CA2859258C - Apparatus and method for providing high lift at zero speed and low drag at higher speed - Google Patents
Apparatus and method for providing high lift at zero speed and low drag at higher speed Download PDFInfo
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- CA2859258C CA2859258C CA2859258A CA2859258A CA2859258C CA 2859258 C CA2859258 C CA 2859258C CA 2859258 A CA2859258 A CA 2859258A CA 2859258 A CA2859258 A CA 2859258A CA 2859258 C CA2859258 C CA 2859258C
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- wing
- intake
- thrust
- lift
- propeller
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C29/00—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft
- B64C29/0008—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft having its flight directional axis horizontal when grounded
- B64C29/0016—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft having its flight directional axis horizontal when grounded the lift during taking-off being created by free or ducted propellers or by blowers
- B64C29/0033—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft having its flight directional axis horizontal when grounded the lift during taking-off being created by free or ducted propellers or by blowers the propellers being tiltable relative to the fuselage
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C11/00—Propellers, e.g. of ducted type; Features common to propellers and rotors for rotorcraft
- B64C11/001—Shrouded propellers
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T50/00—Aeronautics or air transport
- Y02T50/60—Efficient propulsion technologies, e.g. for aircraft
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- Engineering & Computer Science (AREA)
- Aviation & Aerospace Engineering (AREA)
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Abstract
The invention provides a propulsion augmentation arrangement and method for a VTOL/STOL aircraft. It has a wing, located at a propulsion system intake. The relative angle between the wing and the propulsion system is variable. At hover, slow speed, the intake is pivoted adjacently to the wing, the wing shape predetermined to aerodynamically match a fraction of the intake, to create an increased streamlined continuous intake surface. Therefore the wing is exposed to propulsion airstream, creating lift, and augmenting thrust. At increased speed, the wing generates more conventional lift, the intake is pivoted to decrease drag and enable propulsion to generate more horizontal thrust. Above wing stall speed the system is configured for conventional wing-borne lift and thrust. At slow speeds the pivot angle controls thrust augmentation, at higher speeds it controls the produced lift and drag. A VTOL/STOL aircraft having the forementioned augmentation arrangement is described.
Description
Apparatus and method for providing high lift at zero speed and low drag at higher speed This invention relates generally to a V/STOL aircraft, and more particularly to a method for a wing to generate high lift at slow or even zero forward speed, ensuring lower drag at higher speeds than previously employed and it contains a description of a V/STOL aircraft using the said method.
Background of the invention There are a lot of devices that enhance the lift generated by a wing at slow speeds as slats, slots, flaps, but they do not provide enough or any lift at zero aircraft speed.
There are also well known VTOL crafts that uses several methods for generating lift, but each of them has certain disadvantages. The most efficient hovering craft to date is the helicopter; it employs an open rotor that in order to achieve high efficiency in hover mode, it must have a low disc loading, invariably leading to a large rotor that creates difficulties as the helicopter speed increases, such as retreating blade stall, high drag and loss of efficiency, making the helicopters unsuitable to operate at higher speed. A method to combat these deficiencies is employed by tilted rotor and tilted wings aircraft such as Bell Boeing V-22 Osprey and Canadair CL-84. Their design is a compromise between hovering efficiency, having higher disk loading than helicopters, and horizontal flight efficiency where they have more propeller disk that they need for generating forward thrust, resulting in more drag than fixed wing aircraft. Ducted fan/Shrouded propeller craft as Bell X-22: The static lift of a propeller is higher if it is enclosed into a shroud, tip losses are reduced, the shroud intake increases thrust, but although a shrouded propeller creates more static thrust, it becomes less efficient than an open air propeller as speed increases. A shroud optimized for high static thrust is inefficient at higher speed, inherently creating more drag. Channel (Custer) wing type aircraft, as CCW-5, creates some small lift at zero speed. NACA tests of a channel winged aircraft shows less than 10% total thrust increase and lack of control at slow speed. It also suffers from vibration problems because the propeller blades have different loading in the proximity of the channel versus the open air. There is a definite need for improvement, a need of a device that provides efficiently high lift at slow or zero speed and low drag at higher speeds.
Summary of the invention The invention consists of an elliptically curved wing, subsequently referred to as the lip wing, a variable pitch propeller surrounded by a shroud or ducted fan and a plurality of control vanes. The lip wing's trailing edge aerodynamically matches the intake of the shroud, when the shroud is tilted at a specific angle, creating a smooth streamlined continuous surface. As a result, the increase of the shroud's lip effective area generates efficiently more lift than by using the shrouded propeller alone.
By this method the shroud design is freed from the high lift demand inherent to all VTOL systems and can be optimized to a higher cruising speed. The tilting angle between the shrouded propeller rotational plane and the lip wing chord can be altered, the system having the ability to provide efficiently high lift at slow or zero forward speed, low drag and horizontal thrust at higher speeds or any combination in between. In order to provide control, even at zero speed, in all three axes, a plurality of control vanes, rotatable on radial axes, are located in the propeller slip stream and attached to the shroud. The system consisting of the shroud, propeller and the control vanes are subsequently referred to as the shroud system. A computerized system controls the AOA (angle of attack) of the vanes and is also responsible for tilting the shroud system to the specific angle corresponding to the appropriate configuration related to a particular flight condition and pilot input. The VSTOL aircraft using the lip wing and shroud system is composed by a fuselage, a stern located lip wing and shroud system and a bow located auxiliary shrouded/ducted propeller, horizontally mounted. The auxiliary bow propeller is covered by a plurality of slatted airfoils, rotatable on transversely and/or longitudinally mounted axes in order to expose the auxiliary propeller and to provide vectored thrust. The auxiliary propeller is exposed, provides vectored thrust and control at slower speed and is covered at higher speed to minimize drag.
Foldable wings, located at both ends of the lip wing are deployed horizontally, increasing the wingspan, used in forward flight above a certain speed and a canard wing is used in order to maintain control at higher speed. The aircraft presented could be safer in certain conditions, reducing or eliminating the vortex ring state and more efficient, entering the transitional lift at a slower speed.
Background of the invention There are a lot of devices that enhance the lift generated by a wing at slow speeds as slats, slots, flaps, but they do not provide enough or any lift at zero aircraft speed.
There are also well known VTOL crafts that uses several methods for generating lift, but each of them has certain disadvantages. The most efficient hovering craft to date is the helicopter; it employs an open rotor that in order to achieve high efficiency in hover mode, it must have a low disc loading, invariably leading to a large rotor that creates difficulties as the helicopter speed increases, such as retreating blade stall, high drag and loss of efficiency, making the helicopters unsuitable to operate at higher speed. A method to combat these deficiencies is employed by tilted rotor and tilted wings aircraft such as Bell Boeing V-22 Osprey and Canadair CL-84. Their design is a compromise between hovering efficiency, having higher disk loading than helicopters, and horizontal flight efficiency where they have more propeller disk that they need for generating forward thrust, resulting in more drag than fixed wing aircraft. Ducted fan/Shrouded propeller craft as Bell X-22: The static lift of a propeller is higher if it is enclosed into a shroud, tip losses are reduced, the shroud intake increases thrust, but although a shrouded propeller creates more static thrust, it becomes less efficient than an open air propeller as speed increases. A shroud optimized for high static thrust is inefficient at higher speed, inherently creating more drag. Channel (Custer) wing type aircraft, as CCW-5, creates some small lift at zero speed. NACA tests of a channel winged aircraft shows less than 10% total thrust increase and lack of control at slow speed. It also suffers from vibration problems because the propeller blades have different loading in the proximity of the channel versus the open air. There is a definite need for improvement, a need of a device that provides efficiently high lift at slow or zero speed and low drag at higher speeds.
Summary of the invention The invention consists of an elliptically curved wing, subsequently referred to as the lip wing, a variable pitch propeller surrounded by a shroud or ducted fan and a plurality of control vanes. The lip wing's trailing edge aerodynamically matches the intake of the shroud, when the shroud is tilted at a specific angle, creating a smooth streamlined continuous surface. As a result, the increase of the shroud's lip effective area generates efficiently more lift than by using the shrouded propeller alone.
By this method the shroud design is freed from the high lift demand inherent to all VTOL systems and can be optimized to a higher cruising speed. The tilting angle between the shrouded propeller rotational plane and the lip wing chord can be altered, the system having the ability to provide efficiently high lift at slow or zero forward speed, low drag and horizontal thrust at higher speeds or any combination in between. In order to provide control, even at zero speed, in all three axes, a plurality of control vanes, rotatable on radial axes, are located in the propeller slip stream and attached to the shroud. The system consisting of the shroud, propeller and the control vanes are subsequently referred to as the shroud system. A computerized system controls the AOA (angle of attack) of the vanes and is also responsible for tilting the shroud system to the specific angle corresponding to the appropriate configuration related to a particular flight condition and pilot input. The VSTOL aircraft using the lip wing and shroud system is composed by a fuselage, a stern located lip wing and shroud system and a bow located auxiliary shrouded/ducted propeller, horizontally mounted. The auxiliary bow propeller is covered by a plurality of slatted airfoils, rotatable on transversely and/or longitudinally mounted axes in order to expose the auxiliary propeller and to provide vectored thrust. The auxiliary propeller is exposed, provides vectored thrust and control at slower speed and is covered at higher speed to minimize drag.
Foldable wings, located at both ends of the lip wing are deployed horizontally, increasing the wingspan, used in forward flight above a certain speed and a canard wing is used in order to maintain control at higher speed. The aircraft presented could be safer in certain conditions, reducing or eliminating the vortex ring state and more efficient, entering the transitional lift at a slower speed.
- 2 -List and description of drawings Fig.1 ¨ Isometric view of the lip wing system in VTOL configuration: 101 ¨
elliptically curved lip wing; 102 ¨ shroud/duct; 103 ¨ propeller/fan; 104, 105, 106, 107 ¨ radial mounted control vanes;
Fig.2 ¨ Fractional section view of the lip wing system in VTOL configuration:
201 ¨ lip wing;
202 ¨ lower section of the shroud; 203 ¨ air stream;
Fig.3 ¨ Isometric view of the lip wing system in horizontal flight configuration; 301 ¨ lip wing;
302 ¨ shroud; 303 ¨ propeller; 304; 305; 306; 307 ¨ control vanes;
Fig.4 ¨ Fractional section view of the lip wing system in horizontal flight configuration; 401 ¨ lip wing; 402 ¨ shroud; 403 ¨ air stream;
Fig.5 ¨ Isometric view of an aircraft using lip wing system in VTOL
configuration: 501 ¨ fuselage;
502 ¨ lip wing; 503 ¨ shrouded propeller; 504 ¨ foldable conventional wings;
506 ¨ slatted airfoils;
Fig.6 ¨ Isometric view of an aircraft using lip wing system in horizontal flight configuration; 601 ¨
canard wing; 602 ¨ engine; 603 ¨ foldable conventional wings;
Fig.7 ¨ Detail of the auxiliary bow propeller; 701 ¨ propeller; 702 transversally mounted slats;
703 ¨ longitudinally mounted slats;
Detailed description of the invention Fig.1 shows the system in VTOL configuration. It is composed of an elliptically curved lip wing 101, referred as the lip wing, a shroud 102, a variable pitch propeller 103 and a plurality of aerodynamically shaped control vanes 103, 104, 106, 107. The trailing edge of the lip wing matches
elliptically curved lip wing; 102 ¨ shroud/duct; 103 ¨ propeller/fan; 104, 105, 106, 107 ¨ radial mounted control vanes;
Fig.2 ¨ Fractional section view of the lip wing system in VTOL configuration:
201 ¨ lip wing;
202 ¨ lower section of the shroud; 203 ¨ air stream;
Fig.3 ¨ Isometric view of the lip wing system in horizontal flight configuration; 301 ¨ lip wing;
302 ¨ shroud; 303 ¨ propeller; 304; 305; 306; 307 ¨ control vanes;
Fig.4 ¨ Fractional section view of the lip wing system in horizontal flight configuration; 401 ¨ lip wing; 402 ¨ shroud; 403 ¨ air stream;
Fig.5 ¨ Isometric view of an aircraft using lip wing system in VTOL
configuration: 501 ¨ fuselage;
502 ¨ lip wing; 503 ¨ shrouded propeller; 504 ¨ foldable conventional wings;
506 ¨ slatted airfoils;
Fig.6 ¨ Isometric view of an aircraft using lip wing system in horizontal flight configuration; 601 ¨
canard wing; 602 ¨ engine; 603 ¨ foldable conventional wings;
Fig.7 ¨ Detail of the auxiliary bow propeller; 701 ¨ propeller; 702 transversally mounted slats;
703 ¨ longitudinally mounted slats;
Detailed description of the invention Fig.1 shows the system in VTOL configuration. It is composed of an elliptically curved lip wing 101, referred as the lip wing, a shroud 102, a variable pitch propeller 103 and a plurality of aerodynamically shaped control vanes 103, 104, 106, 107. The trailing edge of the lip wing matches
- 3 -aerodynamically the leading edge of the shroud, creating a smooth and streamlined continuous surface. The lip wing and the shroud cross sections are aerodynamically shaped airfoils. The control vanes are radial mounted and attached to the shroud, are enable to rotate on radial axes, aft of the propeller, in the propellers slip stream, to ensure proper control even at slow or zero forward speed.
Fig.2 shows a fractional section view of the lip wing/shroud system in VTOL
configuration. The lip wing 201 increases the area of the lower section of the shroud 202; the airstream 203 is forced over top of the lip wing and the lift is created by increasing the wing circulation and decreasing pressure over the wing. In VTOL configuration total lift is the result of lift created by the lip wing added to the thrust created by the propeller, as a result, the slip stream is non symmetric, but oriented at such an angle that may impede or delay the formation of the vortex ring state, a well known hazardous situation for the helicopter and other VTOL aircrafts, as a result the aircraft will be more safe. The non symmetry of the slip stream may reduce the speed at which the aircraft enters transitional lift, increasing the lift capacity and efficiency.
Preliminary experiments have shown a substantial increase of thrust efficiency compared to the shrouded propeller alone, making possible changing the design goal of the shroud, from the need to provide high lift, a crucial design point inherent to all VTOL systems, to that of a shroud optimized for a higher cruise speed, ensuring that drag at higher speed is reduced.
The tilting angle between the shrouded system, specifically the leading edge of the shroud and the lip wing chord can be varied, enabling the computerized control system to match the performance of the aircraft, more specific its lift/drag, to the aircraft flight condition, more specific its airspeed, ensuring the ability of the system to provide efficient high lift at slow or zero forward speed where more lift is needed, conventional wings being unable to provide the required lift. As speed increases, the conventional wings lift increases too, enabling the computerized control system to tilt the shroud system to an angle that ensures the remaining needed lift is provided by the lip wing/shroud system and at the same time increasing the available horizontal thrust and decreasing drag. When the speed reaches a value that all the required lift is provided by the conventional wings, the computerized control system has tilted the shroud system to an angle that might generate maximum horizontal thrust and ensures the minimum drag possible. The horizontal flight configuration is shown in Fig.3, the lip wing 301 and the shroud system, composed of shroud 302,
Fig.2 shows a fractional section view of the lip wing/shroud system in VTOL
configuration. The lip wing 201 increases the area of the lower section of the shroud 202; the airstream 203 is forced over top of the lip wing and the lift is created by increasing the wing circulation and decreasing pressure over the wing. In VTOL configuration total lift is the result of lift created by the lip wing added to the thrust created by the propeller, as a result, the slip stream is non symmetric, but oriented at such an angle that may impede or delay the formation of the vortex ring state, a well known hazardous situation for the helicopter and other VTOL aircrafts, as a result the aircraft will be more safe. The non symmetry of the slip stream may reduce the speed at which the aircraft enters transitional lift, increasing the lift capacity and efficiency.
Preliminary experiments have shown a substantial increase of thrust efficiency compared to the shrouded propeller alone, making possible changing the design goal of the shroud, from the need to provide high lift, a crucial design point inherent to all VTOL systems, to that of a shroud optimized for a higher cruise speed, ensuring that drag at higher speed is reduced.
The tilting angle between the shrouded system, specifically the leading edge of the shroud and the lip wing chord can be varied, enabling the computerized control system to match the performance of the aircraft, more specific its lift/drag, to the aircraft flight condition, more specific its airspeed, ensuring the ability of the system to provide efficient high lift at slow or zero forward speed where more lift is needed, conventional wings being unable to provide the required lift. As speed increases, the conventional wings lift increases too, enabling the computerized control system to tilt the shroud system to an angle that ensures the remaining needed lift is provided by the lip wing/shroud system and at the same time increasing the available horizontal thrust and decreasing drag. When the speed reaches a value that all the required lift is provided by the conventional wings, the computerized control system has tilted the shroud system to an angle that might generate maximum horizontal thrust and ensures the minimum drag possible. The horizontal flight configuration is shown in Fig.3, the lip wing 301 and the shroud system, composed of shroud 302,
- 4 -propeller 303, and control vanes 304, 305, 306 and 307, tilted at such an angle that provides low drag in forward flight. Fig.4 shows a fractional section view of the same configuration, having the airfoils of the lip wing 401 and the shroud 402 and aligned to the direction of travel, forming a small angle of attack with the incoming air stream 403 and providing low drag.
In order to provide adequate control, the control vanes are located in the propeller slip stream, modifying the direction of the air stream, present even at zero speed, providing thrust vectoring.
This ensures pitch and yaw axis control of the aircraft. The roll axis is controlled also by the vanes, actuating them differentially, generating rotational torque, and might eliminate the torque effect created by the propeller. The said control scenario is true only at a vertical position of the shroud system, tilting it to a different angle, changes the ratio of each vane effect on each of the yaw, roll and pitch axis. The computerized control system ensures that each vane is actuated in the corresponding way in order to provide the desired piloting control effect, independent of the shroud system tilt angle.
Fig.5 shows an isometric view of an aircraft using a lip wing system in VTOL
configuration. The aircraft is composed by a fuselage 501, a stern located lip wing 502 and shroud system 503, and a bow located auxiliary shrouded/ducted variable pitch propeller mounted in a horizontal position (not visible). The auxiliary bow propeller is covered by a plurality of slatted airfoils 506 rotatable on transversely and/or longitudinally axes in order to expose the auxiliary propeller, detail shown in Fig.7, and to provide thrust vectoring. The auxiliary propeller 701 is exposed and provides thrust and control at slower speeds and is covered at higher speeds to minimize drag.
Transversely positioned slatted airfoils 702 are situated on top of the fuselage and longitudinally positioned slatted airfoils 703 are situated on bottom of the fuselage. They provide thrust vector control by changing the angle of attack of the said slatted airfoils, operation performed also by the said computerized control system. Performance calculations show that a longer wingspan is needed, so fold-able wings 504 are added to the lip wing. The foldable wings 603 are deployed horizontally, shown in Fig.6, increasing the wingspan, when the forward speed is increased, so the lift progressively transfers from the lip wing and shroud system to the conventional wings as the shroud system tilts towards vertical. A canard wing 601 is added in order to ensure control at higher speeds.
For landing the aircraft may be equipped with wheels, pontoons or both, making it amphibious.
In order to provide adequate control, the control vanes are located in the propeller slip stream, modifying the direction of the air stream, present even at zero speed, providing thrust vectoring.
This ensures pitch and yaw axis control of the aircraft. The roll axis is controlled also by the vanes, actuating them differentially, generating rotational torque, and might eliminate the torque effect created by the propeller. The said control scenario is true only at a vertical position of the shroud system, tilting it to a different angle, changes the ratio of each vane effect on each of the yaw, roll and pitch axis. The computerized control system ensures that each vane is actuated in the corresponding way in order to provide the desired piloting control effect, independent of the shroud system tilt angle.
Fig.5 shows an isometric view of an aircraft using a lip wing system in VTOL
configuration. The aircraft is composed by a fuselage 501, a stern located lip wing 502 and shroud system 503, and a bow located auxiliary shrouded/ducted variable pitch propeller mounted in a horizontal position (not visible). The auxiliary bow propeller is covered by a plurality of slatted airfoils 506 rotatable on transversely and/or longitudinally axes in order to expose the auxiliary propeller, detail shown in Fig.7, and to provide thrust vectoring. The auxiliary propeller 701 is exposed and provides thrust and control at slower speeds and is covered at higher speeds to minimize drag.
Transversely positioned slatted airfoils 702 are situated on top of the fuselage and longitudinally positioned slatted airfoils 703 are situated on bottom of the fuselage. They provide thrust vector control by changing the angle of attack of the said slatted airfoils, operation performed also by the said computerized control system. Performance calculations show that a longer wingspan is needed, so fold-able wings 504 are added to the lip wing. The foldable wings 603 are deployed horizontally, shown in Fig.6, increasing the wingspan, when the forward speed is increased, so the lift progressively transfers from the lip wing and shroud system to the conventional wings as the shroud system tilts towards vertical. A canard wing 601 is added in order to ensure control at higher speeds.
For landing the aircraft may be equipped with wheels, pontoons or both, making it amphibious.
- 5 -Folding the wings may make the aircraft road-able. In case of engine 602 failure, the aircraft could be safely landed as a glider if the propeller is feathered and the speed and height are at certain limits. If hovered at low altitudes, entering a safe gliding path may not be possible after an engine failure so a ballistic parachute could be added as a safety feature.
- 6 -
Claims (7)
1. A wing for a craft, said craft having a thrust providing device and means for coupling and adjusting relative position of said wing and said thrust providing device, said thrust providing device having an intake, said wing having a predetermined shape to aerodynamically match a fraction of said intake, said means for coupling and adjusting having a predetermined position for substantial adjacent placement of said wing and said intake fraction, thus creating an increased area of said intake, to generate an augmented fluid-dynamic force.
2. The wing of claim 1 wherein said thrust providing device includes a shrouded or ducted propeller or fan.
3. The wing of claim 1 further including:
o said wing and said intake forming substantially a streamlined surface;
o and said wing having an elliptical curvature.
o said wing and said intake forming substantially a streamlined surface;
o and said wing having an elliptical curvature.
4. A system for generating lift and thrust for a craft, having at least a wing, having a propeller, and means for coupling and adjusting relative position of said wing and said propeller, said propeller having an intake, said system comprised of:
o said wing having a predetermined shape to aerodynamically match a fraction of said intake;
o and said means for coupling and adjusting having a predetermined position for substantial adjacent placement of said wing and said intake fraction, to create a substantially streamlined increased intake surface;
whereby said increased intake surface generates lift to augment said propeller thrust.
o said wing having a predetermined shape to aerodynamically match a fraction of said intake;
o and said means for coupling and adjusting having a predetermined position for substantial adjacent placement of said wing and said intake fraction, to create a substantially streamlined increased intake surface;
whereby said increased intake surface generates lift to augment said propeller thrust.
5. The system of claim 4 further including:
o said wing and the shrouded propeller are coupled pivotably, having a tilting angle;
o and means to control said tilting angle.
Date Recue/Date Received 2021-03-10 application 2,859,258
o said wing and the shrouded propeller are coupled pivotably, having a tilting angle;
o and means to control said tilting angle.
Date Recue/Date Received 2021-03-10 application 2,859,258
6. A vertical and short takeoff and landing aircraft comprised of a system, as described in claim 5.
7. A method of controlling lift, drag and thrust of a craft, said craft having a thrust providing device, said thrust providing device having an intake, comprising the steps of:
o providing a wing, said wing shaped to aerodynamically match a fraction of said intake, providing means for coupling and adjusting a relative position of said wing and said thrust providing device, said means for coupling and adjusting having a predetermined position for adjacent placement of said wing and said intake fraction, thus creating an increased area of said intake, to increase lift and augment thrust;
o and varying said relative position, thereby controlling said lift, drag and thrust.
Date Recue/Date Received 2021-03-10
o providing a wing, said wing shaped to aerodynamically match a fraction of said intake, providing means for coupling and adjusting a relative position of said wing and said thrust providing device, said means for coupling and adjusting having a predetermined position for adjacent placement of said wing and said intake fraction, thus creating an increased area of said intake, to increase lift and augment thrust;
o and varying said relative position, thereby controlling said lift, drag and thrust.
Date Recue/Date Received 2021-03-10
Priority Applications (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA2859258A CA2859258C (en) | 2014-08-11 | 2014-08-11 | Apparatus and method for providing high lift at zero speed and low drag at higher speed |
| US14/818,202 US9845152B2 (en) | 2014-08-11 | 2015-08-04 | Apparatus and method for providing control and augmenting thrust at reduced speed and ensuring reduced drag at increased speed |
| EP15180438.2A EP2985220B1 (en) | 2014-08-11 | 2015-08-10 | Apparatus and method for providing control and augmenting thrust at reduced speed and ensuring reduced drag at increased speed |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA2859258A CA2859258C (en) | 2014-08-11 | 2014-08-11 | Apparatus and method for providing high lift at zero speed and low drag at higher speed |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CA2859258A1 CA2859258A1 (en) | 2016-02-11 |
| CA2859258C true CA2859258C (en) | 2021-11-23 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA2859258A Active CA2859258C (en) | 2014-08-11 | 2014-08-11 | Apparatus and method for providing high lift at zero speed and low drag at higher speed |
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| CA (1) | CA2859258C (en) |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2016136848A1 (en) * | 2015-02-25 | 2016-09-01 | 株式会社プロドローン | Multicopter |
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| CA2859258A1 (en) | 2016-02-11 |
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