CA2294676A1 - Tail-fin 2000 - Google Patents
Tail-fin 2000 Download PDFInfo
- Publication number
- CA2294676A1 CA2294676A1 CA 2294676 CA2294676A CA2294676A1 CA 2294676 A1 CA2294676 A1 CA 2294676A1 CA 2294676 CA2294676 CA 2294676 CA 2294676 A CA2294676 A CA 2294676A CA 2294676 A1 CA2294676 A1 CA 2294676A1
- Authority
- CA
- Canada
- Prior art keywords
- fin
- air
- tail
- plane
- airplane
- 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.)
- Abandoned
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C9/00—Adjustable control surfaces or members, e.g. rudders
- B64C9/32—Air braking surfaces
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C5/00—Stabilising surfaces
- B64C5/06—Fins
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C9/00—Adjustable control surfaces or members, e.g. rudders
Abstract
The present invention relates to a device used to slow-down an aircraft during flight through the use of turbulence and yaw, for landing and emergency manoeuvres.
Description
1 The present invention relates to a device used to slow-down an aircraft during flight by creating drag, its important to create a drag that doesn't interfere with the cut on the wings as the airplane will lose the cut and fall a few thousand feet.
As the amount of air-traffic increases the need for additional safety enhancements becomes less gimmicky and more desirable.
In the next twenty years it will be necessary for jets to change directions much faster than conventional aircrafts or they won't last too long. The Tail-fin 2000 will enable a jet to change directions as well as slow the plane much faster as it uses leverage and turbulence to it's advantage. The turbulence is put behind the aircraft where it can't do any harm.
The air travels over the wings and up the fuselage and instead of just passing the tail-fin it's forced to go up and over the tail-fin pushing the ass down "opposite reaction" and lifting the nose of the airplane also if the pilot decides to change directions it can rotate the tail-fin for the appropriate direction and as the tail can increase drag by adjusting how much the gate is opened the speed of change will increase.
After going over the tail-fin the air enters a cavity behind the airplane where a negative air pressure exists and the air turbulence is intense, the air slaps a belt like curtain that hides the tail assembly and absorbs the turbulence.
i The top and bottom of the tail-fin are small wings that stop the air from getting behind the belt by creating an air-lock.
The tail-fin 2000 can change the way a plane lands by allowing a different angle of decent creating more air-space as conventional aircrafts use the same basic path for ascent and decent. Conventional aircrafts aren't designed to land, only fly and take-off.
('1) 1 The airplane is not designed to use the 40,000 of altitude in a decent in favour of the aircraft, the airplane has to be driven to the ground at a cost of 1000.00 worth of fuel.
The engines aren~t designed to idle during landing as the engine must run faster than the ram speed or it will stall.
The beautiful thing is its hidden when not in use and its not expensive to install after the initial tuning.
It will double the speed of landing a plane, it will reduce air crashes by 100 as the speed could be reduced below 10 hazardous conditions.
As the amount of air-traffic increases the need for additional safety enhancements becomes less gimmicky and more desirable.
In the next twenty years it will be necessary for jets to change directions much faster than conventional aircrafts or they won't last too long. The Tail-fin 2000 will enable a jet to change directions as well as slow the plane much faster as it uses leverage and turbulence to it's advantage. The turbulence is put behind the aircraft where it can't do any harm.
The air travels over the wings and up the fuselage and instead of just passing the tail-fin it's forced to go up and over the tail-fin pushing the ass down "opposite reaction" and lifting the nose of the airplane also if the pilot decides to change directions it can rotate the tail-fin for the appropriate direction and as the tail can increase drag by adjusting how much the gate is opened the speed of change will increase.
After going over the tail-fin the air enters a cavity behind the airplane where a negative air pressure exists and the air turbulence is intense, the air slaps a belt like curtain that hides the tail assembly and absorbs the turbulence.
i The top and bottom of the tail-fin are small wings that stop the air from getting behind the belt by creating an air-lock.
The tail-fin 2000 can change the way a plane lands by allowing a different angle of decent creating more air-space as conventional aircrafts use the same basic path for ascent and decent. Conventional aircrafts aren't designed to land, only fly and take-off.
('1) 1 The airplane is not designed to use the 40,000 of altitude in a decent in favour of the aircraft, the airplane has to be driven to the ground at a cost of 1000.00 worth of fuel.
The engines aren~t designed to idle during landing as the engine must run faster than the ram speed or it will stall.
The beautiful thing is its hidden when not in use and its not expensive to install after the initial tuning.
It will double the speed of landing a plane, it will reduce air crashes by 100 as the speed could be reduced below 10 hazardous conditions.
(2)
Claims (6)
1. A new type of airplane using a device wherein a tail-fin incorporating upper and lower stabilizer wings and two flaps that separate on a cam that may turn from side to side so as to keep the angle of deflection true, using a drive belt and pulley system with hydraulic actuation, to slow-down using drag, on tail-fin.
2, A device as claimed in claim 1 wherein upper and lower stabilizer wings balance the rear of the plane by acting as a rear wing and stabilize the plane during flight.
3. A device as claimed in claim 1 wherein the stabilizer wings act as a ram by stopping the air from traveling back up the plane and creating turbulence, giving the air one direction, towards the rear.
4. A device as claimed in claim 1 wherein the upper and lower stabilizer wings stop air from getting behind the belt by creating an air-lock.
5. A device as claimed in claim 1 wherein the two flaps open and close the entire tail-fin through a hydraulic assembly which will make a downward thrust on the rear of the plane in any direction should the need arise.
6. A device as claimed in claim 1 wherein the cam can rotate the entire tail-fin regardless of the number of degrees opened to maintain true angle of deflection.
(3) The airplane is not designed to use the 40,000' of altitude in a decent in favour of the aircraft, the airplane has to be driven to the ground at a cost of 1000,00 worth of fuel.
The engines aren't designed to idle during landing as the engine must run faster than the ram speed or it will stall.
The beautiful thing is its hidden when not in use and its not expensive to install after the initial tuning.
It will double the speed of landing a plane, it will reduce air crashes by 100% as the speed could be reduced below hazardous conditions.
Although onlyasingle embodiment of the present invention has been described and illustrated, the present invention is not limited to the features of this embodiment, but includes all variations and modifications within the scope of the claims.
(2)
(3) The airplane is not designed to use the 40,000' of altitude in a decent in favour of the aircraft, the airplane has to be driven to the ground at a cost of 1000,00 worth of fuel.
The engines aren't designed to idle during landing as the engine must run faster than the ram speed or it will stall.
The beautiful thing is its hidden when not in use and its not expensive to install after the initial tuning.
It will double the speed of landing a plane, it will reduce air crashes by 100% as the speed could be reduced below hazardous conditions.
Although onlyasingle embodiment of the present invention has been described and illustrated, the present invention is not limited to the features of this embodiment, but includes all variations and modifications within the scope of the claims.
(2)
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA 2294676 CA2294676A1 (en) | 2000-01-04 | 2000-01-04 | Tail-fin 2000 |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA 2294676 CA2294676A1 (en) | 2000-01-04 | 2000-01-04 | Tail-fin 2000 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2294676A1 true CA2294676A1 (en) | 2001-07-04 |
Family
ID=4165030
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA 2294676 Abandoned CA2294676A1 (en) | 2000-01-04 | 2000-01-04 | Tail-fin 2000 |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA2294676A1 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110203389A (en) * | 2009-06-05 | 2019-09-06 | 威罗门飞行公司 | Air vehicle flight mechanism and control method |
-
2000
- 2000-01-04 CA CA 2294676 patent/CA2294676A1/en not_active Abandoned
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110203389A (en) * | 2009-06-05 | 2019-09-06 | 威罗门飞行公司 | Air vehicle flight mechanism and control method |
| CN110203389B (en) * | 2009-06-05 | 2023-08-04 | 威罗门飞行公司 | Aircraft flight mechanism and control method |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| FZDE | Dead |