EP1838574A1

EP1838574A1 - Air locomotion method and multi-purpose aircraft having inflatable wing(s) using two different inflating systems

Info

Publication number: EP1838574A1
Application number: EP06709117A
Authority: EP
Inventors: Phiran Mau
Original assignee: Individual
Current assignee: Individual
Priority date: 2005-01-20
Filing date: 2006-01-18
Publication date: 2007-10-03
Also published as: WO2006077315A1; FR2880868B1; US20080083847A1; FR2880868A1

Abstract

The invention relates to a multi-purpose aircraft comprising, on the one hand, at least one cockpit (1) equipped with at least one motor-driven propeller (3) capable of ensuring the displacement of this aircraft through the air and, on the other, at least one flexible wing (2) comprising an upper cloth or a flexible wall of the upper wing surface (4) and a lower cloth or a flexible wall of the underwing (5) delimiting, together, an inflatable volume (6) and defining, when deployed, a leading edge (9) and a trailing edge (16), characterized in that it is designed for allowing the functioning, concurrently or successively, of two different inflating systems. To this end, the aircraft comprises, on the one hand, a device or an arrangement enabling the insufflation of pressurized gas into the entire or only a portion of the inflatable volume (6) of the wing and, on the other, air inlet openings (12) distributed along the leading edge (9) of the wing and leading into the inflatable volume thereof for enabling the admission of air into the entire or only a portion of the inflatable volume when in flight.

Description

Method of aerial locomotion and multi-purpose aircraft with inflatable wing (s) using two different inflation systems.

The present invention relates to a method of aerial locomotion. It also relates to a multi-purpose aircraft with inflatable wing (s), of the aerodyne or aerostat type, constituting a new airlift capable of combining the particularities of flying an airplane or a glider, a helicopter , or an ultralight, or a paraglider.

The aforementioned flying apparatuses each have specific advantages in their flight technique, but they also have their own disadvantages.

For example :

the airplane is a very expensive device, it allows high speed travel, long distances and with a large transport capacity; however, it does not offer (at least in the areas of civil applications) the possibility of vertical takeoff / landing, nor hovering, it requires a high power consumption and maintenance action / maintenance very expensive; pilots must be very experienced and accidents are almost always deadly;

the helicopter offers the possibility of vertical take-off / landing and hovering; however, it is also a device that is very expensive to acquire and use, has low transport capacity relative to the power consumed, and can only be operated by extremely experienced pilots. ; on the other hand, helicopter accidents are almost always deadly;

- Paragliding is a light aircraft whose cost is low and whose use is very economical given that it uses the natural energy of the wind to fly; moreover, its piloting is relatively easy and it presents a low risk of mortality in the event of an accident; however, the possibility of flight is dependent on climatic conditions and the flight speed is very limited, the transport capacity of the aircraft is very limited and it can hardly be remote-controlled,

the paramotor or the paramotor carriage, ULM class 1, takes the advantages of paragliding (lightness, compactness, low cost, easy piloting) since it evolves with a paragliding wing, with an additional advantage of being able to take off from a flat terrain, thanks to the motorization. However, it also retains the disadvantages, in particular the formation in slope school, aerological conditions of flight and the risks of closure of the wing always present, but especially the very great difficulty to make an easy takeoff, due, the weight of the engine to be worn on the shoulders and that must be managed in addition to the takeoff itself (in the case of the paramotor), or the difficulty of raising the wing appropriately above the chassis (in the paramotor carriage case);

- I ¹ pendulum ULM, class 2, is an aircraft with a compromise safety / management / price, probably the most interesting so far. Indeed, the steering, while remaining delicate is a little simpler than a multiaxis, but the landing is still very difficult and the risk of serious accident remains high in case of engine failure.

The present invention proposes to make a new motorized aircraft to bring together, in a single machine, the advantages of the five types of equipment mentioned above, avoiding their respective disadvantages.

Document US Pat. No. 5,620,153 proposes a flying machine of the ULM type consisting of an inflatable wing connected by lines to a motorized cockpit. Several modes of inflation of the inflatable wing are proposed to replace the conventional inflation system by means of air inlet openings distributed along the leading edge of the wing and possibly provided with non-return valves. For example, it is envisaged to inflate the wing: - by means of a non-carrier gas (compressed air, for example) or a carrier gas (helium or hydrogen) blown into the volume of the inflatable wing via orifices provided with inflation valves arranged near the trailing edge of the wing, or - by means of the exhaust gases produced by the combustion engine of the apparatus and fed to the inflatable volume of the wing by a supply line opening into said volume, or - by means of at least a portion of the current or flow of gaseous fluid blown by the propeller propeller fitted to the apparatus.

According to the document US Pat. No. 5,620,153, the different inflation systems described can be used only separately, so that they each have more or less interesting advantages and disadvantages of varying severity. For example, none of these inflation systems provides real security in flight situations.

A first object of the invention is to overcome this disadvantage.

According to the invention, this object is achieved by means of a method applicable to a multi-purpose aircraft comprising, on the one hand, a cockpit equipped with at least one motorized thruster capable of providing an overhead movement of said aircraft and, on the other hand, at least one inflatable flexible wing, comprising an upper fabric or flexible upper surface and a lower fabric or flexible lower surface defining an inflatable volume and defining, in deployment situation, a leading edge or leading edge and a posterior edge or trailing edge, this process being notably remarkable in that the inflation and the maintenance in the inflated state of the inflatable wing are obtained by the implementation, concurrently or successively, of two distinct inflation systems or a first inflation system employing a device or arrangement for blowing a pressurized gas into all or only a portion of the inflatable volume of the wing, and one or more an inflating system using the air intake, in flight situation, in all or only a portion of said inflatable volume, through air inlet openings provided along the leading edge of said airfoil and opening into the inflatable volume thereof.

The polyvalent aircraft to which the invention applies is of the type comprising, on the one hand, at least one cockpit equipped with at least one motorized thruster capable of providing an overhead movement of said aircraft, and, on the other hand, on the one hand, at least one inflatable flexible wing comprising an upper fabric or flexible upper surface and a lower fabric or flexible lower surface defining, - AT -

together, an inflatable volume and defining, in deployment situation, a leading edge and a trailing edge, this aircraft being notably remarkable in that it is arranged to authorize the implementation, concurrently or successively, of two systems for the purpose, on the one hand, a device or an arrangement for blowing a gas under pressure in all or in only part of the inflatable volume of the wing, and, on the other hand, on the other hand, air inlet openings distributed along the leading edge of the wing and opening into the inflatable volume thereof to allow the admission of air in all or only part of the inflatable volume , in flight situation, when the internal pressure in the inflatable volume of the wing is less than the external pressure.

According to an advantageous embodiment of the method and the versatile aircraft according to the invention, the pressurized gas is blown or the inflatable air is admitted into the entire inflatable volume of the wing and the inlet openings. air are fitted with non-return valves.

According to another advantageous embodiment, an intermediate fabric or intermediate flexible wall is disposed between the flexible upper surface and the flexible lower surface, so that the total inflatable volume consists of two superimposed inflation chambers, variable capacity, a first inflation chamber into which the air inlet openings provided along the leading edge of the wing and with or without a non-return valve, and a second inflation chamber, preferably disposed below said first chamber and into which opens the gas inlet pipe under pressure.

According to an interesting embodiment, the motorized thruster fitted to the aircraft according to the invention is constituted by a propeller, driven in rotation by a heat engine or an electric motor, or by a turbine engine, or by a turboprop, or by a reactor, or by a turbojet engine; whose operation generates a current or flow of gaseous fluid, and said aircraft comprises an arrangement for recovering and blowing at least a portion of the current or flow of gaseous fluid blown by said propellant, inside the inflatable wing, so as to achieve the inflation and, optionally, the maintenance in the inflated state of the latter, during flight.

According to another embodiment, the aircraft is equipped or arranged to be equipped with a bottle or tank of pressurized gas (compressed air, nitrogen, helium, hydrogen, ...) for inflating the inflation volume or the second inflation chamber of the inflatable wing.

The method and the versatile aircraft according to the invention provide, according to their possible modes of implementation or execution, several advantageous advantages such as, for example:

- high safety in flight and in case of forced landing; in case of emergency landing, the air inflatable flexible wing acts as a reserve parachute;

- a great ease of takeoff: it is no longer necessary to run to inflate the wing, nor the presence of wind, as is the case for classic paragliders; in other words, it is not mandatory to take off from a hillside or a slope, to obtain speed, inflate the sail and generate a lift force; indeed, the pressurized gas or the flow of gaseous fluid generated by the motorized propeller can fill this office and thus allow takeoff on a flat terrain, without the need to be at altitude;

a possibility of embodiment in the form of a light and stable aircraft in flight;

a very small footprint thanks to the use of a soft wing (s) or wing (s) and light (s) that can be folded or compacted;

- easy control;

- the ability to use natural wind and updrafts to increase the aircraft's flight capability, and reduce fuel consumption; it is indeed possible to stop the operation of the motorized propeller, in the presence of wind strong enough to fly the aircraft autonomously, resulting in a very economical operation and greater flight autonomy;

the placing on the market of a new means of transport at a very low cost compared to helicopters and airplanes;

a very low manufacturing cost notably resulting from the reduction of the technical constraints compared to the construction of the current rigid airplane wings;

- the possibility of transporting heavy loads;

- a possibility of remote control.

According to another important characteristic feature of the invention, the inflatable flexible wing or each inflatable flexible wing is connected to the driving position, for example to the fuselage of the aircraft, on the one hand, by at least one spacer element rigid, for example constituted by a tubular column or a rigid mast, and, secondly, by flexible holding elements, for example of the kind suspension and lift, and said rigid mast is connected to the chassis or the fuselage of said aircraft by means of an articulation allowing a pivoting of said rigid mast from front to rear and vice versa, stops, preferably adjustable, limiting the amplitude of this pivoting.

Advantageously, the rigid spacer has a variable length of limited amplitude. More specifically, the rigid spacer element is attached to the wing by means allowing a movement of limited amplitude of said wing, relative to the top of said rigid spacer element, parallel to the axis of the latter.

With these provisions, the wing has the ability to move freely, especially in the vertical direction, relative to the cockpit of the aircraft, the amplitude of this movement is limited.

This possibility of limited movement of the flexible wing relative to the driving position has the result of allowing optimal operation of said flexible wing. In the flight phase, the two types of fastening elements (rigid mast and suspension and flexible lifts), have the function of receiving and distributing the traction forces related to the weight of the driver's position that the wing must support. These two types of fasteners function in a synergistic and complementary manner. Indeed, the lines are fixed and distributed over the entire surface of the lower surface of the wing and thus advantageously distribute the traction forces to the entire surface of the lower surface thereof.

According to another advantageous feature of the invention, inflating the inflatable volume or the inflatable chamber of the wing is effected by means of at least a portion of a current or flow of descending air produced by a motorized propeller. installed in the central part of said inflatable airfoil.

With this arrangement, the current or air flow generated by the propeller allows both the inflation of the wing and the vertical movement of the aircraft which is thus endowed with a vertical take-off and landing capability. .

The above and other objects, features and advantages will become more apparent from the following description and accompanying drawings, in which:

Figure 1 is a front view, schematic, of a first example of an aircraft according to the invention in the form of self-supporting inflatable flying wing.

FIG. 2 is a perspective view of a second example of an aircraft made in the form of a self-supporting inflatable flying wing.

Figure 3 is a front view, schematic, of another example of execution of the aircraft according to the invention, made in the form of aircraft or il. LM.

Figure 4 is a perspective view of this embodiment.

FIG. 5 is a diagrammatic cross-sectional view along line 5-5 of FIG. 6, illustrating an embodiment in which the wing comprises a single inflation volume. Figure 6 is a partial plan view of the middle part of the wing.

Figure 7 is a sectional view taken along the line 7-7 of Figure 6.

Figures 8 and 9 are views similar to Figures 5 and 7, respectively, and illustrating the inflation of the wing by means of a gaseous fluid under pressure, prior to the take-off phase and the flight phase.

Figure 10 is a view similar to Figures 5 and 8 and illustrating the inflation of the wing by air intake, in flight phase.

Figure 11 is a schematic cross-sectional view along the line 11-11 of Figure 12, and illustrating an embodiment wherein the wing has two superimposed inflation chambers.

Figure 12 is a partial view, in plan, of the median part of this wing.

Figure 13 is a sectional view along the line 13-13 of Figure 12.

FIGS. 14 and 15 are views similar to FIGS. 11 and 13, respectively, and illustrating the inflation of the lower inflation chamber of the wing, by means of a stream or flow of gaseous fluid generated by the motorized propulsion unit of the aircraft, prior to the take-off phase and the flight phase.

FIG. 16 is a view similar to FIGS. 11 and 14 illustrating the inflation of the upper inflation chamber of the wing, by admission of air, in the gliding phase, the motorized thruster being stopped.

Figure 17 is a view similar to Figures 11, 14 and 15 and illustrating the inflation of the two superimposed chambers of the wing by means of two separate inflation systems implemented concurrently.

FIG. 18 is a schematic view, in cross-section along the line

18-18 of Figure 19, illustrating an embodiment according to which the wing comprises two superimposed inflation chambers including a lower chamber intended to be inflated by a pressurized gas supplied by a tank or a compressor.

Figure 19 is a partial view, in plan, of the middle part of this wing.

Figure 20 is a sectional view along line 20-20 of Figure 19, before inflation of the lower chamber.

FIGS. 21 and 22 are views similar to FIGS. 18 and 20, respectively, and illustrating the inflation of the lower inflation chamber of the wing, by means of a pressurized gas supplied by a bottle or tank or by a compressor, prior to the take-off phase.

Figure 23 is a view similar to Figures 18 and 21 and illustrating the inflation of the two superimposed chambers of the wing by means of two separate inflation systems implemented concurrently.

Figure 24 is a schematic view of the arrangement for guiding the inflatable wing aircraft during flight.

Figure 25 is a schematic view of an embodiment of the system allowing the wing to move freely in the vertical direction, relative to the driving position, and the device limiting the amplitude of this movement.

Figures 26 and 27 are detail views, in perspective and schematic, showing embodiments of the frame elements of the inflatable wing.

Figure 28 is a perspective view of an exemplary embodiment of the aircraft in the form of aircraft or U.L.M. biplane type.

Figure 29 is a perspective view of another example of implementation of the invention in the form of a biplane type aircraft.

FIG. 30 is a perspective view of an exemplary embodiment of the aircraft in the form of a paramotor. Referring to said drawings to describe examples, although not limiting, of implementation of the method of locomotion air and realization of the aircraft according to the invention.

In the following description, it is specified that the words "transverse" and "transversely" designate a direction connecting the leading edge and the trailing edge of the wing of the claimed aircraft.

The aircraft to which the invention applies, have at least one cockpit 1, an inflatable flexible wing 2 generally disposed above and at a distance therefrom, and a powered propulsion device or propulsion device 3 capable of providing a aerial movement of said aircraft.

Such aircraft are shown, by way of example only, in FIGS. 1, 2, 3, 4, 28, 29 and 30.

The other constituent parts (structural elements, control and steering components, etc.) are specific to the type of vehicle concerned (powered flying wing, airplane, helicopter, etc.).

The inflatable profiled wing 2 is generally comparable to a paraglider wing. It can be made of lightweight fabric, airtight and very resistant such as polyester fabric, polyamide fabric, spinnaker cloth, etc.

It may consist of two superimposed flexible webs assembled along their edges, either an upper web or extrados wall 4 and a lower web or intrados wall 5 delimiting, between them, a closed inflation volume 6 (FIGS. 10) and defining in the deployed position a leading edge 9 and a trailing edge 16.

According to an advantageous embodiment, the inflatable wing 2 may comprise a web or separating wall 7 disposed between the upper surface 4 and the lower surface 5, so as to delimit, between the latter, a first upper inflation chamber 6A and a second lower inflation chamber 6B, as illustrated, for example, in FIGS. 1 and 11 to 23. The inflation volume 6 or the superimposed inflation chambers 6A, 6B are partitioned by flexible transverse separation elements 8 or 8a,

8b, that is to say by elements oriented perpendicularly or substantially perpendicular to the leading edge 9 of the inflatable wing, so as to constitute a plurality of inflatable boxes juxtaposed 10 inside said wing. These internal partitioning elements have a shape designed so that the upper fabric 4 gives a profiled shape to the inflatable wing, in its extrados part. They are provided with orifices 11, 11a, 11b, allowing communication between them and a circulation of gaseous inflation fluids between said boxes.

According to the method of the invention, the inflation and, optionally, the maintenance in the inflated state of the wing are obtained by the implementation, concurrently or successively, of two different inflation systems, ie a first inflation system using a device or arrangement for blowing a pressurized gas into all or only part of the inflatable volume of the wing, and a second inflation system using the air intake, in flight situation, in all or in only a portion of said inflatable volume, through air inlet openings 12, provided along the leading edge 9 of the wing and opening into the inflatable volume 6 or 6A of said wing.

The versatile aircraft according to the invention is arranged to authorize the implementation, concurrently or successively, of two different inflation systems, said aircraft comprising, for this purpose, on the one hand, a device or an arrangement for injecting a gas under pressure in all or only part of the inflatable volume of the wing, and, secondly, air inlet openings 12 distributed along the leading edge 9 of the wing 2 and opening in the inflatable volume thereof to allow the admission of air in all or in only part of said inflatable volume, in flight situation.

According to the embodiment illustrated in FIGS. 5 to 10, the inflatable wing comprises a single inflation volume 6 delimited by the extrados walls 4 and 5. In this case, the air inlet openings are provided with non-return valves 13.

In the central part of the inflatable volume 6 and, preferably, at a reduced distance from the leading edge 9, opens a supply line 14 for introducing the gas under pressure into said volume.

Figures 8 and 9 illustrate the inflation of the wing before take-off. The gas under inflation pressure is blown and distributed in the volume 6 (according to arrows of Figures 8 and 9) of the wing 2, until it has the desired rigidity to allow takeoff. During this inflation, the air inlet openings 12 are closed off by the non-return valves 13, so as to prevent the gas introduced into the volume 6 from escaping.

This configuration also allows theft, when the device or the production arrangement of the gaseous fluid under pressure allows to introduce permanently, as needed, the amount of gas desired in the inflation volume. In this case, the check valves 13:

prevent the gas contained in the inflatable volume 6 from escaping through the openings 12;

allow the air to enter the said volume, when the internal pressure of the latter permits it.

Figure 10 illustrates the inflation of the wing by admission of air in the volume 6, in a gliding situation. In this case, the check valves 13 are open under the effect of the force of the wind or the speed of flight and let the air through the openings 12, while the introduction of pressurized gas into said volume is stopped.

According to the embodiment shown in FIGS. 11 to 17, the inflatable wing 2 comprises two superimposed inflation chambers, namely a first upper chamber 6A defined by the extrados wall 4 and the flexible separating wall 7 and a second lower chamber. 6B delimited by the intrados wall 5 and said separating wall 7. According to the embodiment shown by way of example, the supply line 14 for introducing the gas under pressure into the inflatable wing 2 opens into the lower chamber 6B, and in the central part of said wing, preferably at a reduced distance from the leading edge 9 of said wing.

Figures 14 and 15 illustrate the inflation of the lower chamber 6B of the wing 2, prior to takeoff. The gas under inflation pressure is blown and distributed in the lower chamber 6B (arrows) until the wing 2 has the desired stiffness to allow takeoff. During this inflation phase, the lower chamber 6B can occupy all or almost all of the general volume delimited by the flexible walls of extrados 4 and intrados 5, thanks to the flexibility of the separating wall 7.

Exhaust ports 15 communicating the chambers 6A and 6B may be provided in the partition wall 7, near the trailing edge 16 of the wing 2 (Figure 14). These orifices make it possible to introduce, in the chamber 6A, at least a portion of the gaseous inflation fluid injected into the chamber 6B. Such an arrangement makes it possible to further promote the possibilities of inflating the chamber 6A, the gaseous inflation fluid (in addition to the air generated by the wind or the speed of flight which penetrates through the openings 12 of the leading edge) allowing to increase the inflation performance of the wing 2. Thanks to the presence of the communication ports 15, it also increases the synergy in the operation of the two wing inflation systems. In the take-off preparation phase, the air intake openings 12 are closed off by the non-return valves 13.

FIG. 16 illustrates the wing in a hovering situation, the admission of the gaseous inflation fluid into the chamber 6B being stopped. In this situation, the check valves 13 open under the effect of the force of the wind or the speed of flight and let the air into the chamber 6A through the air intake openings 12.

FIG. 17 shows the wing 2 in a flight situation according to which the two inflation systems are implemented concurrently, these two systems that complement each other and work in synergy by inflating the total inflation volume of said wing delimited by the canopies of extrados 4 and intrados 5.

It should be noted that, in the case where the inflatable wing 2 comprises two inflation chambers 6A and 6B, it is possible not to equip it with non-return valves 13 on the air inlet openings 12 , which makes it possible to clearly facilitate the manufacture of said wing, while preserving its proper inflation operation. Indeed, the presence of the separating wall 7 ensures the state of the chamber 6B sufficiently pressurized and deployed, without the need to use the check valves 13 to maintain the internal pressure of the wing. In a way, the separating wall 7 can compensate for the absence of the non-return valves 13.

The two embodiments of the invention described above are more specifically intended for aircraft whose translational movements are provided by a motorized thruster, for example constituted by a propeller, driven in rotation by a heat engine, or by a electric motor, or by a turbine engine, or by a turboprop, or by a reactor, or by a turbojet, the operation of which generates a stream or flow of gaseous fluid blown by said propellant, inside the volume 6 or the chamber 6B inflation of the wing, so as to achieve the inflation and maintenance in the inflated state of the latter, during flight.

The embodiment of the invention illustrated in FIGS. 18 to 23 differs from that shown in FIGS. 11 to 17 in that a valve or non-return valve 17 is mounted on the feed pipe 14. in gaseous inflating fluid, the inflation chambers 6A and 6B being also separated in a sealed manner by a separating flexible wall 7. This mode of implementation allows the inflation of the wing by means of an auxiliary inflation device, for example constituted by a bottle of gas tank (helium, nitrogen, hydrogen, ...) or by an air compressor.

Figures 21 and 22 show the inflation of the lower chamber 6B of the wing 2, prior to takeoff. The gas under inflation pressure is blown and distributed in the chamber 6B (according to arrows) until the wing has the desired stiffness or rigidity to allow take-off, after which the valve 17 is closed, so as to stop the admission of pressurized gas into the chamber 6B.

FIG. 23 shows the wing 2 in flight situation, the motorized thruster ensuring the translation of the aircraft being actuated or stopped, the non-return valve or valve 17 being closed.

In this situation, the pressurized gas contained in the lower chamber 6B maintains it in the inflated state, while the non-return valves 13 are open under the effect of the wind force and / or the speed of the flight and let the air into the upper chamber 6A through the openings 12 distributed along the leading edge 9 of the wing.

The two inflation systems can inflate the total inflation volume of the wing including the 6A and 6B chambers, these two systems complementing and working in synergy.

On the other hand, as for the mode of implementation illustrated by the figures

11 to 17, the inflation of the wing 2 by the relative wind that enters the air intake openings 12 is a vital safety in flight, it thus allows to inflate all or almost all the volume of the wing delimited by the extrados fabrics 4 and intrados 5 of the latter, in the case where the chamber 6B would deflate or could not be maintained in the inflated state, for example as a result of puncture of the intrados web.

The flexible and light inflatable wing or wing according to the invention is fixed to a rigid element of the driving position, preferably to the fuselage 18 of the apparatus, both by at least one rigid spacing element 19, for example constituted by a tubular column or a rigid mast, and by a plurality of flexible holding elements 20 of the type suspension or lift. These fastening elements have a length allowing to provide a sufficient distance between the driving station 1 and the inflatable wing 2.

The flying wing has at least one attachment pin 21, fixed to the driving position (fuselage or other), to receive the lines and risers 20. driving position 1, for example installed in a fuselage 18 can be mounted on a frame 22 provided with wheels 23 (Figure 2).

Furthermore, frame elements 24 and 25, for example made of light alloy or composite materials, can be fixed to the upper part of the carrier column 19 and are installed in the closed volume of inflation 6 of the wing, especially when it comprises a single inflation volume.

These frame members 24 and 25 (FIGS. 26 and 27) serve, among other things, to provide a semi-rigid structure to the inflatable wing, allowing it to cope with much greater flight conditions. difficult than those that are supported by conventional paragliding wings, while avoiding the risk of closures. In this way, the wing can evolve in flight conditions close to those of aircraft, especially in strong winds and rainy weather.

In addition, some of the frame members (frame members 25) also have the function of forming a contoured wing shape to the closed inflation volume 6, in the central part of the wing, which has the effect of: to facilitate the inflation of the whole of said closed inflation volume by guiding the movement of the flow of air or other gaseous fluid, to promote the maintenance of the profiled shape of the wing 2 as a whole, including its parts flexible, especially areas near its edge that tend to deform easily in a turbulent flight situation.

These frame members 24, 25 are mainly located in the central part of the wing 2; one of these elements consisting of a spar 24 may be placed longitudinally at the leading edge 9 of the wing, over a long length, while other frame members constituted by reinforcements 25 have the shape of an aircraft wing profile and are oriented transversely, from the leading edge 9 to the trailing edge of the inflatable wing. These reinforcing elements 25 are attached to the upper and lower canopies 5, respectively.

It should be emphasized that the frame members 24 and 25 have the function of providing, inter alia, a semi-rigid structure to the inflatable wing, and allow In this way, the inflatable wing 2 can work more effectively in compression thanks to the presence of the rigid carrier spacer element 19 which fixes it to the driving position 1, preferably to the fuselage 18 of the apparatus. The retractable spar 24 is positioned longitudinally and located close to the leading edge 9. Consequently, the retractable spar 24 makes it possible to compact the wing of the lateral ends towards its longitudinal center. Finally, the frame members 25 of the present invention have a streamlined shape of aircraft and are installed only in the central part of the wing 2, thus providing the profiled shape of the wing 2 in its middle without inflation, also facilitating the inflation of the whole of said closed inflation volume by guiding the movement of the flow of air or other gaseous fluid, while promoting the maintenance of the profiled shape of the entire wing 2, including at its flexible part, and above all allowing the inflatable wing 2 to work more effectively in compression in the presence of rigid carrier spacing element 19.

The spar 24 located at the leading edge of the wing may consist of three rigid parts, a tubular central portion 24a and two end portions 24b mounted with axial sliding ability in said central portion. The spar 24 thus has a variable length. This arrangement makes it possible, on the one hand, to have, in flight situation, a longitudinal member of great length, favoring the maintenance in all circumstances of the deployed form of the inflatable wing, and, on the other hand, to allow better compaction of the inflatable wing and to reduce the congestion of the latter, when the apparatus is not used.

However, for wings of reduced span, and for the sake of simplification of manufacture and application of the method, the spar 24 can be constituted of a single piece, having a shorter length but still sufficient to fulfill the functions of stiffening wing 2 and the maintenance of it in deployed state, in flight situation.

The piloting of the aircraft can be carried out by the combination of the following two actions: changing the plane of inclination of the wing 2, by changing the angular position of the rigid carrier spacer member 19 of said wing, relative to the vertical;

- Modification of the shape of the wing 2, acting on the leading and trailing edges of said wing, via the lines 20, as on a conventional paragliding wing.

The change of plane of inclination of the wing 2 allowing the piloting of the aircraft, can be obtained by a device as schematically illustrated in FIG. 24. According to the embodiment shown, the carrier spacing element rigid 19 of the wing 2 is connected to the frame 22 of the machine, via the fuselage 18, by a hinge type pivot 26 allowing it to pivot back and forth, above said fuselage and in the meaning of the length of it. The axis 27 of this pivot type articulation is parallel to the ground (when the aircraft is stationary) and perpendicular to the fuselage of the aircraft.

On the other hand, the lower part of the rigid carrier spacer element 19 is disposed between two stops 28a, 28b, judiciously placed in front of and behind said element, respectively, to limit the maximum amplitude of the angle of possible pivoting thereof around its axis of articulation 27. The positions of these two stops 28a, 28b can be adjustable by suitable mechanical means, known per se, so that it is possible to adjust at will maximum amplitude of the permitted pivot angle that can be made by the rigid carrier spacer element 19, as well as the position of the pivot angle relative to the vertical.

It is understood that by giving the possibility of the rigid carrier spacing member 19 to pivot back and forth, this amounts to giving the wing 2 the ability to also rock back and forth, the consequence of which is the variation of the angle of inclination of the plane of the wing 2 with respect to the horizontal, which is exploitable in the piloting process of the aircraft.

According to a very advantageous embodiment of the invention, at least a part of the current or gas flow generated by the operation of the device of propulsion or motorized thruster 3, is insufflated inside the inflatable wing 2 to ensure inflation and maintenance in the inflated state thereof.

Two types of embodiment of the aircraft with inflatable wing (s) according to the invention can be distinguished according to the direction and the direction of arrival of the gas blast in the closed volume 6 or in the chamber 6B of the wing 2, that is:

a first embodiment according to which the gaseous fluid breath has a descending vertical path and penetrates, from above, into the closed inflation volume 6 or into the chamber 6B of the inflatable wing 2 through an opening formed in the fabric upper or upper surface 4 of the latter, and, if necessary, through an underlying opening provided in the flexible dividing wall 7;

a second embodiment according to which the gaseous fluid breath has an ascending vertical path and penetrates, from below, into the closed inflation volume 6 or into the chamber 6B of the inflatable wing 2 through an opening formed in the lower canvas or intrados wall 5 of said inflatable wing.

It is conceivable that the surface of the wing 2, the degree of resistance and the strength of the canvas in which it is made, the power of the motorized thruster 3, are determined according to the total weight to be transported by air.

Exemplary embodiments based on the two aforementioned embodiments are described below.

According to the example illustrated in FIG. 1, the propulsion device 3 consists of a propeller driven in rotation by a motor 29, for example a heat engine, installed on the cockpit 1, for example on the fuselage 18, and coupled to said propeller via a transmission shaft 30. The latter can advantageously be housed in the support column 19, so as to prevent the rotating element formed by said transmission shaft 30 from coming into contact with each other, during operation, with the external environment. The propeller 3 is housed axially in a rigid tubular suction mouth 31 disposed in the central part of the inflatable wing 2 and passing through superimposed openings formed, respectively, in the upper fabric 4 and in the flexible separating fabric 7. tubular mouth opens into the lower inflation chamber 6B of the wing 2, and its function is to allow air flow down through the walls 4 and 7 of the wing. It is attached to the top of the carrier spacer 19 and to the canvases 4 and 7.

In take-off and hovering situations, the propeller or rotor 3 is positioned horizontally or approximately horizontally, like the main rotor of a conventional helicopter.

The motorized propeller 3 performs two functions simultaneously:

it creates a lift force causing an upward movement of the machine similar to that of a helicopter;

it is a source of production of a current or air flow for inflating the inflation chamber 6B of the inflatable wing 2 delimited by the separating webs 7 and lower 5; the air blast produced by the rotation of the propeller is directed into the inflation chamber 6B and penetrating into the latter, it ensures the inflation of the wing and thus gives it its wing-like shape. desired plane.

Most of the air blast generated by the rotation of the propeller 3 housed in the wing 2, is discharged directly downwards through an opening 32 formed in the central part of the lower fabric 5, below. said helix, and whose diameter for example corresponds approximately to the diameter of the surface described by the blades of the helix, being preferably slightly smaller than the latter.

Advantageously, this central opening 32 may be equipped with a device (not shown) allowing its partial or total closure. This device can be constituted by a retractable flexible canvas or flap installed on the lower fabric 5, near the opening 32. The function of this device is to cover or temporarily close said opening, in the case where the aircraft is in a gliding situation with the engine stopped. Indeed, in this situation, the closing of the central opening 32 by means of a retractable flap has the advantage of increasing the total useful area of the intrados web 5 and the lift of the wing 2 and, consequently , improve all the performance of the latter.

The retractable flexible flap can be actuated by the pilot of the aircraft, for example by means of a control cable.

Before putting the powered thruster 3-29 back into operation, the pilot actuates the retractable flexible flap, so as to return the latter to its initial folded state, in order to open the opening 32 located below the propeller 3, so that said opening can perform its function when said motorized thruster 3-29 is in operation.

The other part of the air blast generated by the rotation of the propeller is blown into the inflation chamber 6B of the wing 2. The part of the air flow (shown by the arrows of FIGS. 14 to 17) having passed through the inflation chamber 6B of the wing 2, is then evacuated by exhaust apertures 33 judiciously provided in the lower fabric 5 of the wing 2, for example near the trailing edge and the ends thereof. ci (Figure 2). In addition to the function of evacuating the air, certain orifices 33 may also have the role of rejecting rainwater possibly entering the wing 2, during flight.

Note that the air used for inflating the wing 2 is then discharged at the lower surface thereof, through the exhaust ports 33, which generates a thrust force which also promotes the upward movement of the apparatus in synergy with the air suction process at the upper surface of the wing.

Furthermore, in order to create an additional horizontal thrust force, it is intended to mount a second motorized propeller 34 or a reactor, capable of translational movement of the aircraft, at the fuselage 18. This second motorized thruster 34 may be installed at the front of the fuselage 18 (Figure 29) or at the rear of said fuselage (Figure 2). According to this embodiment, it is understood that, thanks to the configuration of the aircraft in the form of a self-supporting inflatable flying wing, part of the air blast generated by the motorized propeller 3-29 is used to inflate the airfoil. profiled wing. In this way, the aircraft according to the invention can be compared to a helicopter with a very light aircraft wing: it combines the advantages of the helicopter and the airplane. On the other hand, it considerably reduces the disadvantages of these two types of aircraft, thanks to the very lightness of its inflatable wing 2, its much simpler and safer operating principle, and its flight technique comparable to that of the classic paragliding and much easier to approach.

On the other hand, it is preferable to apply this embodiment to aircraft having a wing 2 comprising two superimposed inflation chambers 6A and 6B able to be inflated by means of two inflation systems, concurrently or otherwise, in order to to obtain optimum efficiency in the operation of the wing. However, for reasons of simplification and ease of manufacture, the aircraft can also be designed with a wing provided with a single inflation volume 6, and having non-return valves 13, known per se, installed on the orifices. air intake 12 distributed along the leading edge 9.

FIGS. 3 and 4 illustrate an embodiment of the aircraft according to the invention in the form of an inflatable wing airplane, according to which the flow of gaseous fluid blown in by the second inflation system and ensuring the inflation of the volume 6 or the chamber 6B of said wing makes an upward vertical path.

In this case, the motorized thruster (propeller 3 or reactor) is positioned at the fuselage 18. When this motorized thruster is constituted by a propeller 3, it is preferably installed in front of said fuselage 18.

The motorized thruster thus installed is called to perform two simultaneous functions:

- A propulsion and thrust function, allowing the flight in translation, identical to that filled by the propulsion device of conventional aircraft; a source of current production or flow of gaseous fluid under pressure for inflating the closed inflation volume 6 of the wing 2, or the lower inflation chamber 6B delimited, respectively, by the upper and lower canvases 5 and 5, or by the lower canvases 5 and separator 7.

A gaseous fluid inlet mouth 35 is installed near and behind the thruster 3 (FIG. 4). This inlet mouth 35 whose function is to capture a part of the current or flow of gaseous fluid produced by the operation of said propellant, communicates with the closed inflation volume 6 or with the chamber 6B of the wing 2 via a duct comprising, for example, a semi-rigid gas duct 14 connected to a supporting tubular column 19 which opens into said inflation volume 6 or into the chamber 6B after passing through the lower fabric 5.

In the case where the carrier column 19 is constituted by a rigid axis, the gas conduit 14 can directly convey the gaseous fluid in said inflation volume or in the chamber 6B after passing through the lower fabric 5. This gas conduit may have a semi-rigid structure, and for this purpose, be made with canvas combined with rigid frame elements which serve to give the desired shape to said gas duct.

It is understood that the air or other gaseous fluid captured by the inlet mouth 35 is then conveyed in the gas line 14, then in the carrier column 19 constituting the rigid holding element, before opening into the closed volume 6 or in the lower chamber 6B, ensuring the inflation of the wing to give it the desired wing shape aircraft.

The air duct or other gaseous fluid constituted by the duct 14 and, possibly, by the carrier column 19, may be provided with orifices (not shown), in its lowest part, in order to allow the evacuation of the rain water or other liquid possibly infiltrated into said conduit.

The inlet mouth 35 of the pipe 14-19 may have an adjustable section.

The exhaust ports 33 judiciously distributed in the surface of the lower fabric 5 of the wing 2 allow the evacuation of excess air or other gaseous fluid blown into the inflatable volume 6 or into the inflatable chamber 6B, by the action of the motorized thruster 3.

According to this embodiment, the carrier column 19 serves two functions:

- It is a frame member for fixing the flexible wing 2 above and away from the fuselage 18;

it provides, over part of its path, the flow of air or other gaseous fluid blown by the motorized thruster 3, to the closed inflating volume 6 or to the chamber 6B of the wing 2, according to the conformation thereof.

Thus, according to this embodiment, a portion of the gas breath generated by the motorized thruster 3 is used to inflate the profiled wing 2 fixed above the fuselage 18. In this way, the device thus configured is similar to an airplane with a very light wing. Compared to a conventional airplane (rigid wing), it has the following advantages: - to be much lighter, to consume less fuel, to be easier to manufacture and, consequently, to be less expensive, to be much easier to fly (close paragliding control) and offers increased safety in case of accident, thanks to its ability to glide easily.

According to this embodiment, it is also preferable to use an inflatable wing 2 consisting of two inflation chambers 6A and 6B, in order to obtain maximum efficiency in the operation of the wing 2. However, for reasons of simplification and ease of manufacture, the aircraft can also be designed with an inflatable wing 2 provided with a single inflation volume 6, and having check valves 13 installed on the air inlet ports 12 distributed on the along the leading edge 9 as described above.

In order to prevent the rotating members of the motorized thruster, such as a rotary propeller, from accidentally coming into contact with a component part of the inflatable wing 2 (such as lines or wings), a cage or safety net 36 can be arranged around these rotating members (Figures 2 and 29). To allow the pivoting movements from front to back and vice versa of the carrier column 19 necessary for piloting the aircraft, for example by means of the pivot type link described above, at least one connecting portion 14a of the line 14 for recovering and conveying the gaseous inflation fluid to the rigid carrier column or other rigid carrier spacer element 19, is made of a flexible material allowing, on the one hand, angular movements of said spacer element by relative to said pipe 14 and, secondly, a limited degree of freedom, in particular vertical, of the inflatable wing 2 with respect to the rigid holding element 19. For example, the ends of the pipe 14 made in a rigid material and the rigid holding member 19, can be connected by a flexible tubular connector 14a. Similarly a second flexible tubular connection 14a can connect the rigid holding member 19 to the flexible wing 2, in order to offer the latter the possibility of moving freely, in particular in a vertical movement (up and down), by relative to the rigid holding member 19, but in a limited manner. Indeed, the rigid carrier spacer element 19 must both rigidly connect the flexible wing 2 to the fuselage 18, while allowing a limited freedom of movement, including the vertical one. This limited freedom of movement of the flexible wing 2 with respect to the fuselage 19 and with respect to the rigid carrier spacer element 19, has the function of allowing an optimal operation of the wing 2, being recalled that said wing is connected to the fuselage 18 of the apparatus both by said rigid carrier spacing member, and by flexible holding members 20 of the type hangers or elevators. In the flight phase, the two fastening elements, namely the rigid carrier spacing element 19 and the lines and risers, have the function of receiving and distributing the tensile forces related to the weight of the aircraft that must support the wing, these two fasteners operating in a synergistic and complementary manner. Indeed, the lines 20 are fixed and distributed over the entire surface of the lower surface of the wing 2, and thus advantageously distribute the traction forces to the entire surface of the lower surface of said wing.

Thus, according to a characteristic arrangement of the invention, by adopting an embodiment according to which the rigid holding element 19 offers a limited degree of freedom of movement between the flexible wing 2 and said spacer element rigid carrier 19, in particular the vertical movement, all the lines can operate effectively in their operation in tension, in flight situation. Similarly, still in flight situation, the rigid carrier spacer element 19 being also connected to the wing 2, therefore also supports a part of the totality of the traction forces. It is thus understood that the flexible wing 2, while being integral with the fuselage 18, has a certain freedom of movement with respect thereto, thanks, on the one hand, to the existence of the pivot-type connection 26 between the rigid carrier spacing element 19 and the fuselage 18, and secondly, thanks to the specific connection between said rigid carrier spacing element 19 and the wing 2 in which the latter has a limited ability to move by relative to said rigid carrier spacer member 19, particularly in a direction parallel to the axis of said member, i.e., substantially in the vertical direction.

FIG. 24 and, especially FIG. 25, illustrate, schematically, an example of an arrangement making it possible to confer a freedom of movement of limited amplitude of the wing 2 with respect to the top of the carrier column 19, in particular in a direction parallel to the axis of the latter.

In order to achieve the specific connection between the rigid holding member 19 and the wing 2 according to which the latter has a limited possibility of moving relative to said rigid spacing element 19, the latter is provided at its upper part with two superposed rings 37a and 37b inside which is inserted a secondary holding shaft 39. The secondary holding axis 39 acts as an intermediate link between the rigid spacer 19 and the wing 2, and its presence contributes to obtaining the limited freedom of movement between said rigid spacing element 19 and said wing 2. The secondary holding axis 39 has two stops 39a, 39b, the stopper 39a prevents it from descending through the rings 37a and 37b, while the stopper 39b keeps it secured to the upper part of the rigid spacer 19, so that the secondary holding shaft 39 is secured to of the el ment of rigid spacer 19 and can not move away slightly, by the positioning of two superimposed rings 37a, 37b, which are placed between the two stops stop 39a, 39b. This provision allows the secondary support shaft 39 to be held integral above the rigid spacer 19, while having a freedom of movement (upward and downward) relative thereto.

This arrangement also allows the secondary axis 39 supporting the wing 2 and, therefore, the latter, inclination movements of limited amplitude, in all directions, with respect to the rigid spacer 19.

Furthermore, the secondary holding axis 39 is connected to the inflatable wing 2 by means of a pivot type connection 38 with a longitudinal frame element 24, which frame element 24 is fixed to the flexible wing 2.

This pivot connection 38 is situated in the median part of the flexible wing 2, close to its leading edge 9. The system consisting of the two rigid connecting elements 19 and 39 and the particular arrangement of the latter make it possible to on the one hand, to maintain the wing 2 above and away from the fuselage 18, when the aircraft is on the ground, and on the other hand, to give the inflatable wing 2 all the freedom of movement necessary for its optimal operation in flight phase.

It is understood that it is the length between the two abutments 39a and 39b on the one hand, and the length between the two rings 37a and 37b and the respective diameters of the latter on the other hand, which define the freedom of movement (ascending or downward) allowed to the wing 2 relative to the rigid spacer 19 and the limits of this freedom of movement. It should be noted that on the ground, when the aircraft is at rest, the lines and risers 20 are also at rest, not being stretched by any traction force: the flexible wing 2 is then supported only by the rigid spacing element 19 which supports it completely, via the secondary holding axis 39.

Meanwhile, the presence of the carrier spacing device 19-39 of the flexible wing 2 offers it the possibility of working in compression, which is not the case of paragliding wings which are only fixed by elements flexible type hangers and risers. The aircraft has at least one attachment axis 21, fixed to the driving position 1 (fuselage or other) as indicated above, to receive the lines and lifts 20 and allow to fix and distribute them over a wide and a wide range. more or less important attachment surface. In addition, the choice of materials to manufacture the attachment shafts 21 must make it possible to achieve a gradual increase in the flexibility of the attachment shafts 21 as the hooking points of the lines laterally move away. of the fuselage, so that the wing 2 which is fixed to the attachment axes 21 via the lines and risers 20, has a greater flexibility of upward movement at its two lateral ends, which lateral ends of the wing 2 then have the ability to curl slightly to the sky, especially in cornering situation, which will improve all the stability of the wing in the different phases of flight. In other words, the attachment axis 21 or each attachment axis 21 having an elastic bending capacity has a degree of flexibility increasing towards its or each end (s) free (s) so as to thus present one or more end portions 21a deformable (s) elastically.

FIG. 28 shows an aircraft made in the form of a biplane device comprising two planes of lift and, more specifically, two inflatable wings 2A, 2B made in the manner previously indicated, with the aim of increasing the surface of the wing, in particular in the case of a high flying total weight.

These inflatable wings 2A and 2B are offset relative to each other, vertically and in the longitudinal direction.

An air intake opening 35 is installed near and behind the motorized thruster 3.

Part of the air or other gaseous fluid blown into the mouth 35 by the action of the motorized thruster 3 is conveyed to the inflation volume of the wing 2A via a conduit comprising, for example, a line 14A and a carrier column 19A connected to said conduit, and another portion of the air or other gaseous fluid blown into said mouth is conveyed to inflation of the wing 2B through a conduit comprising, for example, a branch 14B connected to the line 14A and a carrier column 19B connected to said branch.

Still with the aim of increasing the surface area of the wing of the aircraft, it is also possible to produce a device of the biplane type comprising an inflatable wing 2A which can be deployed and maintained in a deployed situation by a current or air flow. or other gaseous fluid injected from above into the inflating volume of said wing, and an inflatable wing 2B which can be inflated and maintained in a swollen position by a stream or air flow or other gaseous fluid blown from below into the volume inflating said wing 2B (Figure 29). These two wings 2A, 2B may have a configuration identical to that of the different embodiments of the wing 2 previously described and illustrated by the figures of the drawings; they are simply adapted, in their central part, to the type of motorized thruster used to perform their inflation.

According to the exemplary embodiment illustrated, the inflation of the wing 2A is provided by a method and a device similar to those previously described in connection with FIGS. 1 and 2, whereas the inflation of the wing 2B is obtained by the implementation of a method and a device according to which a portion of the current or air flow generated by the operation of the motorized thruster 3 is conveyed to the air intake opening of the second inflatable wing 2B via a conduit comprising, for example, a line 14C whose inlet mouth 35A is disposed near and below the motorized thruster 3 and a carrier column 19C connecting the fuselage 18 and said second inflatable wing to which said pipe is connected.

FIG. 30 shows an aircraft made in the form of a paramotor, using the inflatable wing 2 provided with two inflating chambers 6A and 6B, the inflation of the chamber 6B being carried out by a part of the stream or flow of gaseous fluid blown by the propellant motorized 3 of the aircraft, the inflatable wing 2 being connected to the driving position 1, for example to the fuselage 18, only by flexible holding elements of the kind suspension and lift 20, the air intake openings 12 n 'being not equipped with check valves 13, the wing inflatable 2 having no stiffening element, communication orifices 15 being formed in the partition wall 7, preferably near the trailing edge (16) to allow to inject a portion of the gaseous fluid into the first chamber of inflation (6A), the gaseous fluid having previously passed through the second inflation chamber (6B).

The applications of the method and the aircraft according to the invention are numerous and varied.

This aircraft may constitute a new means of air transport of persons and / or goods, using natural winds. In addition, he may in particular:

- be executed in the form of remotely controlled aircraft (eg for the transport of goods), which eliminates the risk of bodily injury, with a reduced cost of transport;

- be arranged to constitute a surveillance zone;

- find applications in the field of aerospace activities, for example: transport of satellites;

to be applied in the field of model aircraft;

- be the subject of various applications in the field of leisure.

Claims

1. Method of locomotion applicable to a multipurpose aircraft comprising, on the one hand, at least one cockpit (1) equipped with at least one motorized thruster (3) capable of providing an overhead movement of said aircraft and, d on the other hand, at least one inflatable flexible wing (2), comprising an upper fabric or flexible upper surface (4) and a lower fabric or flexible lower surface (5) delimiting an inflatable volume (6) and defining, together, in a deployment situation, a leading edge or leading edge (9) and a trailing edge or trailing edge (16), characterized in that inflating and maintaining the inflatable wing in the inflated state ( 2) are obtained by the implementation, concurrently or successively, of two different inflation systems, ie a first inflation system using a device or arrangement for blowing a gas under pressure in all or in only a part of the volume. inflatable (6) of the wing (2 ), and a second inflation system using the air intake, in flight situation, in all or only part of said inflatable volume, through air inlet openings (12), provided along the leading edge (9) of said wing and opening into the inflatable volume thereof.

2. A multipurpose aircraft of the type comprising, on the one hand, at least one cockpit (1) equipped with at least one motorized thruster (3) capable of providing an overhead movement of said aircraft, and, on the other hand, at least one inflatable flexible wing (2) comprising an upper fabric or flexible upper surface (4) and a lower fabric or flexible lower surface (5) defining, together, an inflatable volume (6) and defining, in a position deployment device, a leading edge (9) and a trailing edge (16), characterized in that it is arranged to authorize the implementation, concurrently or successively, of two separate inflation systems, said aircraft comprising, for this purpose, on the one hand, a device or an arrangement for blowing a pressurized gas into all or only a part of the inflatable volume (6) of the wing, and, on the other hand, openings of air inlets (12) distributed along the leading edge (9) of the wing and opening into the inflatable volume thereof to allow the admission of air in all or only part of said inflatable volume, in flight situation.

3. Method according to claim 1, wherein the pressurized gas or the inflation air is admitted into the entire inflatable volume (6) of the airfoil (2) and the air inlet openings (12). are provided with non-return valves (13).

4. A method according to claim 1, applicable to an aircraft whose total inflation volume comprises a first chamber (6A) and a second chamber (6B) of inflation, superimposed and separated by a web or flexible intermediate wall (7), the inflating said first chamber (6A) being obtained by admission of air through the openings (12) distributed along the leading edge (9) of the wing (2), and provided or not with a valve return (13), while the inflation of said second chamber (6B) is obtained by means of a gas under pressure, characterized in that the inflation of said inflation volume (6) or said second inflation chamber (6B) is achieved by insufflation:

a compressed gas (for example: helium, hydrogen, nitrogen, compressed air) enclosed in a bottle or in a tank;

or compressed air supplied by a compressor;

or a current or flow of gaseous fluid blown by the motorized propulsion unit (3) of the aircraft.

5. Method according to any one of claims 1, 3 or 4, characterized in that one inflates the inflatable volume (6) or the second inflating chamber (6B) of the inflatable wing (2). by means of a part of a current or downward flow produced by a motorized propeller (3) installed in the central part of said inflatable wing (2).

6. Method according to any one of claims 1 or 3 to 5, characterized in that the air or the gaseous fluid blown into the inflatable volume (6) of the wing (2) is discharged through exhaust ports (33) arranged in the canvas lower (5) of said wing, preferably in the vicinity of the trailing edge thereof.

7. Method according to any one of claims 3 to 6, characterized in that at least a portion of the gaseous fluid blown into the second inflation chamber (6B) of the wing (2), is blown into the first chamber of inflating (6A) via communication orifices (15) formed in the separating wall (7), preferably close to the trailing edge (16) of said wing.

8. Multi-purpose aircraft according to claim 2, comprising a single inflation volume (6), characterized in that the air inlet openings (12) are provided with non-return valves (13).

9. A multi-purpose aircraft according to claim 2, characterized in that the wing (2) comprises an intermediate web or intermediate flexible wall (7) disposed between the flexible upper surface (4) and the flexible inner wall (5). , so that the total inflatable volume consists of two superimposed inflating chambers with variable capacity, ie a first inflation chamber (6A) in which the air inlet openings (12) open along the edge attack (9) of the wing (2) and whether or not provided with non-return valves (13), and a second inflation chamber (6B), preferably disposed below said first chamber (6A), and in which opens the pipe (14) for admission of gas under pressure.

10. Multipurpose aircraft according to one of claims 2 or 9, characterized in that the lower fabric or flexible inner wall (5) of the inflatable wing (2) is provided with exhaust ports (33), preferably near the trailing edge (16) of said wing.

11. Multipurpose aircraft according to one of claims 9 or 10, characterized in that orifices (15) communicating the second inflation chamber (6B) and the first inflation chamber (6A) are formed in the separating wall ( 7), preferably near the trailing edge (16) of the wing (2).

12. Multi-purpose aircraft according to any one of claims 2 or 8 to 11, characterized in that the motorized thruster fitted to said aircraft is constituted by a propeller (3), or by a turbine engine, or by a turboprop or by a reactor or by a turbojet, the operation of which generates a stream or flow of gaseous fluid and said aircraft comprises an arrangement for recovering and blowing at least a portion of the stream or flow of gaseous fluid blown by said propellant, within the inflating volume (6) or the second inflatable chamber (6B) of the inflatable airfoil (2).

13. Multipurpose aircraft according to any one of claims 2 or 8 to 12, characterized in that it is equipped or arranged to be equipped with a cylinder or tank of pressurized gas (compressed air, nitrogen, helium, hydrogen, ...) for inflating the inflation volume (6) or the second inflating chamber (6B) of the inflatable wing (2).

14. Multi-purpose aircraft according to one of claims 2 or 8 to 13, characterized in that the inflatable flexible wing (2) is connected to the driving position (1), for example to the fuselage (18) of said aircraft, on the one hand, by a rigid spacing member (19), for example constituted by a tubular column or a rigid mast, for maintaining said wing above and away from said driving position, and, secondly, by flexible holding elements, for example of the kind suspension and lift (20).

15. Multi-purpose aircraft according to claim 14, characterized in that said rigid spacer element (19) is connected to the chassis (22) or to the fuselage (18) of said aircraft via a hinge (26-27). allowing pivoting of said rigid spacer (19) from front to rear and vice versa, stops (28a, 28b) limiting the amplitude of the pivoting.

16. Multi-purpose aircraft according to one of claims 14 or 15, characterized in that the rigid spacer (19) is attached to the wing (2) by means (37a, 37b, 39, 39a, 39b) allowing a movement of limited amplitude of said wing, relative to the top of said rigid spacer, in a direction parallel to the axis of the latter.

Multipurpose aircraft according to one of Claims 14 to 15, characterized in that the rigid spacer (19) is connected to the wing (2) via a secondary axis (39) and means (37a, 37b, 39a, 39b) permitting inclination movements of limited amplitude of said secondary axis (39) and, therefore, of the wing (2), in all directions, relative to said element of rigid spacing (19).

18. Multi-purpose aircraft according to any one of claims 14 to 17, characterized in that the spacing device (19, 37a, 37b, 39, 39a, 39b) is connected to the wing by means of a hinge (38). ).

19. A multi-purpose aircraft according to any one of claims 14 to 18, characterized in that the fuselage (18) is provided with at least one axis (21) for hooking the lines and risers (20).

20. Multi-purpose aircraft according to claim 19, characterized in that the attachment axis (21) or each attachment axis (21) is provided with an elastic bending capacity and has a degree of flexibility increasing in the direction of its or each end (s) free (s), so to include one or more end portions (21 a) elastically deformable (s).

21. Multi-purpose aircraft according to any one of claims 14 to 20, characterized in that the stops (28a, 28b) have an adjustable position, so as to allow adjustment of the amplitude of the pivoting of the spacer element rigid (19).

22. Multi-purpose aircraft according to any one of claims 2 or 8 to 21, characterized in that the motorized thruster (3) is constituted by a propeller capable of translational displacement of said aircraft, this propeller being rotated by a heat engine (29), or an electric motor, or a turbine engine, or a turboprop or a reactor or a turbojet, located at the cockpit (1), a conduit (14-19) provided an inlet mouth (35) disposed near and behind said motorized thruster (3) and an end passing through the lower web (5) of the inflatable wing (2) and opening into the second volume (6B) of the latter, ensures the recovery of part of the current or flow of ascending gaseous fluid blown by said motorized thruster (3) and its insufflation in said inflation volume.

23. A multi-purpose aircraft according to any one of claims 14 to 22, characterized in that the rigid support column (19) connecting the fuselage (18) and the inflatable wing (2) of said aircraft constitutes a section of the duct (14- 19) for recovering and conveying the gaseous inflation fluid.

24. Multi-purpose aircraft according to one of claims 22 or 23, characterized in that at least the connecting portion (14a) of the pipe (14) for collecting and conveying the gaseous inflating fluid to the inflatable wing ( 2), is made of a flexible material allowing angular movements and upward and downward movements of said wing (2), with respect to said spacer element (19).

25. Multi-purpose aircraft according to any one of claims 8 to 21, characterized in that the motorized thruster (3) is constituted by a propeller capable of ensuring the upward and downward movement of said aircraft and disposed in a suction port ( 31) passing through the upper web (4) and the separating web (7) of the inflatable wing (2) and opening into the second inflating chamber (6B) thereof, the lower web (5) of said inflatable wing ( 2) delimiting said second inflation chamber (6) being provided, in its central part, with an opening (32) disposed below said propeller (3) to allow the downward evacuation of the part of the blast. air that is not blown into said second inflation chamber (6B).

26. Multi-purpose aircraft according to claim 25, characterized in that a retractable flexible canvas or flap is fixed on the lower fabric (5) of the wing (2) close to the central opening (32), to allow the partial or complete closure of said opening (32) during gliding.

27. Multipurpose aircraft according to one of claims 25 or 26, characterized in that the rotational drive of the propeller (3) is provided by a motor (29) installed at the fuselage (18) of said aircraft and connected said propeller (3) by a transmission shaft (30) preferably housed in a tubular column (19) connecting the inflatable wing (2) and the driving position (1) of the machine.

28. Multipurpose aircraft according to one of claims 2 or 8, characterized in that the upper webs (4) and lower (5) delimiting the inflation volume (6) of the inflatable wing (2) are interconnected by flexible transverse separation elements (8) spaced apart, these elements having the shape of an aircraft wing profile and having orifices (1 1) allowing the displacement of the gaseous fluid in the assembly of said first closed inflation volume (6) of said inflatable wing.

29. Multi-purpose aircraft according to any one of claims 9 to 28, characterized in that, on the one hand, the extrados wall (4) and the separating wall (7) delimiting the first inflation chamber (6A) and on the other hand, said separating wall (7) and the intrados wall (5) delimiting the second inflation chamber (6B) are connected to each other by flexible transverse separating elements (8a, 8b) allowing to constitute a plurality of inflatable caissons juxtaposed inside the two superimposed chambers (6A, 6B) of the inflatable wing (2), and communicating with each other through orifices (11a, 11b) provided in said separating elements .

30. Multi-purpose aircraft according to any one of claims 2 or 7 to 29, characterized in that the inflatable airfoil (2) comprises a spar (24) installed longitudinally, near the leading edge (9) of the wing inflatable.

31. Multi-purpose aircraft according to claim 30, characterized in that the spar (24) has a variable length, said spar comprising, for example, a fixed tubular central portion (24a) and two end portions (24b) mounted with a axial sliding ability in said central portion.

32. A multi-purpose aircraft according to any one of claims 2 or 8 to 31, characterized in that the inflatable wing (2) comprises transversely oriented armatures (25), from the leading edge (9) to the trailing edge ( 16) of the inflatable wing (2), these elements having the shape of an aircraft wing profile and being fixed to the upper (4) and lower (5) webs, respectively.

33. Multi-purpose aircraft according to any one of claims 2 or 8 to 32, characterized in that it is equipped, at its fuselage (18), a second propulsion device (30) for producing a force additional thrust, the second propulsion device being for example constituted by a motorized propeller or by a reactor capable of ensuring the displacement in translation of the aircraft.

34. Multipurpose aircraft according to any one of claims 2 or 8 to 33, characterized in that the gaseous fluid duct (14-19) is provided with orifices, in its lowest part, to allow evacuation. rainwater or other liquid possibly infiltrated into said conduit.

35. Multi-purpose aircraft according to any one of claims 2 or 8 to 15, or 19 and 20, or 22, or 24 to 26, or 28 to 34, characterized in that the inflatable wing (2) is connected to the station driving (1), for example to the fuselage (18), by flexible holding elements of the kind suspension and lift (20), the inflatable wing (2) being provided with two inflation chambers (6A) and (6B) , the inflation of the chamber (6B) being effected by a part of the current or flow of gaseous fluid blown by the motorized propulsion unit (3) of the aircraft, the air intake openings (12) being devoid of anti-air valves -return (13), communication orifices (15) being formed in the partition wall (7), preferably near the trailing edge (16) to allow to inject a portion of the gaseous fluid into the first inflation chamber (6A), the gaseous fluid having previously passed through the second inflation chamber (6B).