CA2844721A1 - Un aeronef en forme de plateforme capable de transporter un pilote, procedes de fabrication et utilisations associes - Google Patents

Abstract

A platform-shaped aircraft capable of carrying a pilot in the air, preferably, in a position of position with respect to the platform of said aircraft, at least part of his or her body, thus controlling the space movement of the aircraft. Manufacturing method for the preparation of said platform-shaped aircraft. Method for using the platform-shaped aircraft, the method for learning the techniques necessary in the aforementioned platform-shaped aircraft.

Description

A PLATFORM SHAPED AIRCAFT CAPABLE OF CARRYING A PILOT. METHODS FOR
MANUFACTURING AND USES THEREOF
TECHNICAL FIELD
The present invention pertains to ultra-light aircrafts, particularly ultra-light aircrafts with Vertical Takeoff and Landing (VTOL), as well as those with hovering capacity. In addition, it also refers to the manufacturing processes for building ultra-light aircrafts of the invention, and different various uses and learning methods for said uses.
BACKGROUND ART
Various ultra-light aircrafts with vertical takeoff and landing helicopters, are widely recognized as methods for human transportation. Typically, such vehicles have their propulsion systems located over the airplanes of the airplane stability and enabling a simple landing. These aircrafts are typically controlled through handles, pedals or joysticks. Other types of VTOL vehicles have multiple rotors methods of controlling such aircrafts are described in the following patents.
US-A-2,937,827, published on 1960-05-24, describes an improved airframe and power plant combination in an aircraft capable of taking off and landing vertically capable of sustained flight in the normal or any other attitude with the danger normally waiting on failure of one of the engines eliminated.
US294316A published on 1960-07-05 relates to high-speed aircraft capable of vertical take-off and landing operations.
US2953321A relates published on 1960-09-20 means for propelling a Persian through the air in controlled flight. More particularly the invention provides a wing-less aircraft propelled by thrust climbing, hovering in the air, horizontal directional and vertical directional contrai, and transition from vertical to horizontal flight and vice versa are effected by body movements gold balance of the pilot flying the machine.
CA-A-1 226 257, published on 1987-09-01, describes a fuselage that is provided including bath front and rear ends, opposite sides, and top and bottom portions. A pair of laterally-spaced, front-to-rear, i extending, and elongated support structures are sustained from of the fuselage with the front and rear ends of the supporting structures of the fuselage. A pair of front and rear tubular wings are supported in an oscillatory manner between the front and rear ends the support structures, forward and rearward of the fuselage, to achieve angular displacement about axes that extend between the corresponding ends of the support structures are approximately along diametric planes of the tubular wings.
CA-A-2 187 678, published on 1998-04-11, describes an improvement to the sporting known as the snowboard. The hoverboard applies air cushioned technology snowboards. The hoverboard contains a power source, an air blower maintain an air cushion.
The structure of the board is designed so that the board gildes over a cushion of air. As a result, the The speed and maneuverability of the snowboard is significantly increased.
RU 2 062 246 published on 1996-06-20, describes an unmanned flying vehicle two counter-rotating rotors are within a toroidal fuselage and in which solely rotor pitch is used to general required lift, pitch, roll, yaw, vibration and stress control for the vehicle.
RU 2 062 246, published on 1996-06-20, describes VTOL aircraft. The aircraft included round gold oval fuselage with a convex top surface and a flat, bottom surface with the central part extending downward whereat the cabin with control system and power plant is arranged.
Fuselage has four annular openings to accommodate four airscrews to be turned from the horizontal plane into the flat vertical. Two vertical airscrews are arranged at front and rear fuselage to turn from a vertical plane into a horizontal plane. All airscrews feature pitch varying both jointly and separately and are driven by two engines via transmission. Aircraft is equipped with a hydraulic system, robot pilot, rescue parachute, observation system, and emergent solid engines. This results in higher maneuverability and safety.
US-A-5,954,479, published on 1999-09-21, discloses a coaxial, dual-propeller propulsion system with twin engines employing a single transmission and having two independent drive trains. The first of the a two-wheel drive train, which in turn rotates forward, multi-bladed propeller assembly. The second engine only drives a second drive train, which in turn rotates an aft multi-bladed propeller assembly. Thus, the propellers of this system, although coaxial, are driven by separate engines. The propulsion system also benefits from the increased propulsive efficiency of a coaxial dual-propeller design, as the first drive train rotates the forward propeller assembly in a certain rotational direction and the second drive train rotates the aft propeller assembly in the opposite direction. Furthermore, the propulsion system employs pitch-change control which independently control the respective pitch of the blades of the propeller assemblies. Specifically, a first pitch-change controller the forward propeller

2 assembly and a second pitch-change controller of the blades of the aft propeller assembly.
US-A-6 164 590, published on 2000-12-26, describes a variable bodied helicopter. The helicopter is of a type having tandem lifting rotors (1, 2) section (3) and a rear section (4). The rear section of the body is narrower than the front section of the body, thus allowing the rear section to the front section. Channeled railings (5, 6) Attached to the front section of the body firmly hold the rear section through railings (7, 8) attached to the rear section. These railings guide the movement of the rear section on the front section. A shaft consisting of two sections (9, 10) is used to synchronize the tandem arranged rotors. The narrower section (9) of the shaft slides into the section (10) of the body when the rear section of the body moves into the front section of the body. Bearings (11, 12, 13) support the synchronizing shaft. One bearing (13) is firmly fixed to the front section of the body (2) while another bearing (12) is attached to the rear section (4) but is linked to the front section rear section moves relative to the front section. Another bearing (11) on the rear section (4) is linked by a telescopic connection (14) to the front section of the body optimum position on the rear section as the body expands from a compressed state.
US-B-6,745,977, published on 2004-06-08, discloses a vehicle that is in the general shape of a land vehicle, such as a car, fly in the manner of a VTOL
gold to helicopter. The vehicle has foot pedals and steering that can be operated in the manner similar to that of an automobile.
W02005039972 (A2), published on 2005-05-06, describes a vehicle including a fuselage having both a longitudinal and a transversal axis; two ducted, fanned, lift-producing propellers carried by the fuselage on each side of the transverse axis; a pilot's compartment formed in the fuselage between the lift-producing propellers and, significantly, aligned with one side of the fuselage; a payload bay fornned in the fuselage between the lift-producing propellers, and opposite the pilots compartment; and two pusher fans located at the rear of the vehicle. Many variations are described enabling the vehicle to be used as a VTOL vehicle, but also a multi-function utility vehicle for perfornning many diverse functions including hovercraft and ATV functions. Also described are an Unmanned version of the vehicle and the unique features applicable in any single or multiple ducted fans and VTOL vehicles.
US-A-2005 / 178,879, published on 2005-08-18, describes the VTOL sitter vehicle with two pairs of right wing, top, and bottom vertical was stabilizers. Tea wing propellers and tail propellers spin in opposite directions. Full altitude control is realized in the flight phases through differential powering of the four propellers, coordinated by an electronic control system.
Four propellers, together, generate sufficient thrust to counter gravity hover mode, while the wings provide aerodynamic lift for efficient forward flight.

3 GB-A-2,419,122, published on 2006-04-19, describes an aircraft that contains an airframe serving centralizing, as well as defining as a rotor-head at least two rotors arranged to rotate their respective axes displaced from the central axis of the aircraft. Several different types of aircraft are different aspects are independently claimed. In one aspect, the rotor is pivotable axis 1216 perpendicular to the central axis of the aircraft. In another aspect, the rotors are in respective planes that are inclined to define a non-zero dihedral angle. In a further aspect, an explosively-deployed parachute, rotor brake, and means for signaling an emergency are provided. In a still further aspect, a lift-providing aerofoil portion (eg, 2712) is stipulated, which may be varying in the angle of attack.
Single-passenger aircrafts in which the pilot is more or less multi-passenger aircrafts. Tea aircrafts may include ducted rotors, or open rotors having variable pitch blades. Mechanical or fly-by-wire control systems may be used.
W02006 / 112578, published on 2006-10-26, showing a vertical take-off landing (VTOL) aircraft, including a body (120), two or more rotary units (130) coupled to said body, each having a rotating shaft (131), a blade (135), and a casing (201) covering both the body and the rotary units, and being provided with openings (201a). The casing (201) may be formed into a duct shape with an opening to receive the rotary unit therein, or may be provided with a sidewall (203) to surround the blade. Each opening (201a) may have a protective means (207). The reaction torques of the rotary units can balances each other without requiring a separate balancing device. The casing covers the blades, thus preventing the generation of unbalanced lift on the revolving blades, unlike in conventional helicopters, in boxes when the VTOL aircraft flies forwards. Moreover, because the rotary units are prevented from coming into contact with the outside world the rotary units and damage to outside articles. Due to a structural feature of the casing, the thrust to propel the VTOL
can be increased by about 10 - 15%. Furthermore, a rudder (301) is provided in the casing, thus allowing the VTOL to fly freely according to the orientation of the rudder.
JP 2007/509790, published on 2007-04-19, describes a vehicle including a fuselage having a longitudinal axis and a transverse axis; two ducted, fanned, lift-producing propellers carried by the fuselage on each side of the transverse axis; a pilots compartment formed in the fuselage between the lift-producing propellers and, significantly, aligned with one side of the fuselage; a payload bay formed in the fuselage between the lift-producing propellers and the opposite of the pilots compartment; and two pusher fans located at the rear of the vehicle. Many variations are described, enabling the vehicle to be used as a vehicle, but also as a multi-function utility vehicle for performing many various functions, including hovercraft and ATV functions. Also described is unmanned version of the vehicle. Further defined are unique features applicable in any single gold multiple ducted fans and VTOL vehicles.

4 US-A-2008054121, published on 2008-03-06, discloses a VTOL vehicle comprising fuselage having forward and propulsion units, each propulsion unit comprising a propeller located within an open-a forward-facing portion of the duct wall or at least the forward propulsion unit is represented at least one curved sliding movement to open the forward-facing portion, thereby permitting air to flow into the facing portion when the VTOL
vehicle is in forward flight.
US-A-2008 / 283,673, published on 2008-11-20, describes a vehicle including a fuselage having a longitudinal axis and a transverse axis; two ducted, fanned, lift-producing propellers carried by the fuselage on each side of the transverse axis; and a body formed in the fuselage between the lift-producing propellers. Many variations are deflecting deflection and affection offlow streams, as well as reduction of drag and momentum forward-flight of the vehicle. Further described are unique features applicable in any single gold multiple ducted fans and VTOL vehicles.
US-A-2009/140102, published on 2009-06-04, describes a vehicle, including a vehicle frame; a duct the duct with the longitudinal axis of the duct perpendicular to the longitudinal axis of the vehicle frame; a propeller mounted in a rotating manner within the duct about the longitudinal axis of the duct, so as to force an ambient fluid from its inlet to the upper end of the duct through its exit at the lower end of the duct, using an upward lift force applied to the vehicle; et un The majority of parallel, spaced vanes, swiveled to and across the inlet end of the duct about pivotal axes perpendicular to the longitudinal axis of the duct and, markedly, parallel to the longitudinal axis of the vehicle frame, where the vanes are selectively pivotal about their axes to produce a desired horizontal force component to the force force applied to the vehicle.
US-A-2009/159757, published on 2009-06-25, describes a vehicle including a fuselage having a longitudinal axis and a transverse axis; two ducted, fanned, lift-producing propellers carried by the fuselage on each side of the transverse axis; and a body formed in the fuselage between the lift-producing propellers. Many variations are described, each enabling deflection and affection offlow streams, and reduction of drag and momentum drag, thus improving the speed and forward flight of the vehicle. Further described are unique features applicable to any single gold multiple ducted fans and VTOL vehicles.
GB-A-2,460,441, published on 2009-12-02, describes a flying machine (1) comprised of at least two motor-driven, vertically-axed, contra-rotating propellers (5, 7). A seat (15) and handlebars (21) may both on the machine (1) above the propellers (5, 7), at positions radially inward of the outer periphery of the propellers (5, 7); a hub (33) may extend below the propellers (5, 7) and below the lowermost part of the machine (1). The handlebars (21) can be movably mounted on the machine (1)

5 above the propellers (5, 7), where movement of the handlebars (21) in use controls the yaw of the machine and / or the collective pitch control of the propellers (5, 7). Tea machine (1) may be included yaw control mechanism such that a characteristic of one propeller (5) may be varied relative to the other (7) in order to induce a reaction to the machine (1) to yaw.
US-A-2010/051740, published on 2010-03-04, discloses a VTOL vehicle including a forward rotor, an aft rotor and a fuselage, the forward and aft rotor lying in the longitudinal axis of the vehicle, with the fuselage located axially between the forward and aft rotors. The vehicle has an in-flight configuration the forward rotor is tilted downwardly at a negative tilt angle to the fuselage and the aft Rotor is tilted upwardly at a positive tilt angle relative to the fuselage.
US-A-2011/049307, published on 2011-03-03, describes a ducted airflow vehicle which includes a fuselage having a longitudinal axis, is forward supported and possesses aft airflow ducts having respective fans through inlets at the upper ends These ducts and out of the ducts through outlets ducts, creating thereby a lift strength. A single engine is located on one side of said longitudinal axis, and is operatively configured to power the lift fans. A payload bay is located in a central area of the fuselage, between the forward and aft ducts, spanning the longitudinal axis.
ES-A-2,354,796, published on 2011-03-18, describes a flying vehicle, comprising of a body (1) of discoid configuration, incorporating, at the bottom, a foot support (2), while also having arms in the upper part (3) which behave as radial blades (4) that may vary their position individually between a horizontal position and a vertical position.
CN 102 020 020, published on 2011-04-20, describes an aerospace, flying, saucer aircraft, and belongs to the cutting-edge technology in the field of aerospace. Tea aerospace flying saucer aircraft is provided with a direct, dual-shaft, counter-rotating, turbo-shaft engine and a rocket engine; when the aerospace flying saucer aircraft in the atmosphere of the earth, the direct dual-shaft counter-rotating turbo-shaft engine is used to provide power; when the aerospace flying saucer aircraft files in outer space, the rocket engine is used to provide power; also, when the aerospace flying saucer aircraft flies in the atmosphere of the earth, the two engines can be started simultaneously, and the aerospace flying saucer aircraft does not need a runway takeoff and landing, and able to fly at a high speed or low speed through control.
US-A-2011/168834, published on 2011-07-14, describes a vehicle including a fuselage that has a longitudinal axis and a transverse axis; two ducted, fanned, lift-producing propellers carried by the fuselage on each side of the transverse axis; a pilot's compartnnent formed in the fuselage between the lift-producing propellers and, significantly, aligned with one side of the fuselage; a payload bay formed in the fuselage between the lift-producing propellers and opposite the pilots compartment, more

6 two pusher fans located at the rear of the vehicle. Many variations are described enabling the vehicle to be used as a vehicle, but also as a multi-function utility vehicle possessing numerous such as hovercraft and ATV functions. Also described is an Unmanned version of the vehicle, plus unique features applicable in any single or multiple ducted fans and VTOL vehicles.
US 20120032032 Al published on 2012-02-09 refers to lift platform with a kinesthetic control system that is coupled to means for altering air flow through the first and second longitudinally-spaced ducts comprising the lift platform is provided. Tea control system includes a controlhandle bar with left and right hand grips, and first and second control roll bars located on side of the platform lift central cowling. Forward / rearward movement of the control handle bar from a neutral nose-down positional position / nose-up pitching moments, respectively;
counterclockwise / clockwise movement of the control bar from the neutral general position counterclockwise rotation / clockwise rotation of the lift platform vertical platform centerline;
and left movement / right movement roll / right roll moments about the lift platform roll axis.
US-A-2012/080564, published on 2012-04-05, describes a ducted fan for a VTOL
vehicle including, notably, a cylindrical duct having an inlet at an upper end and an outlet at a lower end, more air-mover unit located within the significantly cylindrical duct. The duct also includes inner and outer wall portions and a significant annular upper lip outer wall portions, thus defining the inlet. The significantly annular upper lip has aft portions, opposed side portions and is provided with at least first and second openings, respectively, at each of the opposite side portions. The first and second arrays at least the first and second respective chambers formed within the duct, the first and second chambers connected by at least one passageway to enable enable substantial equalization of surface pressure at the opposite side portions of the annular upper lip.
IL-A-175265, published on 2012-05-31, describes an object of the present invention providing a vehicle of relatively simple and inexpensive performing a multiplicity of functions. According to the present invention, the proposed vehicle : fuselage having a longitudinal and transverse axes; at least one lift-producing propeller carried by the fuselage on each side of the transversal axis; a pilot's compartment formed in the fuselage between the lift-producing propellers and parts aligned with the longitudinal axis; as well as a pair of payload bays fuselage between the lift-producing propellers and the opposite sides of the pilot's compartment.
WO 2012/113158, published on 2012-08-30, describes a helicopter including a fuselage (1) and propellers (3). The propellers (3) are provided under the fuselage (1). Tea helicopter solves the The problem is that the low carrier capacity is caused by the low, facelift capacity and improves the carrier capacity remarkably.

7 CN 202464125, published on 2012-10-03, describes a vertical takeoff landing (VTOL) aerobat with twin-duct, composite tail rudder, comprising an airframe, load-bearing wings, two ducts, a composite tail rudder and alighting gears, where the two ducts are connected with airframe through the load-bearing wings, and are symmetrically arranged, and where the load-bearing wings are wing units of a convex-type thin-walled structure. One end of the composite tail rudder is connected with the lower part of the airframe, while the other end of the composite is rudder is of a planar end-like structure, a shock absorption cushion being arranged in the middle part of the composite tail rudder, and the planar like structure of the composite tail rudder making an appropriate angle with a transversal section of the airf train. Miniature ducts that configure propellers are arranged in the middle part of the composite tail rudder, and the alighting gears are symmetrically arranged on both sides of the airframe. By the adoption of the technical schemes, the aerobat can take off and land vertically, without a limitation of location, and can hover aerobat having the the advantages of low speed at low altitude and high speed at high altitude, high flying efficiency, low flight noise and good stealth; it can be used for executing tasks of carry, scout, surveillance, attack, among others, and has high value in its applications.
US 8608104 B2 submitted on 2012-10-10 to a propulsion device (10) comprising a body (11) arranged for receiving a passenger (1) and engaging with a thrust unit (12 a, 12b, 13a, 13b) supplied with a pressurized fluid from a compression station. The arrangement of such a device offers great freedom of movement through the air or under the surface of a fluid. Tea invention also relates to a propulsion system in which the compression station can be remote in the form of a motorized marine vehicle.
DE 020 110 82719, published on 2013-03-14, describes a helicopter (100) having two coaxial (13) gold transverse rotors, a combination of coaxial and transversal rotors, and a control unit (14) for directing the position of the rotor and rotor blades and regulating engine power. A gearbox device (15) transfers the driving force of a motor on the rotors, where the rotors are arranged in an aerodynamic protection device (17). A drive unit (10), the control unit and the gearbox device are secured to a fastening device. The control unit is attached to a control lever (18) that is flexibly connected with the fastening device over the joints. The helicopter is made of a material that has small dead weight and high strength, such as carbon fiber, light-weight construction steels, aluminum and / or magnesium metal sheets.
There was a need for a new VTOL
drawbacks of the VTOL of the prior art.
There was also a need for a VTOL offering the possibility for a pilot control the platform's spatial guidance by moving at least part of his or her body.

8 There was, additionally, a need for a method of manufacturing VTOL that present at least one of the following features:
- reliability;
- cost-effectiveness; and - efficiency.
There was also a need for an easy and intuitive method for learning how to fly a VTOL and for flying VTOL.
BRIEF DESCRIPTION OF THE DRAWINGS
Figure 1 represents a simplified description of the aircraft.
Figure 2 relates to the forces applied on the pilot when using the aircraft, where the symbol O denotes perpendicular vector to the screen, pointing towards the reader.
Figure 3 portrays a dual ducted fan embodiment.
Figure 4 presents a quad ducted fan embodiment.
Figure 5 presents an octo-copter embodiment.
Figure 6 presents the frame's central rod section view.
Figure 7 presents a side-view of the dual, ducted, fan embodiment.
Figure 8 presents a close-up view of a one-ducted fan, showcasing a safety net.
Figure 9 presents a propulsion element embodiment with two geared engines.
Figure 10 presents an assembly of propulsion elements with two geared engines as a sectional view.
Figure 11 details propulsion element's gearbox, without the cover.
Figure 12 presents another embodiment of the propulsion element using dual superimposed engines.
Figure 13 presents another embodiment of the propulsion element using a turbine powered fan.
Figure 14 presents a controller being attached to a hand.

9 Figure 15 presents a controller with a hand pressing on it.
Figure 16 presents another embodiment of the controller.
Figure 17 presents a diagram of the control system.
Figure 18 presents simulation results, annotated as curves in order to display the position orientation, thrust intensity, and control angles as a function of time.
Figure 19 presents a top view of the octo-copter implementation.
Figure 20 presents a view of the dual-ducted fan embodiment.
GENERAL DESCRIPTION OF THE INVENTION
Preliminary definitions Control similar to thrust vectoring: The aircraft being relatively low-weight (and with low inertial momentum) compared to the pilot, the pilot has the ability to control the aircraft's orientation and thus, its thrust direction.
Control through direct movement of body parts: Refers to using the pilot's unassisted body movements to control the aircraft directly. More specifically, the pilot's movement can change the orientation of the propulsion means that are in direct contact, or attached, to parts of his or her body.
Controlled twist: The pilot being in contact with or attached to aircraft at 2 distinct points on the right and left side, applying a torque to the aircraft around the X axis; tea aircraft can be designed to allow this torque to induce a twist around the X axis, in turn altering the alignment between the propulsion elements. This controlled alteration can be used advantageously to provide additional control to the pilot.
Dimensions with respect to X, Y and Z axes: Aircraft's dimension with respect to each axis is defined by taking the dimensions of the smallest box aligned with XYZ that includes the aircraft.
Figure 1 illustrates the platform's dimensions:
a) 13 is the dimension in the X direction;
b) 11 is the dimension in the Y direction; and c) 12 is the dimension in the Z direction.
io Passenger: A person standing on or being attached to the aircraft pilot, that has no gold relatively small control on the aircraft and who is being transported through the air along with the pilot and the aircraft.
Pilot: The person controlling the aircraft in terms of orientation, displacement, and thrust intensity.
Additional loads may be attached to the pilot. Of course, the aircraft may be used without pilot when employing an automatic control system and / or remote control, for example in the case companies aircraft to a place pilot.
Platform's aircraft plane: Plane (14) going through the center of the mass of the aircraft and perpendicular to the propulsion direction, as depicted in Figure 1.
Platform-shaped aircraft: Aircraft whose dimension in the Z direction is smaller than the one in the XY
management, excluding the pilot, and the direction of propulsion is oriented in the positive Z direction.
Propulsion element: Unit assembly providing thrust in the air.
Propulsion means: The set of thrust elements of the aircraft, constituted of a multitude of propulsion elements.
Recoverable failure: Failure that can affect the aircraft's maneuverability and control but where possible and where the pilot has been trained for the said failure.
Static thrust: maximum thrust in N achieved by the propulsion means when the aircraft has a zero-velocity displacement, when surrounded by a large volume of air compared to the aircraft, at sea-level pressures and ambient temperatures of 25 degrees.
Unrecoverable failure: Failure of at least one part which prevents safe flight and controlled landing.
XYZ Axes and Origin: X direction is defined as the direction from the left foot contact point with the aircraft towards the right foot contact point with the aircraft. Y direction is defined as perpendicular to X
and within the platform, pointing in front of the pilot. The Z
direction is defined as the total steering propulsion. In this case, X, Y and Z form a direct orthogonal basis.
The origin 0 is defined as the center of mass of the aircraft.
A first object of the present invention is constituted by the family of platform shaped aircrafts capable of carrying a pilot in the air, the pilot being preferably in standing position with respect to the platform of said aircraft, allowing the pilot to control the platform spatial orientation, by the movement, preferably, at least part of the body, and thus to control the spatial movement of the aircraft, with at least one of the following properties:
a) the pilot's feet being secured to the platform;
b) the center of mass of the platform-pilot system being outside the platform's bounding box, which is defined as the snnallest rectangular cuboid encompassing the entirety of the platform;
C) the platform containing at least one flexible element allowing twist of the platform; and d) the platform containing at least two separated propulsion systems.
These platform-shaped aircrafts advantageously allow the pilot to control the platform's spatial orientation by moving the lower part of his or her body, and particularly by moving the feet.
According to a preferred embodiment, the changes in the platform's orientation modify the thrust direction, permitting a control similar to thrust vectoring.
According to another preferred embodiment, these platform-shaped aircrafts have Vertical Takeoff and Landing capabilities.
Preferably, these aircrafts are approximately symmetrical with respect to the XY plane, XYZ being a frame of reference attached to the aircraft, where the point of origin 0 is at the platform's center of mass; the X axis is defined in the direction of the left foot attachment point to the right one, inside of the platform's plane; the Y axis pointing forward and away from the pilot's body, perpendicular to X and also within the plane of the platform; the Z axis pointing perpendicularly upwards from the platform to the head of the pilot.
Aircraft of XY dimensions of the platform ranging from 0.25 to 3 times, and preferably from 0.5 to 2 times interest.
The aircrafts the Z size is ranging from 0.05 to 0.75 times, and favorably from 0.1 to 0.5 the pilot's height, are also of a particular interest.
The aircrafts the ratio of the weight of the pilots are less than 1 are of particular interest as well.
The preferred family of aircrafts of the invention is composed of aircrafts comprising a frame having an approximately planar form the propulsion means are preferably constituted of at least 2 propulsion elements, configured to create a force having a direction approximately perpendicular to the platform in the positive direction of the Z axis.

Preferably, the aircrafts of the invention include:
a) a frame on which the pilot stands separate attachment points, the 2 attachment areas being connected to the frame in a way allow a controlled twist around the X axis; the connection between both attachments beneficially flexible, allowing a twist around X, and around the flexible element (A);
The propulsion means are composed of two sets of propulsion elements, placed on both the right and the left sides of the pilot the flexible element (A) a misalignment between the sets of propulsion elements, which in turn generation a torque that allows the driver to turn in the right or left direction Z axis; and c) optionally, a hand-held controller (C) thrust generated by the propulsion means.
In the aircrafts, the propulsion means elements are beneficially placed approximately within a plane that is roughly the plane of the platform.
The propulsion means are preferably designed to minimize or, ideally, cancel out the gyroscopic effects experienced by the whole aircraft.
Beneficially, these aircrafts are conceived in a way that each right and left set of propulsion means are designed to minimize or, ideally, cancel out their gyroscopic effects, thus generating no gyroscopic stresses within the central part of the frame.
The minimization of the gyroscopic effects of each of the right and left set of propulsion elements is attained through at least one of the following means:
a) using counter-rotating parts such as high speed rotating flywheels turning in a direction opposite that of the propeller;
b) grouping multiple smaller propulsion means where half of them (clockwise) and the other half rotate CCW (counterclockwise);
c) using co-axial counter rotating propellers; and d) minimizing rotational momentum of rotating parts.
The propulsion means are advantageously propeller propulsion means are advantageously powered by at least one of the following motor, a gas engine and / or a turbine.

According to another preferred family of platform-shaped aircrafts, the propulsion means are composed of n, preferably ducted, fans, where n is odd, and ranges, preferably, from 2 to 12. Of a propelled platform means are 4 ducted fans, those means the propulsion means are 6 ducted fans, those propulsion means are 8 ducted fans and those propulsion means are 10 ducted fans.
Optionally, a protective net covers at least part of the entrance to the duct.
Platform-shaped aircrafts each ducted fan contains 2 sets of counter-rotating propellers are of a particular interest.
Each of these ducted fans is powered by 2 gas engines, each set of propellers being connected to its dedicated engine, are of a particular interest.
The aircrafts of the invention efficient coupling between the and the corresponding propeller are of a particular interest.
The platform-shaped aircrafts, the flexible element (A) has a cross-section (with respect to the YZ plane) that is approximately oval-shaped, preferably with protruding purposes towards its center and, favorably, symmetrically with respect to the center of the flexible element (A), are of a particular interest. ldeally, the cross section of the flexible element contains 4 ends.
A preferred family of platform-shaped aircrafts of the invention is made by those aircrafts outward bent landing arms are attached or are part of the frame; these legacies, named landing arms (B), provide stability for landing and takeoff as well as shock absorption.
Favorably, an aircraft has 4 landing arms.
Another preferred family of the platform-shaped aircrafts of the invention is constituted by those aircrafts having a frame shaped as follows:
a) the central connection bar connecting the two feet attachment areas, where the distance between the areas are ranging from 0.5m to 0.8m, and (b) 4 motor-attachment arms total of 8 motor-arms), where a motor-propeller assembly is mounted on each arm, with propellers being located under the arms, and the propellers being placed approximately within a plane.
The motor attachment is short of distance between the discs within which the propellers rotate and the neighbor matching to the neighboring propellers) being within 1% to 20% of the disc's diameter.

The frame may well be 4 arms (B), (2 per attachment point), protruding downwards and bent outwards.
According to a preferred embodiment, the frame is composed of 2 parallel ducted fans attached by a central flexible bar (A); the frame and / or the central flexible bar (A) is / are at least partially made of a material of the carbon fiber type.
The intensity of the thrust is ideally controlled by the hand-held device (C) attached or held into the pilot's hand.
The hand-held device (C) is favorably configured in such a way that pilots closing movement of the hand generators an increased amount of power. The hand-held device (C) is previously formed of 2 flat of roughly rectangular shape capable of pivoting around that common edge, the relative position between the 2 plates is determined using preferably a magnetic angular position sensor or a potentiometer.
The hand-held device (C) is favorably attached with a strap to the pilot's hand.
According to another preferred embodiment, the controller has a shape similar to pliers with a spring that opens the door absence of pressure from the pilots hand. The relative position between the 2 plates is determined using preferably a magnetic angular position sensor or a potentiometer.
Another preferred family of the platform-shaped aircrafts of the invention is constituted by those at least one, and most likely component, component (s) of the aircraft is / are water proof.
Another preferred family of the platform-shaped aircrafts of the invention is constituted by those at least one propulsion means, and thus, at least one valve, Air intake, is present and prevents water from entering the air intake in case of a water landing.
The propulsion means are favorably designed in a way to allow emergency shutdown, and rapid deceleration of the propellers, allowing minimal impact between propellers and water, for example in case of a water landing.
The pilot is beneficially wearing an equipment designed for improving his or her aerodynamic and / or to improve his or her lift.

According to yet another embodiment, a platform-shaped aircraft shape is designed to have minimal direction in the positive Z direction, and where the propulsion elements are built in such a way to provide at least 50% of their static thrust at a displacement velocity of 100km / h in the positive Z direction, is of particular interest. in that case, the pilot can lean forward to his body achieve high-speed forward flight, in which case the aircraft-pilot system flight.
Another preferred family of the platform is aircrafts of the invention constituted by those aircrafts comprising:
a) a rigid frame on which the pilot stands with his or her feet fastened to it at 2 separate attachment points, the binding mechanism X axis, which are capable of sensing the twisting movement of the feet on the X axis;
b) propulsion means component of at least one propulsion element, where the torque around the axis propulsion can be controlled (using, for example, counter-rotating propellers driven by independent engines), and where the twisting movement total torque of the thrust system around the Z axis, and c) optionally, a hand-held controller allowing the pilot to control the thrust generated by the propulsion means.
Those aircrafts comprising 2 ducted fans of a diameter ranging from 0.6 to 1.2 meters, a connecting ranging from 0.4 to 0.8 meters, the height of the aircraft between 0.4 and 0.8 meters and propulsion means having a power of at least 10 KW and preferably of less than 100 F <W, are of particular interest.
According to an alternative embodiment, the aircraft is equipped with automated ability to fly the aircraft in the absence of a pilot; such a flight control system autonomous flying abilities and remote controlled flying capacity. The aircrafts may also be favorably equipped with a flight-control system capable of assisting the pilot during flight.
The aircrafts are optionally designed passenger to place himself the platform.
Furthermore, the aircrafts where one or more system (s) from the following list is / are implemented, are of special interest:
a) safety bracelet made of a flexible part connected to the aircraft through an electrical connector and a corresponding connector, a monitoring system validating that the bracelet is connected to the aircraft; a failure in this validation prevents the engines tram running, therefore preventing unintended acceleration when the pilot does controller in his or her hand;

b) a height sensor which, in combination with software and a computerized system, acts as a height limitation device, preventing the machine from exceeding a certain height above the ground;
c) a quick-detach system allowing the pilot to quickly detach from platform in case of an emergency;
d) a parachute or a ballistic parachute platform in order to provide aid in case of any unrecoverable failure of the aircraft;
LEDs and LEDs that may or may not be of the strobe light type;
f) a presence sensor within the bindings that secure the pilot's boots to the frame which is only activated when a boot is strapped unintended use of the aircraft;
g) a display indicating the aircraft's status, which may or may not be the hand-held controller;
e) audible alarms;
f) collision detection device capable of predicting collisions with static solids or moving objects;
(g) fuel level sensors, low fuel cells and fuel related alarms; and h) an electric starter in the case of gas engines.
Moreover, these aircrafts may include a display as well as a computerized system indicating valuable information to the pilot, including but not limited to the aircraft's status, position and possibly topological information about the environment around the aircraft, information about positioning and risks associated with nearby aircrafts, alarms, as well as readings of various sensors; it can be part of the can be attached to the user's forearm or may be integrated within the pilot's glasses gold helmet.
Aircrafts where an electric starter is used particular interest. Also, a single electric starter may successively starts 2 or more engines.
A second object of the present invention is constituted by the manufacturing processes, for manufacturing a platform shaped aircraft, as defined in the first object the present invention, by assembling the constituting parts of said aircraft.
The assembly of the constituting parts is favorably performed industry standard procedures.

The building parts of the aircraft are favorably made of carbon fiber are built using industry standard methods for carbon fiber molding and vacuum bagging.
The bonding of carbon fiber is made, thus, favorably using industry standard bonding agents.
The metal building parts of the aircraft may also be built advantageously using CNC machining and industry standard methods.
The manufacturing processes of assennbling aircraft component parts the use of screws, rivets, bolts and bonding agents, are of a particular interest.
A third object of the present invention consists of the methods for flying a platform-shaped aircraft, as in the first object of the invention, or as manufactured by a process as described in the second object of the invention, comprising at least one of the following steps:
a) balancing the aircraft using the pilot's own reflexes, lower part of the body, and feet; and (b) regulating the propulsive effect controller.
Another method for using the aircraft is the pilot her feet to the attachments areas, starts at least parts of the propulsion means, takes off by increasing the propulsion intensity and flies the aircraft controlling the space movement by the power of the propulsion means and by the displacement of the body respective to the aircraft.
Of particular interest are those methods for using a platform-shaped aircraft as defined in the first object, or as manufactured by the process described in the second object, in the absence or in the presence of a pilot the displacement of the aircraft from point A to point B; the lightening take-off and landing of the aircraft.
The displacement of the aircraft may also be remotely controlled.
Also known as platform-shaped methods aircraft as defined in the first At least one passenger is taking part in the invention flight, preferably standing on the platform of the aircraft, and the pilot's body.
Favorably, these methods include the steps of:
a) Pre-flight checklist related to the aircraft: controller check (full travel), controller check (friction on), energy source check, engine check, battery check, generator check, electronics check, ignition switch check;
b) Pre-flight procedures related to the aircraft: strap-in, engine startup;
and C) Takeoff procedure related to the aircraft: Clearance check.
A method for flying the platform-shaped aircraft forward and go from his gold her standing (vertical) position which case the aerodynamic forces on the pilot provide lift and propulsion lateral displacement, and, in which case, the preparation for landing involves the pilot leaning back to his of her vertical position, is of particular interest.
The landing procedure is therefore favorably determined after a check check Inspection of the configuration and nature of the landing surface.
In the case of a landing surface, the landing procedure thus favorably included a progressive reduction of the thrust intensity.
In the case of a landing surface, the landing procedure thus favorably included an emergency shutdown and rapid deceleration of the propulsion means.
In the case of a solid and non-horizontal landing surface, the landing procedure advantageously including an evaluation of the friction factor of the landing surface.
In the case of a recoverable power failure, for example if a propulsion element is partially failing, the preferred center of mass of the aircraft and driver by an appropriate displacement of the body pilots, further away from the faulty propulsion mean.
In the case of an unrecoverable power failure, the pilot makes use of the emergency shutdown procedure via the shutdown button and deployment of the parachute.
A forth object of the present invention including the methods of learning how to fly the platform-shaped aircraft as defined in the first second object, according to the following procedure: suspending the pilot using a rope. Usage of a rope tensioning mechanism that prevents the rope from becoming loose, risking to be aspirated by the thrusters.
These learning methods beneficially include training in emergency situations.
A fifth object of the invention is constituted by the uses of a platform shaped aircraft, as defined in the first object of the invention or in the second object of the invention invention, as vehicle for flying from point A to point B.

The recreational uses of a recreational vehicle, or of a non-recreational an inaccessible type, for example areas.
The non-recreational types of uses may, for example, have the scope of monitoring and / or providing other military applications.
Aircraft and control modeling The inventor presents this explanation intended to be limiting in any. way.
In its general form, the invention can be described as a platform (10) onto which the pilot (17) stands as portrayed in Figure 1. The platform-pilot system is capable of propulsion means are embedded in the platform, providing a driving force in the Z direction. (XYZ, 0 being a frame of reference attached to the platform).
The pilot has contact with the platform areas 15 and 16. Each foot is or fastened to the platform or has a non-zero surface contact area, allowing the pilot to alter the platform of orientation using movements of the lower part of his or her body.
Figure 2 illustrates a 2D simplified version of the pilot (17) in flight on the aircraft (10). For simplification we consider that the aircraft has an insignificant inertia momentum around k, that the pilot has a rigid body that is kept in a straight position, that the pilot measures 2m and weighs 100kg, and that he can only control angle and thrust vector norm ITI. Moreover, the impact of aerodynamic forces on the pilot are ignored, since they are minimal for low velocity displacements. Finally, g = 10 is used for gravitational acceleration.
In this simplified 2D model of the flight, we are using angles to represent the orientation of the solids; 2 angles will be used to represent the angular position of the pilot and the aircraft:
- 6, the angle representing the orientation of the pilot; that is, the rotation angle between the world frame of reference W, i, j and the human frame of reference H, i ', j'. AT
positive 6 angle indicates that the pilot is leaning back; a negative e angle indicates that the pilot is leaning forward;
- a, the angle representing the orientation of the aircraft with respect to the pilot's frame of reference. When a = 0, the platform is aligned with the pilot, the thrust generated by the aircraft passes through the pilot's center of mass H, and generals no torque. When a is positive, the platform is rotated with respect to that position; When negative, the platform is rotated clockwise with respect to the zero- a position. The pilot is able to set the value of the angle a through movements of his body. (The direction of T is j 'rotated a radians around k); and - w will refer to the angular velocity of the pilot in rad / s.
In Figure 2, the angle is negative, and e is negative as well.
Thrust vector T represents the total thrust vector force applied on the aircraft thanks to the propulsion means clustering. Also, T is defined as the scalar norm of T. (T = ITI);
The momentum of inertia of the pilot is given by:

1 = ml 12 (1) Which means I = 100/3 in this case. Also, the applied torque on the pilot is calculated using a vector cross-product operation. Working in 2D, the vector torque has zero-components in the working plane, and can be defined as a scalar, using only the component in the direction k.
T = T x HO (2) Vector T can be represented by reference frame H, i ', j' as ¨T sin (oc) Thij = T cos (a) 0 (3) The vector HO in reference frame H, i ', j', k is in tact the vector (0, -1,0). in that case ¨ sin (a) (4) and, according to Newtons Second Law of Motion applied to rotating solids do) --- = ¨

dr 1 (5) Using (4) and (5), do o T. sin (oc) dr (6) However, since the sine function ranges from -1 to 1, w 'ranges from [-0.51 * T, 0.51 * T]; in this particular example, the thrust T is set such that its component in the direction j cancels out gravity, generating a constant-height trajectory. This means thrust has to be increased when aircraft is not vertical.
e (7) Since T's direction is determined by a, and its component in the j direction is defined by (7); T is completely defined.

This indicates that, modifying only the angle, the pilot can increase decrease w; Using a, the pilot is able to control and make it go towards a target value, as long as 1A - is in a specific range.
dt Also, 6 being the angle representing orientation of the pilot, by definition:
of = (1) (8) dt Moreover, d20 = T. sin (a) di21 (9) This indicates that 6, the angular position of the pilot body and w, the angular velocity of the pilots body, can be controlled by carefully choosing a.
Acceleration of the pilot / aircraft system toward direction i can be calculated using the following formula, derived from Newtons second law of motion:
aT
- ¨
m (10) It is important to note that non-zero values are used only when change in orientation is considers. Once the pilot has reached a desired 6 angle, setting alpha to 0 will generate no torque and the thrust vector will be aligned with the pilot's body. In the present case, this means that laying forward with a constant angle and an acceleration towards the direction.
One simple Implementation of a system capable of flying this theoretical 2D
aircraft would be the use of the following formula in order to compute a:
OE-ko = (te.st) kce) (11) Using values of ko = -5 and k, = 0.5, simulation of the pilot / aircraft system has been achieved and the results are shown in Figure 18 combining (7), (8), (9), (10) and (11) and is solved iteratively). The simulation achieved is a constant-height movement that starts with zero-speed hovering, followed by an acceleration step towards the i direction, followed by a constant velocity and height in the direction i, followed by a deceleration towards zero-velocity hovering fashion. Figure 18 presents the variation of angles a and 0, normalized thrust intensity T, velocity towards the direction of the position direction defined by i, as a function of time.

It is interesting to note that in order to achieve movement towards the i vector, the first step is to apply negative angle 0, thus pushing the whole system in the opposite direction for a certain amount of time;
this particular effect can be noticed when balancing a bicycle as well.
This exercise shows that it is possible to control the aircraft-pilot position using only the angle and T, the thrust intensity. In practice, these calculations are achieved intuitively by the pilot and become reflexes during training, in a way similar to learning how to use a bicycle.
Another note is that, in the simplified form portrayed in Figure 2, the pilot has no way of turning around the Z axis, as in the zero velocity hovering mode for example. In order to allow that, two options are possible:
a) Allow the pilot to bend the aircraft using a twisting movement of his or her feet, or b) Use propulsion systems that can control the residual torque around the thrust axis, as with using, for example, counter-rotating blades powered by independent power systems.
lmplementations and considerations related to the aircratt In most cases, the aircraft includes the following elements.
at. A frame on which the pilot stands, provided:
a.1 the f rame has a low weight compared to the weight of the pilot, allowing the pilot to control the frame's orientation through the movement of his body or her feet;
a.2 the frame provides 2 attachment points where the pilot must secure his or her feet in order to control it;
Attachment areas for propulsion means. If the frame provides more than 2, they are arranged in a way that the propulsion means can be divided into 2 groups; and a.4 The frame is approximately symmetrical about the YZ plane. The frame may also be approximately symmetrical about the flat XZ.
b. Propulsion means providing thrust in mid-air. The propulsion means can be divided in two sets of propulsion elements that are approximately symmetrical about the YZ axis. High-speed rotating parts create a gyroscopic effect, and, if not minimized, can make the aircraft difficult to control. In order to global global gyroscopic effects machine as a whole), the high inertial momentum and high-speed rotating parts of the first set rotate in the opposite direction from their corresponding symmetrical part in the second set. However, the gyroscopic effect of each propulsion system should also be minimized, if possible, canceled, as it general stress inside the aircraft's body during a quick change in direction, and may also twisting movement in some situations. Minimization of the gyroscopic effects of the propulsion system can be achieved through an optimal use of materials and mass distribution, but can also be achieved with high-speed counter-rotating flywheel (s), gold counter-rotating propellers or fans.
The frame and the propulsion means can be designed for high speed flight, by using a shape that minimizes drag in the direction Z, and by using propulsion means that can provide thrust even at substantial (more than 100km / h) velocities in the positive Z direction.
vs. A thrust controller (accelerator) that allows the pilots to control power delivery to the thrust systems.
d. Safety devices, preventing unintended activation of the thrust systems or / and limiting maximum power on thrust systems, keeping the pilot at a safe altitude range. Safety devices include but do not limit themselves to visual and audible alarms.
e. A central computer system carrying at least the following tasks:
e.1 Reading the controller acceleration command and forwarding the thrust system;
e.2 If the thrust system uses variable pitch propellers, and the computer propellers' pitch, propeller pitch is in order to maximize thrust (if maximum thrust is requested), or to maximize overall thrust system efficiency (when a fraction of the maximum thrust is requested);
e.3 Monitoring sensors including Thrust System Malfunction sensors, Low Fuel / Energy sensors, and Safety Device sensors; and e.4 Sending alarm signais when necessary.
Figure 17 shows an implementation of such a control system.
It is obvious that such a device can be implemented in a multitude of forms, using different technologies to accomplish functional subsystems.
DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS
The following description is illustrative of preferred embodiments of the invention presently contemplated. Such description is intended to be understood in a limiting sense, but to be an example of the invention presented reference to which in connection with the following description and the accompanying drawings skilled in the art may be of the advantages and construction of the invention.
Detailed description of the frame The novelty factor presented within this invention is related to a platform shaped aircraft onto which the pilot stalls and controls the movements of his body preferably the lower part of his or her The platform's dimensions in XY plane is comparable to the pilot's height (within 0.25 and 3 times his or her height) and is less than 0.75 times the Z axis.
In this specific case, the frame's shape can vary within different embodiments, while staying within the scope of the invention. Its function is to hold the components of the aircraft together, and is therefore dependent on the choice of propulsion means and their shape. 3 different shapes are illustrated in Figure 3, Figure 4 and Figure 5; Figure 1 represents a dual-ducted fan implementation. Figure 2 represents a quad-ducted fan implementation. Figure 3 represents an octo-copter implementation, with non-ducted propellers. These implementations are presented for illustrative only and it is obvious that a person skilled in the art can design a frame that is of a different shape, with different number of attachment arms or a different number of ducted fans, garlic the meanwhile remaining within the scope of this invention.
However, within the 3 frame implementations presented, the frame is approximately symmetrical about the YZ plane and composed of 3 sections: the central section of the body is 32, 42, or 52; tea right section of the body is 30, 40, or 50; finally, the left section of the body is either 31, 41 or 51.
In this presentation, the pilot is secured to the frame at attachment areas 15 and 16.
They represent the only regions of contact between the pilot and the aircraft in normal flight.
As a general construction guideline, within the presentations implementations, the frame is composed of a composite outer shell (Figure 6), and the interior is built using a low-density foam-type material.
The stress is supported by the composite, the low-density interior lowers the overall density of the machine. The target overall density for the whole aircraft is the density of water, preventing the driver and the machine from sinking in the case of a water landing.
Figure 4 represents a sectional view of the central section, through the frame's symmetry plane. It is Designed to allow a controlled twisting operation in normal operation, which in turn genera misalignment between the thrust systems around the Z-axis. For this purpose, a custom cross-section has been used, described in Figure 7. Ends (62) have been integrated into the standard shell design; they support bending stress, but also have a low constant twist. Thesis may be extended to the center of the oval. This allows the shell thickness to be varied in order to obtain various constant torsion, garlic the while maintaining maximum bending moment high.
The torsion elastic modulus of the central bar has been selected to allow the pilot to twist the board with the unassisted force of his feet, and should be preferably in the range 100 Nm / rad to 1000 Nm / rad.
Moreover, certain redundant thrust systems partial failure. The torque generated by twisting the board at the maximum should at least residual torque, in order to allow controlled landing even in case of partial thrust system failure.

Within the aircraft presented embodiments, the aircraft is equipped with 4 legacies (One leg is identified in each implementation as 33,43,53); within normal operation, they are the only parts of the aircraft touching the ground during takeoff and landing. These legs can be part of the gold frame can be attached to the frame. In ail cases, their base is close to fastening areas 15 and 16, and their extremities form a wide rectangle enough to ensure stable landing. Minimum landing-rectangle sizes are 0.6m in each direction. The legs are bent upwards and touch the ground at a tangency point close to the extremity of the leg; this shape is very convenient for this particular application as impact energy is in part transformed into heat due to the legacy friction on the ground, thus leading a natural damping and anticipating the wind in the air; the shape is also fitting in the case of crash-landing, in which situation the legs can be designed to absorb energy by braking progressively from the tip to their base.
Within the preferred embodiment (Figure 1), the frame includes ducted fans that are to be used together with the thrust assemblies. In this case, the ducted fans become part of the body. Also, within the preferred embodiment, a net is attached to the intake of each ducted fan.
ln that case, the top of Figure 8. 80 Figure 8. 80 represents holes drilled in the frame and 81 is a safety net.
Within ail embodiments, the frame is shaped in such a way as to avoid excessive drag in boxes of high velocity displacement in the positive Z direction.
Moreover, its drag towards the Z
direction should be minimized.
Detailed description of the propulsion means In ail embodiments, the aircraft being approximately symmetrical about the XZ
plane, the thrust system will refer to the propulsion elements located on one side of the aircraft only (And thus, in the implementations described in this section, the propulsion means are composed of 2 thrust systems, right and left thrust system, which in turn is composed of single or multiple propulsion elements). in Figure 3, Figure 4 and Figure 5, the parts described by 34, 47, 57 refer to the right sicle propulsion means and 35, 48, 58 to the left side propulsion means.
The propulsion means presented here exemplify specific implementations their description is not intended to limit in any way the scope of the invention. As technology evolves, it would be within the reach of a person skilled in the art to implement a thrust assembly up-to-date with the latest, most powerful, efficient, and light technologies.

T1. One implementation of the thrust system is a dual gas engine geared co-axial, dual propeller redundant system Figure 9 in an isometric view or Figure

10 in a sectional view, meeting the unique requirements for this specific application.
The assembly is composed of 3 sub-assemblies:
a) the engines (92 and 96) and connecting plates (90 and 93, 93 being same time a gearbox);
b) the gear systems (103, 104, 105, 106) and shaft 91; and c) the counter-rotating propellers sets (94, 95).
2 engines, (92 and 96), are placed on each side of the central axis, each running in the direction opposite the other. They are connected by a connecting plate (90) and an upper-connecting plate (93), that also serves as a gearbox.
The gear systems used as gearboxes are spur gears. Details about the gearbox are presented in Figure 11. Note that layered on 2 distinct constant-height planes. lndependent rotation of the 2 central gears (104 and 105) is obtained by isolating the gear (105) from the shaft's (91) rotating trough bearing (100), allowing the gears (104) and (105) to rotate in 2 opposite directions. The shaft itself is supported through bearings (101 and 102), in turn attached to a connecting plate (90) and upper gearbox (93). of race, gear oil is used for lubrication, and spur gears can be replaced with helical gears or herringbone gears. A starter (97) is used to start the engines. A sliding element (112) can be used sequentially connect the starter (97) to the upper gear 105, and then connect it to gear 104 in order to start engine 96. Once the engines are started, the sliding element can return to it's retracted position.
Propeller mount areas (110 and 111) provides propeller mounts for the two sets of propellers 94 and 95. Propeller mount area 110 is attached to the exterior of bearing (100);
Propeller mount area 111 is installed directly on the shaft, providing for the second set of propellers (95).
For optimal cooling, it is necessary to guide airflow through the engine's cooling purposes. This can be achieved using baffling.
Moreover, the engines' intake can be favorably equipped with an electrically controlled valve that in the case of the emergency shutoff procedure is engaged The first function of the valve is therefore to prevent liquids from entering the engine intake.
This engine assembly presents features for our specific use:
Redundancy: Each propeller set, given that the corresponding reduction gearbox mechanisms and engines are independent of each other, enable the system to provide half power in case of an engine failure, this corresponds to more than 50% of nominal thrust, disc loading being inferior in that box. In turn, this allows aircrafts to be designed in a way that permits emergency landing with only 3 out of 4 engines running, or even 2 out of 4, as long as failures do not occur on the same side.
Another advantage of this assembly is the fact that gyroscopic effects can be completely canceled out:
Given that the 2 propeller sets and engines rotate in 2 opposite directions, the gyroscopic effects due to high speed rotation cancel out. Therefore, changing the thrust direction does not present side effects, behaves in a similar fashion at velocities and does not generate additional stresses through the frame.
Yet another upside of this assembly is the ability to increase the engine rpm; higher rpms allow the use of smaller engines and higher power-to-weight ratio.
However, special care has to be taken into consideration when such an assembly. One important factor to take into consideration is bearings side-load and central-shaft load; in our design, bearing (100) is an angular contact bearing. Gyroscopic forces are not present outside of the assembly, but they are stressing the main shaft nonetheless. The whole assembly not having a gyroscopic effect, it is possible to change the direction of the assembly quickly and without resistance. The pilot may not be aware that a quick change in thrust direction stresses the main shaft, and main shaft failure would be catastrophic. For that reason, the main shaft has been designed with a large safety factor over worst-case usage scenario.
T2. An alternative embodiment of the thrust system is described in Figure 12.
It consists of 2 engines (120) with propellers attached directly to their shafts, but placed on top of the other. By placing the top engine upside down, we allow it to rotate in the same direction as the other engine. Both propeller sets stay coaxial, turning around axis (102) in opposite directions. Tea advantages of this embodiment are: increased reliability of the reduced number of moving parts, reduced size, and zero gyroscopic effect. The downsides of this embodiment are: lower thrust efficiency, lower maximum hover thrust, as the maximum power rating given that the blades would only reach sub-optimal tip velocities.
T3. Yet another embodiment of the thrust engines mounted back-to-back in a counter-rotating propeller configuration.
T4. In yet another embodiment, the thrust system is composed of one ducted fan assembly with a single propeller, powered by an electric brushless motor. The downside of this design is that each independent thrust system has a non-zero gyroscopic effect; however, both thrust systems rotate in opposite directions, so the aircraft has a whole has zero gyroscopic effect.
However, gyroscopic forces Generous torques within the frame, and in case of a roll movement the right or left side of the pilot), they will interfere with the twist force generated by the pilot's feet. In this case, we would choose the direction that makes the aircraft turn right when the pilot rolls right. This means that the right propeller would turn clockwise and left propeller would turn counter-clockwise.
T5. Yet another embodiment of the thrust system is described in Figure 13. lt present a turbine (130) -powered ducted fan. The dimensions of the turbine in our case being much smaller than the duct's size, gearbox (131) has to be used. Using the gearbox to reverse the rotation direction of the turbines rotating parts minimizes the gyroscopic effect. The advantages of such a thrust system are: its low size, low weight, and reliability, the downsides are its costs and lower efficiency at this scale of current turbine technologies at these dimensions.
T6. Yet another embodiment of the thrust system is composed of multiple brushless electric motors with fixed pitch propellers set in a multi-copter configuration, as described in Figure 4 and Figure 5.
When used within a multi-copter configuration, the motor / propeller sets are separated into 2 groups (47, 57, 48, and 58) and the rotation direction is chosen in order to cancel the gyroscopic effect within each group.
Moreover, if the aircraft is also intended to be remote-controlled, more constraints are to be set on the directions of rotation. In order to generate a torque around the Z-axis by the modulation of the propellers' angular velocities, and to make the aircraft turn counter-clockwise, for example, it is to rotate clockwise and lower the power on those rotating counter-clockwise. The propellers' rotation angle should be chosen a way such that this (such as shifting process thrust vector away from the center of the aircraft).
Depending on the application, the propellers can be ducted. Moreover, propulsion means can be optimized for low velocity (less than 100km / h axis of the propulsion high velocity (more than 100km / h) velocity along the axis of the propulsion items.) Propulsion systems that provide more than 50% of the static thrust at 100km / h displacement velocity along the axis of the propulsion elements are considered to be high-velocity able.
One possible way of attaining high performance hovering as well as high-velocity capability is through the use of variable pitch propellers; this applies to garlic propeller based propulsion systems.
Detailed description of the controller and optional display The following detailed description of the controller is that of the best mode gold modes of the invention presently contemplated. Such description is intended to be understood a limiting sense. Should other future controller-related inventions be presented, whether they be physical or hands-free control devices, it would be in the knowledge of a person skilled in the art integrate such alternative control systems within the aircraft.
In the preferred embodiment, the controller is a hand-held device attached through a wire to the aircraft as seen in Figure 14. It contains a rotating part, where the accelerator (141) can be rotated by the grasping movement of the pilot's hand. A spring allows the accelerator to rotate back into its idle position in the case the pilot stops exerting a pressure on it. The rotation of flat (141) relatively to plate (140) can be measured using a potentiometer or using a magnetic angular sensor position. The hand-held device is equipped with an extrusion (142) placed under the pilot's thumb, and buttons on it him or her to have additional control over the aircraft. The buttons placed on this extrusion are motor-starting buttons for each motor, emergency stop (145) for garlic motors.
Optionally, the controller has a button that locks the controller at the current thrust level by pressing a button (143) on the side of the extrusion (142).
In another embodiment shown in Figure 16, the controller is a fold-type hand-held device. like some folds, it uses a spring to allow the pliers to return to their open position automatically. In this embodiment, the controller is composed of:
- 2 hand solid parts (160 and 162), shaped handles like 2 bent arms, capable of rotating around a pivoting mechanism (166). The angle between the 2 solid parts can be measured using a potentiometer or using a magnetic angular position sensor;
at least one control button (161) stop button; and - optionally, a safety bracelet (163) attached to connectors (165), and which can be worn by the pilot.
In addition to the presented embodiments, a display along with a computerized system indicating information useful to the pilot status, position, information and, possibly, topological information about the environment surrounding the aircraft, information about aircrafts, positioning and risks readings of various sensors.
This display may be part of the controller, may be attached to the user's forearm or may be integrated within the pilot's glasses or helmet.
Detailed description of preferred methods regarding safety devices The following descriptions are intended to increase the safety of the aircraft.

One embodiment of such a system is a safety bracelet side of Figure 16. The bracelet is composed of a flexible part (163), an electrical connector (164) and a corresponding connector (165). Monitoring system validating that connector (164) is plugged into connector (165); at failure in this validation prevents the engines from running, therefore preventing unintended acceleration when the pilot does not hold the controller in his or her hand.
Yet another embodiment of such a system is a net, placed at the propeller's duct entrance, as is shown in Figure 8; it prevents the pilot, birds or any other debris from touching the high speed rotating blades.
The net (81) is attached using dedicated drilled holes (80) integrated within the frame.
Furthermore, another embodiment of such a system is a height sensor, which, in combination with software and the central computer, acts as a limitation device preventing the machine from exceed a certain height above the ground.
Furthermore, another embodiment of such a system is a quick-detach structure allowing the pilot to quickly detach from the platform in case of an emergency.
Furthermore, another embodiment of such a system is a parachute or a ballistic parachute which the pilot can carry in order to help him or her in case of any aircraft failure;
however, the use of such equipment is limited to a safe deployment.
Furthermore, another embodiment of a safety device is the addition of headlights and / or navigation can be seen in the light of the strobe light type visibility of the aircraft, for example during nighttime flights, and helping the pilot perceive the environment.
Furthermore, in another embodiment of such a system, the bindings fastening the pilot's boots to the frame incorporate a presence sensor that is only activated when a boot is strapped in. These sensors are connected to the computer and prevent the machine from being activated when no boot is attached to the binding.
Finally, in yet another embodiment of the invention, the aircraft included collision detection device capable of predicting collisions with static solids or moving objects.
Description of manufacturing methods The aircraft is built using industry standard methods. These methods include:
a) carbon fiber industry standard methods. They include the use of vacuum bagging;
b) carbon fiber bonding using industry standard bonding agents;
c) production of metal parts using CNC machining. The CNC machines can have 3.4 or 5 axes;
d) production of metal parts using industry standard methods; and e) assembly of the aircraft using industry standard methods.
Description of methods for using the aircraft The pilot secures to the attachment areas, at least parts of the propulsion means propulsion intensity and flies the aircraft, exerting control over the spatial positioning through the power of the propulsion means and by the displacement of his or her body respective to the aircraft. Balance control is achieved using the pilot's own reflexes and feet to stabilize the aircraft. Propulsion intensity is regulated using the hand-controller.
Balance control (achieving balance on the aircraft): in one example, if the pilot is leaning toward the front of the aircraft (as in Figure 2) and wants to regain an upright position, he or she should apply pressure at an angle where the platform is rotated clockwise compared to its default position for a certain period of time. This will become an angular acceleration, making him roll towards the upright position. However, before the upright position is reached, the pilot should apply force at an opposite angle a, allowing him or her to reach the upright position without continuing to roll towards the back.
This method uses reflexes up.
During learning, it is possible that the pilot overreacts, generating an oscillation. This effect can also be present in the box of the bindings enough. It is also important to note that standing and control reflexes are formed, reliable and precise control of the aircraft can easily be achieved.
High speed flight: If the aircraft has been designed for high-speed flight, pilot can lean forward and go from his or her standing (vertical) position to an approximately horizontal position. In this case, aerodynamic forces on the pilot provide lift and propulsion means are used for lateral displacement.
For landing, the pilot can lean back to his or her vertical position.
Moreover, the pilot can wear equipment that improves its or her aerodynamics and lift coefficients.
The method for flying the aircraft may include:
a) a pre-flight checklist related to the aircraft:
travel), controller check (friction on), energy source check, engine check, battery check, generator check, electronics check, ignition switch check;
b) pre-flight procedures related to the aircraft: strap-in, engine startup;
and c) Take-off procedure related to the aircraft: Clearance check.
Landing procedure depends on landing surface:
Solid-leveled ground: Slowly reduce thrust until contact. Minimize impact by accelerating just before touch down.

Non-leveled ground: Use lateral acceleration to match the landing surfaces angle, and approach the landing area upwards from the area that is deeper. When touchdown occurs, use the emergency stop button to quickly shut off all engines.
Water-landing: At the recommended height above water, which is in the range of 1.5 to 5 meters below water surface (depending on the velocity rate at which the propellers can be stopped), use emergency stop the engines as quickly as possible as possible. This will initiate free fall. Once in the water, a-strap from the aircraft.
Emergency procedures: If a system is partially failing, the center of mass of the aircraft has to be moved further away from the faulty thrust assembly. In case of unrecoverable power failure, initiate use of the emergency shutdown and deployment of the parachute.
Training procedures: A training procedure for inexperienced pilots occurs in a setup where the pilot and the aircraft are secured by a rope at a safe distance above the ground.
This training procedure includes the use of a tension prevents the rope from becoming loose, thus avoiding the risk of being aspirated by the propulsion means clustering. Using this scenario, the pilot learns to balance the aircraft in a safe environment.
In order to achieve this training procedure, the pilot has to follow these theses steps:
a) The pilot puts a harness on;
b) The pilot fastens his or her feet to the aircraft, performing preflight checklist;
c) The pilot attaches the rope to his or her harness;
d) The pilot is lifted in the air safe position below ground level;
The pilot starts the propulsion means. He slowly increases the thrust intensity until he is able to lift the platform above the rope's equilibrium height. He attempts to achieve hovering;
however, should he lose control of the aircraft, he should decrease the thrust intensity to its minimum, or, optionally, aircraft; and f) The pilot turns off the aircraft, falls and is left hanging on the rope.
Learning methods include training in emergency situations, such as those situations in which one or more propulsion elements are intentionally kept off.
Description of usages of the aircraft The aircraft can be used for the following, a) flying from point A to point B, b) use as emergency vehicles allowing rescue teams to reach hardly accessible areas; and c) uses of the vehicle for surveillance and military applications.
EXAMPLE 1: OCTOCOPTER IMPLEMENTATION OF THE AIRCRAFT
Figure 5 presents an electric octo-copter implementation of the invention. Tea aircraft is built according to the general description of the invention and to the detailed description of the preferred embodiments, considering that an un-ducted electrical propeller based solution is adopted.
In this case, the aircraft consists of:
A Carbon-fiber Frame The frame has a shape described in Figure 19 and - (190), the length of the small motor arms is in the range of 0.5m to 0.75m;
- (191), the length of the long motor arms is in the range of 0.6m to 0.9m;
- (192), the length of the flexible link between 15 and 16 is in the range of 0.5m to 0.75m, with a torsion elastic modulus ranging from 100 Nm / rad to 1000Nm / rad;
- (194), the angle between the 2 long motor arms ranges from 45 to 60 degrees;
- (193), the angle between the long motor vehicle and a short one is in the range of 55 to 70 degrees;
- the height of the aircraft is in the range of 0.3 to 0.5m;
- the square delimited by the tips of the landing arms in the X direction (192) is in the range of 0.5m to 0.75m; it is in the range of 0.8m to 1.2m in the Y direction;
- the f rame is built using an internai mold of polystyrene foam that has been CNC machined to Figure 5. Each arm has a conical shape that is thicker towards the attachment area. Two bi-directional carbon fiber layers are applied on the whole frame and pressed until properly cured. If necessary, the frame can be divided into smaller parts and fused by a bonding agent; and - the frame's central part has a section shaped as described in Figure 6 with 4 purposes protruding internally (62).
Propulsion means and energy source The motors to be used are electric motors capable of sustaining least 4000 W at 6000 RPM for the flight duration, preferably with a shaft diameter of at least 10m m. Propellers are lightweight carbon-fiber propellers designed for electric motors, 59 cm long Tea recommended rotation direction is to make garlic the propellers in front of the pilot turn one way, garlic the ones behind him in the opposite direction. Individual thrust tests for a motor propeller assembly should be less than 130 N. That totals 1040 N thrust. Each motor should weigh more than 1 kg.
Batteries used for this implementation were of lithium-polymer type, of 10S
5000 mAh type, one for each motor. The weight of garlic the batteries should be about 12,5kg.
Using these specifications, the aircraft's total weight is approximately 28 kg. The pilot that flies such an aircraft should weigh more than 65 kg. Flight tests have been achieved with a pilot measuring 1,8m.
Controller In this case, the controller used has a fold-type shape and is described in Figure 16. A potentiometer in the pivoting part (160 and 162), and is monitored by a central computer onboard. The thrust intensity is forwarded to 8 brushless engine controllers, each controlling one engine.
Flight and method of control Multiple flights have been achieved using the octo-copter implementation. Learning has been achieved using learning methods in the "Description of methods for aircraft "section.
takeoff, flight and water-landing has been accomplished. The total flight time was of 52 seconds with a total traveled distance of approximately 40 m.
EXAMPLE 2: DUAL DUCTED-FAN IMPLEMENTATION OF THE AIRCRAFT
Figure 3 and Figure 20 presents a dual ducted implementation of the invention. The aircraft is to be Built according to the general description of the invention detailed description of the preferred embodiments, considering that two ducted fans are used as propulsion means. Moreover, Each ducted fan has 2 sets of counter-rotating propellers, each set of propellers being powered by its dedicated motor; the motors are reciprocal combustion engines. In this case, the aircraft consists of:
A carbon fiber frame (30,31,32) The frame has a shape described in Figure 3 and also in Figure 20 - the duct internai diameter (201) is in the range of 0.6 to 1.2m;
- the length of the flexible link (200) between attachment areas 15 and 16, ranges from 0.5m to 0.75m;
The height of the aircraft is in the range of 0.4m to 0.8m; and - the landing arms have a flat length on the platform of 0.7 to 1.1m, and are describing a rectangle on the ground of at least 0.6m by 0.6m.
The frame is shaped like 2 short and wide ducts (oriented with their axis vertically) (30 and 31), their height-to-width ratio being less than 1, connected with a connecting link (32). The connecting rod has Figure 6 containing an exterior shell (61) with 4 internai protruding purposes (62), and torsion elastic modulus in the range of 100 Nm / rad to 1000 Nm / rad. Tea frame also contains 4 outward-bent landing arms (33); these arms are the only part in contact with the ground in normal use.
Each ducted fan is equipped with diametric crossing arms creating an attachment region for the propulsion means (34). The crossing arms have an X shape, are present at the exit of the duct, and may possibly be placed at the entrance of the duct as well. The placement of crossing arms at the entrance of the duct allows a stiffer net (81), attached through an array of holes (80).
Areas 15 and 16 are designed with 4 bolts built into the frame, allowing bindings to be attached to the frame. Standard adjustment mechanisms that allow, for example, the adjustment of the binding orientation are optional.
Propulsion means and energy source The propulsion elements used within this implementation are described Figure 9, Figure 10 and Figure 11. Each duct is equipped with 2 sets of counter-rotating propellers (94 and 95), each of which is powered by its own combustion engine (92 and 96), delivering power to a reduction gearbox (93).
Propellers (94 and 95) with different pitch can be used optimization of the thrust system for hovering or for high speed flight. Moreover, this design provides zero gyroscopic effects in normal use, and redundancy (with some gyroscopic effects) in case of emergency. Tea total engine power in this implementation is about 60 KW.
Controller The controller used in this implementation is the one described in Figure 14, using 2 pivoting mechanical parts (141 and 142) and being attached to the pilot's hand through a strap-type attachment (144).
Flight method and contrai The method to be used for flying this one described in the Methods for Using the Aircraft section.
Although the present invention has been described with the aid of specific embodiments, it should be understood that several variations and modifications may be grafted to said embodiments and that the present invention encompasses such modifications, uses or adaptations of the present invention that will become known the present invention pertains, and which may be applied to the essential elements mentioned above.

Claims (75)

1. A platform-shaped aircraft capable of carrying a pilot in the air, the pilot being preferably in a standing with respect to the platform of said aircraft, allowing him to control the platform's spatial orientation, by the movement, preferably direct, of at least part of his or her body, and thus to control the space movement of the aircraft to the platform. 2. A platform-shaped aircraft capable of carrying a pilot in the air, the pilot being preferably in a standing with respect to the platform of said aircraft, allowing him to control the platform's spatial orientation, by the movement, preferably direct, of at least part of his or her body, and thus to control of the space movement of the aircraft, the center of the mass of the platform-pilot system being outside of the platform's bounding box, which is defined as the smallest rectangular cuboid encompassing the entirety of the platform. 3. A platform-shaped aircraft capable of carrying a pilot in the air, the pilot being preferably in a standing with respect to the platform of said aircraft, allowing him to control the platform's spatial orientation, by the movement, preferably direct, of at least part of his or her body, and thus to control of the space movement of the aircraft, the platform containing at least one flexible element allowing a twisted torsion of the platform. 4. A platform-shaped aircraft capable of carrying a pilot in the air, the pilot being preferably in a standing with respect to the platform of said aircraft, allowing him to control the platform's spatial orientation, by the movement, preferably direct, of at least part of his or her body, and thus to control of the space movement of the aircraft, the platform containing at least two separated propulsion systems. 5. A platform-shaped aircraft, according to any claim 1 to 4, allowing the pilot to control the platform's spatial orientation by moving the lower part of his or her body, and in particular by the movement of his or her feet. 6. A platform-shaped aircraft, according to any one of claims 1 to 5, the changes in the platform's orientation to modify the thrust direction, allowing a control similar to thrust vectoring. 7. A platform-shaped aircraft, according to any one of claims 1 to 6, having Vertical Takeoff and Landing capabilities. 8. An aircraft as described in any one of claims 1 to 7, being approximately symmetrical with respect to the XY plane, XYZ being a frame of reference attached to the aircraft, where the point of origin O is at the platform's center of mass; the X axis is defined in the direction going from the left foot to the right one, inside of the platform's plane; the Y axis pointing forward and away from the pilot's body, perpendicular to X and also within the plane of the platform; the Z axis pointing perpendicularly upwards from the platform to the head of the pilot. 9. An aircraft according to any claim 1 to 8, the XY
dimensions of the platform are ranging from 0.25 to 3 times, but preferably between 0.5 and 2 times pilot's height. 10. An aircraft according to any claim 1 to 9, the Z dimension is drying anywhere from 0.05 to 0.75 times, best time between 0.1 and 0.5 times the pilot's height. 11. An aircraft to any claim 1 to 10 the platform's weight to the pilot's weight is less than 1. 12. An aircraft according to any claim 1 to 11, comprising a frame that has an approximately planar form the propulsion means, preferably, least 2 propulsion elements configured to create a direction platform towards the positive direction of the Z axis. 13. An aircraft, according to any claim 1 to 12, and a) a frame onthe pilot aux pitches separate attachment points, the 2 attachment areas being connected to the frame in a manner to allow a twisted around the X axis, with an elastic torsion modulus preferably ranging from 100Nm / rad to 1000Nm / rad, where the connection between both attachments areas is, favorably, flexible, therefore allowing a twist around X, and then around named flexible element (A);
The propulsion means are composed of two sets of propulsion elements, placed on both the right and the left sides of the pilot the flexible element (A) a misalignment between the sets of propulsion elements, which in turn generation torque, thus allowing the driver to turn in the right or left direction around the Z axis; and c) optionally, a hand-held controller (C) thrust generated by the propulsion means. 14. An aircraft, according to claim 13, the propulsion elements placed within within the plane of the platform. 15. An aircraft, according to claims 13 or 14 where the propulsion means are designed to minimize gold, preferably, counteract the gyroscopic effects impacting the whole aircraft. 16. An aircraft, according to any of claims 13 to 15, right and left sets of propulsion elements are designed to minimize, preferably, cancel out its gyroscopic effects, thus generating close to zero gyroscopic stresses within the central part of the frame. 17. An aircraft, according to any claim 13 to 16, worms minimization of the gyroscopic effects of each set of propulsion means (or subsets of the propulsion means) is attained by at least one of the following methods:
a) using counter-rotating parts such as high speed rotating flywheel turning in the direction opposite that of propelling gold fan (s);
b) multiple grouping propulsion elements where half of them rotate CW
(clockwise) and the other half rotate CCW (counterclockwise);
c) using co-axial counter rotating gold propellers fan (s); and d) minimizing rotational momentum of rotating parts. 18. An aircraft, according to any claim 13 to 17, propulsion means are propeller-based. 19. An aircraft, according to claim 18, the propulsion means powered by at least one of following devices:
a) an electric motor;
b) a gas engine; and c) turbine. 20. An aircraft, according to any claim 13 to 19, propulsion means are composed preferably, preferably, preferably, ranging from 2 to 12, as well at least part of the entrance to the duct. 21. An aircraft, according to claim 20, the propulsion means means 4 ducted fans. 22. An aircraft, according to claim 20, the propulsion means means 6 ducted fans. 23. An aircraft, according to claim 20, the propulsion means means 8 ducted fans. 24. An aircraft, according to claim 21, where the propulsion means are 10 ducted fans. 25. An aircraft, according to any claims 20 to 24, where each ducted fan contains 2 sets of counter-rotating propellers. 26. An aircraft, according to claim 25, each ducted fan is powered by 2 gas engines, each set of propellers being connected to its dedicated engine. 27. An aircraft, according to claim 26, for efficient coupling between each engine and their corresponding propeller set. 28. An aircraft, according to any claim 13 to 27, the flexible element (A) has a cross-section (with respect to the plane YZ) which is approximately oval-shaped, and preferably including fins that protrude towards its center and are favorably symmetrically-built in relationship to the center of the flexible element (A). 29. An aircraft, according to claim 28, the cross-section of the flexible element contains 4 ends. 30. An aircraft, according to any one of claims 1 to 29, outward bent, landing arms (preferably 4) are attached or incorporated into the frame; these legs, named landing arms (B), provide stability for landing and takeoff as well as shock absorption. 31. An aircraft, according to claim 30 follows:
a) the central connection bar relating to the 2 foot-attachment areas, where the distance between the areas are ranging from 0.5m to 0.8m; and b) 4 motor-attachment arms connected to each fastening area (for a total of 8 motor-arms), motor propeller assembly being mounted on each arm, with propellers being located under the arms and the propellers being placed within a single plane, the arms attachment distance between the discs within which the propellers rotate and the neighbor matching to the neighboring propellers) being within 1% to 20% of the disc's The Bears, (2 per attachment point), protruding downwards and bent outwards. 32. An aircraft, according to any claim 13 to 19, and according to claims 20 and 30, the frame is composed of 2 parallel, ducted fans attached by a flexible central bar (A), and where the frame and / or the central flexible bar (A) is (are) preferably made of a material of the carbon-fiber type. 33. An aircraft, according to any claim 13 to 32, intensity of thrust is controlled by a hand-held device (C) An aircraft, according to claim 33, the hand-held device (C) is configured in a way such that the pilot's hand 35. An aircraft, according to claim 34, the hand-held device (C) is formed of 2 plates of Rectangular shape that share an edge and which are capable of pivoting around that common edge, the relative position between the two plates is determined using, preferably, a magnetic angular position sensor or a potentiometer, and where the hand-held device (C) is favorably with a strap to the pilot's hand. An aircraft, according to claim 34, type shape with a spring that allows you to open the door in the open absence of the pressure applied by the pilot's hand determined using, preferably, a magnetic angular position sensor or a potentiometer. 37. An at least one of the claims, at least one, and preferably all, component (s) of the aircraft is (are) waterproof. 38. An aircraft, according to any of claims 19 to 37, at least one propulsion means is of the gas engine type, and, thus, at least one valve, at the entrance of the the engine's air intake, is water supply duct in box of water landing. 39. An aircraft, according to any claim 1 to 38, propulsion means are designed in a way to allow emergency shutdown and rapid deceleration of the propellers, allowing for minimal impact between the propellers and water during water-landing. 40. An aircraft, according to any claim 1 to 39, the pilot is wearing equipment designed to improve his or her aerodynamics and / or to improve his or her lift. 41. An aircraft as described by any claim 1 to 40, the aircraft's shape is designed to have minimal velocity in the positive Z
direction, optionally possessing wing-like structures, and where the propulsion elements are built in such a way provide at least 50% of their static thrust 100km / h in the positive Z
direction, thus allowing high-speed forward flight, where the pilot can optionally lean forward until his body becomes horizontal to the ground, in which case the aircraft-pilot system links on lift to maintain flight. 42. An aircraft as described by any claim 1 to 41, the rotational inertia of the thrust systems is minimized intensity changes, allowing the pilot to accomplish aerobatic flight. 43. An aircraft, as described in any one of claims 1 to 12, and according to any claim 14 to 37, including at least one of the following features:
a) a rigid frame over which the pilot stands, 2 separate attachment points, the binding mechanism X axis, thus rendering it capable of sensing the twisting movement of the feet around this axis;
(b) propulsion means component of at least one propulsion twisting movement of the feet controls the total torque of the thrust system around the Z axis; and c) optionally, a hand-held controller thrust generated by the propulsion means. 44. An aircraft, according to any claim 15, 16, 17, 25, 26, 27, 32 and any one of Claims 33 to 41, comprising at least one of the following features:
a) 2 ducted fans of a diameter within the range of 0.6m to 1.2m;
b) a central, flexible arm ranging from 0.5m to 0.75m;
c) the height of the aircraft between 0.4m and 0.8m; and d) the propulsion means having a power of at least 10 KW, but, preferably, under 100 KW. 45. An airline according to any claim 1 to 44, the said the said aircraft is equipped with a flight-control system, capable of flying the aircraft in the absence of a pilot; Such a control system has, , preferably flying capabilities and remote-controlled flying capabilities. 46. An aircraft to any one of claims 1 to 45, is equipped with a flight-control system capable of assisting the pilot during flight. 47. An aircraft according to any one of claims 1 to 46, is designed in such a way to go to one of those places platform. 48. An aircraft to any one of claims 1 to 47, one or more system (s) from the following list is (implemented):
a) safety bracelet made of a flexible part connected to the aircraft through an electrical connector and a corresponding connector, a monitoring system validating that the bracelet is connected to the aircraft; a failure in this validation process engines from running, therefore preventing unintended acceleration when the pilot does not hold controller in his or her hand;
b) a height sensor, which, in combination with software and a computerized system, acts as a height limitation device, preventing the machine from exceeding a preset level above the ground;

c) a quick-detach system allowing the pilot to swiftly detach from the platform in case of an emergency;
d) a parachute or ballistic parachute that the pilot can carry on his or her person to aid him or her in case of any unrecoverable aircraft failure;
LEDs and LEDs that may or may not be of the strobe light type;
f) a presence sensor within the bindings that attach the pilot's boots to the frame, activated unintended use of the aircraft;
g) a display indicating the aircraft's status, which may or may not be the hand-held controller;
e) audible alarms;
f) collision-detection device, capable of predicting collisions with static solids or moving objects;
(g) fuel level sensors, low fuel cells and fuel related alarms; and h) an electric starter in the case of gas engines. 49. An aircraft according to any claim 1 to 48, along with a computerized system indicate information useful to the pilot, including but not limited to the aircraft's status, position, information, and possibly topographical information concerning the environment surrounding the aircraft; information about positioning and the risks associated with nearby aircrafts; alarms as well as can be part of the controller, may be attached to the user's forearm can be integrated within pilot's glasses or helmet. 50. An aircraft to any one of claims 1 to 48 and using a gas engine, where an electric starter is used to start the engines. 51. An aircraft to claim 26 and any claim 27 to 48, where a single electric starter successively starts, or where the starter is selectively connected to the engines by a retractable element. 52. A process for manufacturing a platform-shaped aircraft, as defined in any one of claims 1 to 51, by assembling the constituting parts of said aircraft. 53. A process according to claim 52, the assembly of the constituting parts is performed using industry standard procedures. 54. A process according to claims 52 or 53, aircraft made of carbon are using standard methods for carbon fiber molding vacuum bagging. A process according to claim 54, the process of bonding carbon fiber elements is made using industry standard bonding agents. 56. A process according to any one of claims 52 to 55, the building the building parts of the aircraft that are CNC machining and industry standard methods. 57. A process based on any one of claims 52 to 56 the aircraft's compositional parts including screws, rivets, bolts and bonding agents. 58. Method of flying a platform-shaped aircraft, as defined in any one of claims 1 to 51, or as manufactured by a process such as those described in any one of claims 52 to 57, said method at least one of the following steps:
a) balancing the aircraft using the pilot's own reflexes, lower part of the body and feet; and (b) regulating the propulsive effect controller. 59. A method for using a platform-shaped aircraft, as defined in any one of claims 1 to 51, or as 52 to 57, made by a process the pilot fastens his gold her feet to the attachments areas, initiates at least parts of the propulsion means, takes off by increasing the propulsion and controlling the flies spatial movement through the power of the propulsion means and the displacement of the body to the aircraft. 60. A method for using a platform-shaped aircraft as defined in any one of claims 1 to 49, or as manufactured by a process as described in any one of claims 52 to 59, in the absence or in the presence of a pilot, the pilots the aircraft, allowing the displacement of the aircraft from point A to point B; the lightening take-off and landing of the aircraft. 61. A method for using a platform-shaped aircraft, such as defined in claim 60, the displacement of the aircraft is controlled remotely. 62. A method for using a platform-shaped aircraft, as defined in any one of claims 58 to 60, at least one passenger is taking part in the flight, platform of the aircraft, and located, preferably, very close to the pilot's body. 63. A method according to any one of claims 58 to 62, comprising at least one of the following steps:
a) pre-flight checklist related to the aircraft:
travel), check check (friction energy check, motor check, battery check, generator check, electronics check, and ignition switch check;
b) pre-flight procedures related to the aircraft: strap-in, engine startup;
and (c) a takeoff procedure related to the aircraft: clearance check. 64. Method of flying a platform-shaped aircraft, according to any one of the claims 58 to 63, the pilot can lean forward and go from his standing (vertical) high-speed, forward-flight position, reaching a horizontal position, in which case it is the aerodynamic forces on the pilot and the platform that provide lift, and where the propulsion means are used mostly for lateral displacement, a box in which, in preparation for landing, the pilot can return to his vertical position. 65. Method of flying a platform-shaped aircraft according to any claim 58 to 64, the landing procedure concerning the aircraft is determined after a clearance check and inspection of the configuration and nature of the landing surface. 66. Method of flying a platform-shaped aircraft according to any claim 58 to 65, which, for the case of a solid landing surface, the landing procedure included a progressive reduction of the thrust intensity. 67. Method of flying a platform-shaped aircraft according to any claim 58 to 66, which, in the case of a landing surface, the landing procedure included an emergency shutdown and rapid deceleration of the propulsion means. 68. Method of flying a platform-shaped aircraft according to any claim 58 to 67, concerning the case of a solid and non-horizontal landing surface, the landing procedure included year evaluation of the friction factor of the landing surface. 69. Method of flying a platform-shaped aircraft according to any claim 58 to 68, making, regarding the case of a recoverable power failure of the aircraft, such as when a thrust system might be failing partially, the center of mass of the aircraft and the pilot be moved, preferably by an appropriate displacement of the pilot's body further away from the faulty propulsion mean (s). 70. Method of flying a platform-shaped aircraft according to any claim 58 to 69, which for the case of an unrecoverable power failure, the pilot will emergency shutdown procedure via the shutdown button, and enable the deployment of the parachute. 71. Method to learn how to fly a platform-shaped aircraft, as defined in any one of claims 1 to 51, or as manufactured by a process as described in any one of claims 52 to 57, encompassing the following steps: suspending the pilot using a rope, using a rope-tensioning mechanism that fires said rope from becoming loose, thus preventing the risk of aspiration by the thrusters; learning methods including training in emergency situations. 72. Use of a platform-shaped aircraft in any one of claims 1 to 51, or as manufactured by a process as described in any one of claims 52 to 57, as a vehicle for flying from point A to point B. 73. Use of a platform-shaped aircraft in any one of claims 1 to 51, or as manufactured by a process 52 to 57, for recreational purposes, as in the manner of a recreational vehicle. 74. Use of a platform-shaped aircraft in any one of claims 1 to 51, or as manufactured by a process as described in any one of claims 52 to 57, as an emergency vehicle for remote access and hardly accessible areas. 75. Use of a platform-shaped aircraft in any one of claims 1 to 51, or as manufactured by a process 52 to 57, for monitoring and military applications.