 or any one of claims 4 to 7 wherein the distance between the base of the tilt enabling joint and the main body of the aircraft is able to be varied by a tube being able to slide vertically inward and outward of a tube of relatively larger width, in a telescopic manner, so as to form a telescopic tube assembly, with the tubes positioned on the aircraft such that the sliding movement is able to occur between the main body of the aircraft and the tilt enabling joint.
9. The vertical take-off aircraft of claim 8 wherein a valve is connected to the assembly of telescopic sliding tubes such that by closing the valve the telescopic sliding movement can be restricted.
10. The vertical take-off aircraft of claim 2 or any one of claims 4 to 7 wherein the distance between the base of the tilt enabling joint and the main body of the aircraft is able to be varied by tubes being able to slide vertically inward and outward of tubes of relatively larger widths, in a telescopic manner, with the tube assemblies positioned on the aircraft such that telescopic sliding movement is able to occur between the main body of the aircraft and the tilt enabling joint.
11. The vertical take-off aircraft of claim 10 wherein a valve is connected to the telescopic sliding tube assemblies such that by closing the valve the telescopic sliding movement can be restricted.
12. The vertical take-off aircraft of any one of claims 1 to 11 wherein the direction and angle of tilt of the main rotor assembly and main engine assembly relative to the main body of the aircraft is controlled by handles attached to the main rotor assembly where such handles can be reached from the main body of the aircraft.
13. The vertical take-off aircraft of any one of claims 1 to 11 wherein the direction and angle of tilt of the main rotor assembly and main engine assembly relative to the main body of the aircraft is controlled by handles attached to the main engine assembly where such handles can be reached from the main body of the aircraft.
14. The vertical take-off aircraft of any one of claims 1 to 11 wherein the direction and angle of tilt of the main rotor assembly and main engine assembly relative to the main body of the aircraft is controlled by handles attached to the upper section of said tilt enabling joint where such handles can be reached from the main body of the aircraft,
15. The vertical take-off aircraft of any one of claims 1 to 11 wherein the direction and angle of tilt of the main rotor assembly and main engine assembly relative to the main body of the aircraft is controlled by a plurality of hydraulic activated push rods located in positions between the main rotor assembly and the main body of the aircraft.
16. The vertical take-off aircraft of any one of claims 1 to 11 wherein the direction and angle of tilt of the main rotor assembly and main engine assembly relative to the main body of the aircraft is controlled by a combination of springs and hydraulic activated push rods located in positions between the main rotor assembly and the main body of the aircraft such that as hydraulic pressure is applied to expand selected push rods, the selected rods act as a counter force to the springs, and conversely, as the hydraulic pressure to selected push rods is released, the springs act to compress the push rods.
17. The vertical take-off aircraft of any one of claims 1 to 11 wherein the direction and angle of tilt of the main rotor assembly and main engine assembly relative to the main body of the aircraft is controlled by a combination gas pressurised struts and hydraulic activated push rods located in positions between the main rotor assembly and the main body of the aircraft such that as hydraulic pressure is applied to expand selected push rods, the selected rods act as a counter force to the gas pressurised struts, and conversely, as the hydraulic pressure to selected push rods is released, the gas pressurised struts act to compress the push rods.
18. The vertical take-off aircraft of any one of claims 1 to 11 wherein the direction and angle of tilt of the main rotor assembly and main engine assembly relative to the main body of the aircraft is controlled by a plurality of air pressure expandable push rods located in positions between the main rotor assembly and the main body of the aircraft such that as air pressure is increased to selected one or more push rods to force expansion of the selected rod or rods, the pressure on the rod or rods located directly on the apposite side of the tilt enabling joint to the selected expanding rod or rods, is released.
19. The vertical take-off aircraft of any one of claims 1 to 11 wherein the direction and angle of tilt of the main rotor assembly and main engine assembly relative to the main body of the aircraft is controlled by a combination of springs and air pressure expandable push rods located in positions between the main rotor assembly and the main body of the aircraft such that as air pressure is increased to expand selected push rods, the selected rods act as a counter force to the springs, and conversely, as the air pressure to selected push rods is released, the springs act to compress the push rods.
20. The vertical take-off aircraft of any one of claims 1 to 11 wherein the direction and angle of tilt of the main rotor assembly and main engine assembly relative to the main body of the aircraft is controlled by a combination gas pressurised struts and air pressure expandable push rods located in positions between the main rotor assembly and the main body of the aircraft such that as air pressure is applied to expand selected push rods, the selected rods act as a counter force to the gas pressurised struts, and conversely, as the air pressure to selected push rods is released, the gas pressurised struts act to compress the push rods.
21. The vertical take-off aircraft of any one of claims t to 20 wherein the tilting ability of the tilt enabling joint is achieved by means of a hinged type assembly, consisting of a plurality of hinging units joined to each other, and situated between the main engine assembly and main body of the aircraft.
22. The vertical take-off aircraft of any one of claims 1 to 20 wherein the tilting ability of the tilt enabling joint is achieved by means of a hinged type assembly, consisting of hinging units joined to each other, and situated between the main engine assembly and main body of the aircraft, such that one hinge joint is connected to the main engine assembly, while another hinge joint is connected to the main body of the aircraft.
23. The vertical take-off aircraft of any one of claims 1 to 20 wherein the tilting ability of said tilt enabling joint is achieved by means of a plurality of connectors, which said connectors enable a tilting motion to occur.
24. The vertical take-off aircraft of any one of claims 1 to 20 wherein the tilting ability of said tilt enabling joint is achieved by means of a ball and socket type assembly, whereby a ball is housed and retained in a socket with a stem protruding from the ball, which stem is rigidly fixed to the ball, and which stem also protrudes from the socket in which the ball is housed, with the ball and socket assembly being fixed to the aircraft between the main engine assembly and the main body of the aircraft.
25. The vertical take-off aircraft of any one of claims 1 to 20 wherein the tilting ability of said tilt enabling joint is achieved by means of universal joint situated between the main engine assembly and the main body of the aircraft.
26. The vertical take-off aircraft of any one of the claims 1 to 20 wherein the main engine assembly consists of a single engine.
27. The vertical take-off aircraft of any one of the claims 1 to 25 wherein the main engine assembly consists of a plurality of engines.
28. The vertical take-off aircraft of any one of the claims 1 to 27 wherein the additional engine assembly attached to the aircraft which rotates the secondary rotor assembly that is used to force air to travel in a horizontal direction consists of a single engine.
29. The vertical take-off aircraft of any one of the claims 1 to 27 wherein the additional engine assembly attached to the aircraft which rotates the secondary rotor assembly that is used to force air to travel in a horizontal direction consists of a plurality of engines.
30. The vertical take-off aircraft of any one of the claims 1 to 29 wherein the main rotor assembly and main engine assembly can be tilted together as a unity in a plurality of directions and angles, relative to the main body of the aircraft, in a controlled manner, including an ability to be in tilted, in a controlled manner, relative to the main body of the aircraft, in directions leading away form either side of the main body of the aircraft, and including an ability to be tilted in a forward direction leading away from the front of the main body of the aircraft, and including an ability to be tilted in a direction leading away from the rear of the aircraft.
31. The vertical take-off aircraft of any one of the claims 1 to 30 wherein the blades in the main rotor assembly are of fixed pitch with reference to each other.
32. The vertical take-off aircraft of any one of the claims 1 to 30 wherein the blades in the main rotor assembly are of fixed pitch with reference to each other but are able to move to a limited extent in an upward and downward flapping motion within the assembly.
33. The vertical take-off aircraft of any one of the claims 1 to 30 wherein the blades in the main rotor assembly are of fixed pitch with reference to each other but are able to move to a limited extent within the assembly such that the distances between the outer tips of the blades in the main rotor assembly are able to vary.
34. The vertical take-off aircraft of any one of the claims 1 to 30 wherein the blades in the main rotor assembly are of fixed pitch with reference to each other but are able to move to a limited extent in an upward and downward flapping motion within the assembly and are also able to move such that the distances between outer tips of the blades are able to vary.
35. The vertical take-off aircraft of anyone of claims 1 to 34 wherein the blades in sand secondary rotor assembly which is used to force air to travel in a horizontal direction are of fixed pitch with reference to each other.
36. The vertical take-off aircraft of anyone of claims 1 to 34 wherein the pitch of the blades in said secondary rotor assembly which is used to force air to travel in a horizontal direction can be varied.
37. The vertical take-off aircraft of anyone of claims 1 to 36 wherein said secondary rotor assembly which is used to force air in travel in a horizontal direction is attached to the main body of the aircraft.
38. The vertical take-off aircraft of anyone of claims 1 to 36 wherein said secondary rotor assembly which is used to force air to travel in a horizontal direction is attached to said additional engine assembly which rotates said secondary rotor assembly which is used to force air to travel in a horizontal direction.
39, The vertical take-off aircraft of anyone of claims 1 to 36 wherein said secondary rotor assembly which is used to force air to travel in a horizontal direction is attached to the base of said tilt enabling joint.
40. The vertical take-off aircraft of anyone of claims 1 to 36 wherein said secondary rotor assembly which is used to force air to travel in a horizontal direction is attached to the upper section of said tilt enabling joint.
41. The vertical take-off aircraft of anyone of claims 1 to 36 wherein said secondary rotor assembly which is used to force air to travel in a horizontal direction is attached to the upper section of said tilt enabling joint and the base of said tilt enabling joint.
42. The vertical take-off aircraft of anyone of claims 1 to 36 wherein said secondary rotor assembly which is used to force air to travel in a horizontal direction is attached to the main engine assembly.
43. The vertical take-off aircraft of anyone of claims 1 to 42 wherein said additional engine assembly which rotates said secondary rotor assembly which is used to force air to travel in a horizontal direction is attached to said main engine assembly.
44. The vertical take-off aircraft of anyone of claims 1 to 42 wherein said additional engine assembly which rotates said secondary rotor assembly which is used to force air to travel in a horizontal direction is attached to the main body of the aircraft.
45. The vertical take-off aircraft of anyone of claims 1 to 42 wherein said additional engine assembly which rotates said secondary rotor assembly which is used a force air to travel in a horizontal direction is attached to the base of said tilt enabling joint.
46. The vertical take-off aircraft of anyone of claims 1 to 42 wherein said additional engine assembly which rotates said secondary rotor assembly which is used to force air to travel in a horizontal direction is attached to the upper section of said tilt enabling joint.
47. The vertical take-off aircraft of anyone of claims 1 to 42 wherein said additional engine assembly which rotates said secondary rotor assembly which is used to force air to travel in a horizontal direction is attached to the upper section of said tilt enabling joint and the base of said tilt enabling joint.
48. The vertical take-off aircraft of anyone of claims 1 to 47 wherein said secondary rotor assembly which is used to force air to travel in a horizontal direction consists of a single rotor and a plurality of blades.
49. The vertical take-off aircraft of anyone of claims 1 to 47 wherein said secondary rotor assembly which is used to force air to travel in a horizontal direction consists of a plurality of rotors and a plurality of blades.
50. The vertical take-off aircraft of anyone of claims 1 to 49 wherein said main rotor assembly consists of a single rotor and a plurality of blades.
51. The vertical take-off aircraft of anyone of claims 1 to 49 wherein said main rotor assembly consists of a plurality of rotors and a plurality of blades.
52. The vertical take-off aircraft of anyone of claims 1 to 51 wherein said secondary rotor assembly which is used to force air to travel in a horizontal direction and said additional engine assembly which rotates said secondary rotor assembly are merged into a jet engine assembly.
53. The vertical take-off aircraft of anyone of claims 1 to 51 wherein said secondary rotor assembly which is used to force air to travel in a horizontal direction and said additional engine assembly which rotates said secondary rotor assembly are merged into a plurality of jet engine assemblies.
Priority Applications (5)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| AUPM9644A AUPM964494A0 (en) | 1994-11-24 | 1994-11-24 | Vertical take-off aircraft |
| AU37940/95A AU675906B2 (en) | 1994-11-24 | 1995-11-20 | Vertical take-off aircraft |
| CA002258311A CA2258311C (en) | 1994-11-24 | 1996-05-22 | Vertical take-off aircraft |
| PCT/AU1996/000311 WO1997044240A1 (en) | 1994-11-24 | 1996-05-22 | Vertical take-off aircraft |
| AU56804/96A AU5680496A (en) | 1996-05-22 | 1996-05-22 | Vertical take-off aircraft |
Applications Claiming Priority (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| AUPM9644A AUPM964494A0 (en) | 1994-11-24 | 1994-11-24 | Vertical take-off aircraft |
| AU37940/95A AU675906B2 (en) | 1994-11-24 | 1995-11-20 | Vertical take-off aircraft |
| CA002258311A CA2258311C (en) | 1994-11-24 | 1996-05-22 | Vertical take-off aircraft |
| PCT/AU1996/000311 WO1997044240A1 (en) | 1994-11-24 | 1996-05-22 | Vertical take-off aircraft |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CA2258311A1 CA2258311A1 (en) | 1997-11-27 |
| CA2258311C true CA2258311C (en) | 2006-03-21 |
Family
ID=27423090
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002258311A Expired - Fee Related CA2258311C (en) | 1994-11-24 | 1996-05-22 | Vertical take-off aircraft |
Country Status (3)
| Country | Link |
|---|---|
| AU (1) | AU675906B2 (en) |
| CA (1) | CA2258311C (en) |
| WO (1) | WO1997044240A1 (en) |
Families Citing this family (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| AU675906B2 (en) * | 1994-11-24 | 1997-02-20 | Tom Kusic | Vertical take-off aircraft |
| DE19802256C1 (en) | 1998-01-22 | 1999-02-18 | Sen Franz Weinhart | Steering control for helicopter rotor drive |
| US6598827B2 (en) | 1998-11-16 | 2003-07-29 | Tom Kusic | Telescopic vertical take-off aircraft |
| US8960600B2 (en) | 2010-02-08 | 2015-02-24 | Raymond George Carreker | Variable surface landing platform (VARSLAP) |
| US9193452B2 (en) * | 2012-12-14 | 2015-11-24 | Raymond George Carreker | Direct orientation vector rotor |
| CN106184734B (en) * | 2016-08-16 | 2018-06-29 | 西安交通大学 | A kind of rotor craft inclining rotary mechanism |
| CN114379779A (en) * | 2022-01-11 | 2022-04-22 | 石家庄绿优信息技术有限公司 | Universal aircraft |
Family Cites Families (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US3100610A (en) * | 1962-04-03 | 1963-08-13 | Victor O Armstrong | Stabilizing system for a helicopter |
| US3921939A (en) * | 1973-06-18 | 1975-11-25 | Helicorporation | Directional control system for helicopters |
| DE3379650D1 (en) * | 1982-07-07 | 1989-05-24 | Bernd Jung | Helicopter |
| DE3400898A1 (en) * | 1984-01-12 | 1985-07-25 | Bernd 6352 Ober-Mörlen Jung | LIFT FOR PERSONS AND / OR LOAD |
| AU675906B2 (en) * | 1994-11-24 | 1997-02-20 | Tom Kusic | Vertical take-off aircraft |
-
1995
- 1995-11-20 AU AU37940/95A patent/AU675906B2/en not_active Ceased
-
1996
- 1996-05-22 CA CA002258311A patent/CA2258311C/en not_active Expired - Fee Related
- 1996-05-22 WO PCT/AU1996/000311 patent/WO1997044240A1/en active Application Filing
Also Published As
| Publication number | Publication date |
|---|---|
| CA2258311A1 (en) | 1997-11-27 |
| WO1997044240A1 (en) | 1997-11-27 |
| AU675906B2 (en) | 1997-02-20 |
| AU3794095A (en) | 1996-05-30 |
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| Date | Code | Title | Description |
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| EEER | Examination request | ||
| MKLA | Lapsed |
Effective date: 20150522 |