ES2420229A2 - Biaeronave of passengers with take-off and landing capacity among themselves and with operational safety and rescue systems in flight. (Machine-translation by Google Translate, not legally binding) - Google Patents

Abstract

The invention relates to a passenger aircraft formed by two independent aircraft that correspond and work together, one aircraft being coupled to the top of its other aircraft, and in both its forms, dimensions and arrangement of flight elements. They comprise each other forming the aircraft (also called biaeronave), which may proceed to the maneuver of takeoff of its upper plane on the lower one in flight, for emergency or transfer. There are planned versions. Where the wings of the upper plane are hidden in its fuselage and another where they are hidden inside the wings of the lower plane. Where the upper plane is able to land on the lower plane and this one to receive it. Where both planes have mobile spaces to transfer passengers between planes. Where both airplanes present airbags for safety, splashdown. And where airplanes and aircraft in general are trained with vertical propulsion. (Machine-translation by Google Translate, not legally binding)

Description

Biaeronave of passengers with ability to take off and land with each other and with safety and rescue systems operating in flight.

Technical sector

The invention focuses on the aeronautical technical sector, more specifically in relation to the design and manufacture of aircraft and their safety systems.

State of the art

Currently, numerous aircraft are known for the transport of passengers, in all of them their design and construction is based on a fuselage where inside it contains the ID card, which includes the cockpit, the passenger compartment, cargo holds and service compartments. And to this fuselage the support elements such as the wings and the tail empanaje are fixed, and the thrust elements such as the engines, resulting in an aircraft formed in a unique structure.

These aircraft have the disadvantage of not having security systems and rescue of people, operating in flight; for various emergency situations that may arise in full flight.

Explanation

It would be desirable and important to design and carry out an aircraft for the transport of passengers which was provided with some means and / or safety and rescue that was operational in full flight, with which to protect and safeguard the lives of its occupants in hypothetical cases of various emergency situations that may arise, and thus, avoid the misfortunes caused by air accidents and the problems and consequences derived therefrom; as well as with new flight transfer systems; and with additional flight systems.

In this regard, it is intended to resolve with the present invention.

The present invention relates to a new passenger aircraft called as biaeronave or biavión (for less complexity of its mention in the memory it will be named as aircraft) designed and built in two independent airplanes by which it is formed and divided in turn ; to its systems and procedures of separation and union of both planes in flight; to their formation; to your security systems; and its new flight system.

Beginning in its main version, this aircraft intended for passenger transport consists of two airplanes with flight capacity

independent, which are incorporated and the main compartments are distributed.

First there is the plane that houses the passenger compartment inside, which has compartments that house large parachutes, located at the top of its fuselage. This aircraft is attached and fixed to its corresponding second plane by the top of the fuselage of the latter, which houses inside the cargo holds, service compartments, and an ejection capsule with a parachute inside its cockpit.

Both planes are coupled and fixed by means of support and support devices respectively and fixing, provided for that purpose on the faces of the respective planes, as they are communicated by means of gates, and connected their systems by means of connection splices, provided on said faces.

These aircraft that make up the aircraft have been conceived and realized in terms of shapes, dimensions and spaces, in terms of the arrangement of their flight elements and in terms of their technical characteristics and systems, to form between the two when the passenger aircraft is linked and connected to each other, which is driven and governed by the joint work provided by the main flight elements of both planes, or failing that, by the independent work provided by the aircraft that serves from base to the plane that houses inside the passenger cabin.

This passenger aircraft has been carried out according to the description, so that it can perform the operation of dividing and separating into two independent airplanes, whenever it is required in flight and especially when emergency situations arise.

This will be possible when the aircraft is constituted in two built-in airplanes, and for this, the airplane that integrates the passenger compartment (which can be called as a safety aircraft) will perform the take-off maneuver on the aircraft in which it is attached (which can be referred to as a base plane). This maneuver can be carried out because this safety aircraft is located forming the upper part of the two, working together with the base plane, and because it incorporates systems that perform the function of making the work provided by its flight elements independent , and that liberalize the subjection between both planes. In this way and by executing them, the maneuver will be taken from the cockpit of this safety aircraft, which will be possible at any moment of flight due to the existing lift, and that once carried out, both planes will remain in independent flight.

In this way and through the safety plane, the possibility is offered to passengers leaving the aircraft, in hypothetical cases of various emergency situations that may arise in flight, thus creating and providing a safety and rescue system for passengers. passengers, or failing that, a new flight transfer system for them; allowing to eliminate the problems indicated.

This passenger aircraft is accompanied by other types of security systems.

On the one hand, the security plane carries large parachutes in compartments located at the top of its fuselage, designed and made as a security system for emergency situations when this plane flies alone and which have ability to stop this safety plane in emergency descent and to provide an auxiliary deceleration of it.

These parachutes may also be applied in certain emergency situations, in which it is the aircraft.

And on the other hand, the base plane has an ejection capsule with a parachute inside its cockpit, with room inside for its pilots. This capsule has been conceived and realized as a safety system and means of expulsion for this crew, in certain emergency situations. To do this, this operation will be carried out by means of a hatch that is placed at the top of your cockpit, but it can only be carried out if the safety aircraft has made the take-off maneuver on this base plane.

Of everything described and by the observation of the figures; In an airliner carried out in accordance with the invention, the advantage arises that it can carry out the eviction of its passengers in flight by means of the security aircraft created for this purpose, if so required in an emergency situation caused by an technical or mechanical problem on the base plane, or if, on the other hand, problems outside the plane were recorded, such as an attempt to manipulate navigation and / or destabilize its trajectory, thereby repealing its proper functioning.

If there is a technical and / or mechanical problem on the safety plane or any damage or injury is attempted (such as those mentioned above), it will not perform the take-off maneuver, since the base plane will obtain sufficient flight capacity for both aircraft and from which the aircraft will be governed.

Another advantage to highlight among the multiple that this passenger aircraft has, is deduced from the essential characteristic of it. This advantage is presented by being able to divide and separate the passenger aircraft into two independent airplanes, in this way, each of which will always be able to put different directions at a specific flight point, if required.

We also observe another advantage in this supposed situation, if some of the corresponding aircraft that make up the aircraft originate a small technical or mechanical problem, they can always be separated from each other in flight to free themselves of weights, loads ..., governing both more easily and less risk.

In a second version, this type of aircraft is presented with the following characteristic. The plane with the passenger cabin (safety plane) of the aircraft, has its mobile wings and with the ability to deploy and fold them inside its fuselage, both to allow the aircraft to fly only with the wings of the plane where This is coupled (base plane), as to make possible the construction of this type of aircraft with dimensions smaller than those required, since it requires special dimensions.

In a third version, this type of aircraft is presented with the following characteristics. The base plane has the capacity to receive security aircraft type aircraft and enable them to land in full flight at the top. Like the safety plane, it is presented with the capacity to perform said action of landing on the base plane in full flight.

and within this version, apart from being able to perform the take-off and landing action in flight, the security plane and the base plane are presented with independent mobile habitats for passengers, in order to transfer the flight ticket.

In a fourth version, this type of aircraft is presented with other characteristics, where the aircraft (in safety aircraft and in base aircraft) is arranged with airbags (indoor and outdoor) against impacts, and with the ability to perform grounding maneuvers.

In a fifth version, the aircraft meets another feature. This aircraft is presented with new wings composed of double independent alar set, which are the alar set of the safety aircraft that is available with mobility and the alar set of the base plane that is provided with housings, in both its shapes and dimensions are understood with each other in order to merge and form a single wing assembly with its ability to divide and with its ability to divide form two independent wing assemblies (each in and for your plane). To do this, get the aircraft to fly with a single alar set.

In addition, it has been created with regard to the main version and the second version as a different option. That is, in the main version the safety plane is presented with its fixed wings, while in the second version these wings are arranged with mobility and fold back into a compartment inside its fuselage. Well, as a counterpart in the main version the wings of the security plane are always in flight position which generates greater resistance, just as in the second version the wings of the security plane are housed inside its fuselage which causes Less space inside. So, if these versions do not interest these versions or in order to remedy these deficiencies, the wings not being in flight position if at that time its use is not necessary, nor inside the fuselage when it is not If the work they provide is necessary, this system is presented in this new aircraft, explained in the following.

The present invention relates to new wings for the security plane and for the base plane, where the wings of the security plane are arranged with mobility to join the wings of the base plane and these are arranged with the ability to receive and locate them inside to form a single alar set for the passenger aircraft, in which its forms and flight elements (of both wing sets) understand each other and which is enabled to proceed with the separation of both sets wings that form it when needed.

For this, the wings of the security plane are presented with mobility in their union with their fuselage by means of a series of mechanisms with which they perform ascending and descending movements thus varying their position, and their location for when they are not necessary is placed above the wings of the base plane more exactly on the upper face (extradós) in the three quarters of the upper capacity of its entire length Where the wings of the security plane are attached to them by their lower face (intrados) they introduce the lower half of their total volume of the entire length into said inner housing of the wings of the base plane, accessing the upper surface of these than their Once it works as a floodgate.

Said faces of both wings (upper wings wings of the base plane and lower faces wings of the security plane) are understood and understood perfectly in terms of shapes, dimensions, etc., reciprocally, as well as the interior of the wing housings of the base plane correspond to the volume of the wings of the security plane that are housed inside, for once joined they merge forming a single alar set (left wing and right wing) that will be when both planes (safety plane and plane base) are united forming the passenger aircraft.

These wings are presented curvilinearly starting from the fuselage with the positive dihedral, (which can be in any other way, will depend on the characteristics of the aircraft).

The tail plane of the base plane is composed of double folding horizontal mobile stabilizer on each side of the fuselage with their respective vertical stabilizers. While in the lower front part of the fuselage of the base plane are installed small oblique stabilizers that leave the interior of the fuselage when necessary. To do this, establish stability control over the separation between wings.

All the main and necessary elements of the wings of both planes that compose it are prepared to act independently or together depending on their situation thanks to two centrals and the systems that assist them and that are inside the wings as well as in both fuselages, always interconnected.

When the two planes (safety aircraft and base aircraft) are united forming the aircraft, the wings of both remain united and fixed between them forming a single alar set (as explained above) to the service of the aircraft. In this way, the advantage is observed that when the wings of the safety plane are joined with the wings of the base plane, that extra resistance that generates the double alar set permanently separated is eliminated, as well as the advantage that it is no longer necessary the compartment inside the security plane to hide its wings, with the consequent free space that this leaves.

And in this way the indicated problems are eliminated.

In a sixth version, the aircraft is presented with the latest feature, where the wings of the safety plane and the wings of the base plane as well as their corresponding fuselages are presented with rotors and mini-motors horizontal adjustable large blowers with which they provide a new lift and propulsion system (in addition to the current one) for their respective aircraft or for the aircraft.

All of them explained and detailed below.

To complete the description that is going to be carried out below and in order to help a better understanding of what is written and of the characteristics of the invention, the present descriptive report of a set of drawings is attached in which, by way of example, a practical case of realization of the passenger aircraft and the most relevant elements is represented, based on whose figures the innovations and advantages of the object of the invention will be more easily understood.

Description of the figures

Figure 1.- Shows a side perspective view of the passenger aircraft formed by the two planes that constitute it coupled to each other.

Figure 2.- Shows a front perspective view of the passenger aircraft formed by both planes coupled to each other.

Figure 3.- Shows a top perspective view of the passenger aircraft formed by both planes coupled to each other.

Figure 4.-Shows a bottom perspective view of the passenger aircraft formed by both planes coupled to each other.

Figure 5.- It shows a front perspective view of the passenger aircraft formed by both planes coupled to each other, and which is presented with the landing gear lowered from the plane that forms and composes its lower part.

Figure 6. - It shows a side perspective view of the plane that forms and composes the upper part of the passenger aircraft, and which houses inside the passenger cabin.

Figure 7.- It shows a side perspective view of the plane that forms and composes the lower part of the passenger aircraft, which houses the cargo holds and service compartments inside, and serves as the basis for the passenger plane.

Figure 8.- It shows a front perspective view of the plane that forms and composes the upper part of the passenger aircraft, and which houses inside the passenger cabin.

Figure 9.- It shows a front perspective view of the plane that forms and composes the lower part of the passenger aircraft, which houses the cargo holds and service compartments inside, and serves as the basis for the passenger plane.

Figure 10.-Shows a bottom perspective view of the plane that forms and composes the upper part of the passenger aircraft, and which houses inside the passenger cabin.

Figure 11.-Shows a top perspective view of the airplane that forms and composes the lower part of the passenger aircraft. which houses inside the cargo holds and service compartments, and serves as the basis for the passenger plane.

Figure 12.- It shows a top perspective view of the passenger aircraft formed by the two planes that constitute it coupled to each other, and which is presented, where the plane that forms and composes its upper part and that houses the interior passenger cabin, has the ability to fold and hide its wings inside its fuselage and the ability to deploy and place them in flight layout. In this view it is shown with its wings deployed and in flight arrangement, along with the wings of equal dimensions of the plane that forms and composes the lower part of the passenger aircraft.

Figure 13.- It shows a top perspective view of the passenger aircraft formed by both planes coupled to each other, and which is presented, where the plane that forms and composes its upper part and that houses inside the passenger cabin, It has the ability to fold and hide its wings inside its fuselage and the ability to deploy and place them in flight layout. In this view it is shown with its wings folded and hidden inside its fuselage.

Figure 14.- Shows a side perspective view of the passenger aircraft formed by both planes coupled to each other, and which is presented, where the plane that forms and composes its upper part and that houses inside the passenger cabin, It has the ability to fold and hide its wings inside its fuselage and the ability to deploy and place them in flight layout. In this view it is shown with its wings

folded and hidden inside its fuselage.

Figure 15.- It shows a top perspective view of the passenger aircraft formed by both planes coupled to each other, and which is presented, where the plane that forms and composes its upper part and that houses inside the passenger cabin, It has the ability to fold and hide its wings inside its fuselage and the ability to deploy and place them in flight layout. This figure also shows a view of the horizontal section of the interior of its fuselage and, in turn, of the interior of the compartment where the wings are housed, where a cut has been made by its horizontal plane and along it and in which the arrangement of its folded and hidden wings is observed and represented, together with the fixing axes and the guides for their movement.

Figure 16.-Front view of the aircraft with inflated airbags.

Figure 17.- It shows a side perspective view of the passenger aircraft formed by the two planes that constitute it coupled to each other, and which is presented (in this figure 17 and in figures 18,19,20,21 and 22 they refer to the aircraft with a system capable of dividing and joining its alar set) with the wings of the airplane that forms and composes the upper part of the aircraft coupled to the wings of the airplane that forms and composes the lower part of it and where open oblique openings are observed and in turn the guides through which the wings of the plane that make up the upper part are fixed with mobility and describe the travel route of the same.

Figure 18. - It shows a side perspective view of the passenger aircraft formed by the two planes that constitute it coupled together, and which is presented with the wings of the plane that forms and composes the upper part of the aircraft separated from the wings of the plane that forms and composes the lower part of it, and where the open oblique openings are observed and in turn the guides through which the wings of the plane that composes the upper part are fixed with mobility and describe the travel route of the same.

Figure 19.- Shows a view of the left wing of the passenger aircraft formed by the left wing of the aircraft that forms and composes the upper part of the aircraft, coupled, on the left wing of the aircraft that forms and composes the lower part of the same. To which a cut has been made at a certain point and the cross section of the profile is observed where the arrangement of the wings is represented together with flight elements and the pneumatic control mechanism collected with their corresponding terminals and with the extensible drift .

Figure 20.- Shows a view of the left wing of the aircraft that forms and composes the upper part of the aircraft and of the left wing of the aircraft that forms and composes the lower part of the aircraft, which together form the left wing of the aircraft of passengers and are uncoupled and separated from each other but joined by the pneumatic control mechanism. To which a cut has been made at a certain point and the cross section of their profiles is observed where they are shown along with flight elements and the pneumatic control mechanism deployed with their corresponding terminals and with the drift extensible.

Figure 21.-Shows a view (of a simple plane) in oblique upper perspective of the wing assemblies of the aircraft that form the passenger aircraft, and which are separated from each other and joined by the corresponding guides.

Figure 22.-Shows a front perspective view of the passenger aircraft formed by both planes coupled to each other, and which is presented with the wings of the plane that forms and composes the upper part of the aircraft separated from the wings of the plane that It forms and composes the lower part of it and with the pneumatic control mechanisms deployed.

Figure 23.-It shows a top perspective view of the passenger aircraft formed by both planes coupled to each other, where both planes that compose it are arranged with rotors and minirotors horizontal adjustable blowers. Here you can see the aforementioned airplane that forms and composes the upper part of the aircraft located in the front and rear of the fuselage as well as in the innermost and outermost end of the wings with their corresponding gates and multi-doors, all of them facing and attached to the rotors and minirotors of the airplane that forms and composes the lower part of the aircraft.

An embodiment of the invention

The passenger aircraft (1) has been conceived and realized from the design and realization of the two independent airplanes that constitute it, which, in addition to forming the divided fuselage of the same, correspond to each other and the compartments are distributed , being incorporated and annexed in its forms to form the aircraft (1).

This passenger aircraft (1) is formed and constituted by two planes (2) and (3) linked and coupled to each other.

The plane (2) is formed by a fuselage in which its dimensions are approximately the upper half of the aircraft (1), made with a strong and very light structure. Composite materials with carbon fibers, composites are used (this being a combination of several layers of pre-impregnated carbon fiber epoxy resin that wrap several layers of aluminum in honeycomb), in combination with other materials in aluminum and titanium alloy.

This aircraft (2), inside its fuselage contains the ID, pressurized enclosure comprising, in the front, a cockpit (8) preferably for a pilot and behind this compartment and until the rear of the fuselage is located passenger cabin.

Following inside and above the passenger compartment, in the upper front and rear of the latter, compartments (10) are housed, which inside house large parachutes.

Below the passenger compartment are the compartments with the landing gear, attached equipment, and the tanks (armored with kevlar) of kerosene with capacity for approximately 20% of total fuel, with which it will self-supply.

While in the outer zone of this plane (2) are the wings

(4) with the flaps and slaps, slightly forward in position towards the front of the fuselage, with respect to the middle of the fuselage and fixed to it by its upper part. These wings (4) are presented in different shapes and dimensions

with respect to the wings (6) of the plane (3), as shown in figure 3. (The wings (4) can also be made with the same wingspan, rope and thickness as the wings (6) of the plane (3) , as shown in figure 12,

or even of greater surface area, because being located at the top they work in more favorable aerodynamic conditions than the wings (6) located at the bottom).

On the back of the fuselage of this aircraft (2), there is the tail junction, which is formed by the drift (11) with its steering rudder and by the stabilizer (12) that crosses the drift (11) extending on opposite sides of it, with the rudders deep.

In this part the engines (13) are also located, which have sufficient capacity and power to propel this independent aircraft (2), (the engines of this aircraft (2) also have sufficient capacity and power to drive the it will be the aircraft (1)).

In the upper part of the fuselage of this aircraft (2), there are the gates of the compartments (10), through which the respective parachutes that are housed inside (in emergency situations) will be ejected.

The lower part of the fuselage of this aircraft (2), is the face of confrontation where this aircraft (2) sits and engages on the aircraft (3) and for this, in this area they are fixed to the structure of the fuselage several devices or points of support and fixation (14), these properly distributed on its surface.

In this same area there is also a connection junction (15), by means of which the respective systems of both airplanes (2) and (3) are connected (when these are coupled and fixed).

In this lower area there is also a gate (16), by means of which the passage and crew of this aircraft (2) are communicated with the plane (3), (when both are coupled and fixed).

In this area there are also the floodgates of the compartments with the landing gear (17).

On the other hand, the bottom of the tail of the fuselage forms an ascending line or plane, which gradually deviates from the horizontal plane (which is arranged in this way so that this tail is not touched with the tail of the plane's fuselage (3 ), when this aircraft (2) is coupled to the aircraft (3) and performs the takeoff maneuver on it).

For its part, the plane (3) is formed by a fuselage in which its dimensions are approximately the lower half of the aircraft (1).

This aircraft (3), inside its fuselage contains the ID card, pressurized enclosure comprising, in the front, a cockpit (9) preferably for two pilots, which has inside an ejection capsule with room for its pilots ; Behind this cockpit and to the rear of the fuselage are the service compartments and cargo holds. Below these are the compartments with the landing gear, and attached equipment.

While in the outer zone of this plane (3) are the wings

(6)

with the flaps and slaps, fixed in the lower middle part of its fuselage, the kerosene tanks (shielded) with approximately 80% capacity of total fuel being housed inside, with which to self-supply (and supply the aircraft ( 2) when it is attached to it), and which support its engines (18) with sufficient capacity and power to drive or propel what will be the aircraft (1) (or what is the same plane

(2)

coupled to the plane (3 ».

On the back of the fuselage of this aircraft (3), there is the double drift tail fitting, which is formed by a stabilizer (19) that crosses the tail of the fuselage and extends to opposite sides of it, carrying in each of its horizontal planes the rudders of depth and ending in each of its ends with drifts (20) with their respective rudders.

The upper part of the fuselage of this aircraft (3), is the face of confrontation where you will receive the settlement and coupling of the aircraft (2) and for this, in this area the corresponding devices or points of attachment are fixed to the fuselage structure support and fixing (21), these properly distributed on its surface.

In this same area there is also the corresponding connection junction (22), by means of which the respective systems of both airplanes (2) and (3) are connected, (when these are coupled and fixed).

In this upper area there is also a gate (23), through which the passenger and the crew of the plane (2) are communicated with this plane (3), (when they are attached and fixed).

In this area there is also another gate (24), located in the upper part of the cockpit (9), through which the ejection capsule with parachutes will be ejected (in certain emergency situations).

On the other hand, the top of the tail of the fuselage forms a descending line or plane, which gradually deviates from the horizontal plane (which is arranged in this way so that the tail of the plane's fuselage (2) does not touch this tail, when the plane (2) is coupled to this plane (3) and perform on

this one the take off maneuver).

At the bottom of the fuselage of this aircraft (3), the floodgates of the compartments with the landing gear (25) are found.

On the other hand, the bottom of the fuselage tail forms an ascending line or plane, progressively deviating from the horizontal plane (which is arranged in this way to enable the take-off maneuver of what will be the aircraft (1) or, of this plane (3 ».

Both airplanes (2) and (3) have longitudinal tubular ducts along and through the fuselage structure and flight elements through which the air is circulated and is projected so as not to cause turbulence and achieve stability in the maneuvers of takeoff and landing (explained below) between planes.

At this point, where the airplanes (2) and (3) have been described, the assembly and fixing of them is carried out to form what will be the aircraft (1).

For this, the plane (2) joins its part and lower zone, confronting it, with the upper part and zone of the plane (3), coupling and fixing both planes with each other in said areas or faces of confrontation by means of the devices coupling and fixing (14) and (21) provided for this purpose.

The devices or points of support and fixation (14) of the aircraft (2), consist of vertical hydraulic cylinders that are housed inside its fuselage fixed to the structure and which perform lifting / lowering and rotation functions on their vertical axes These hydraulic cylinders have the conical head at one of their ends, and these heads are the only part of the cylinders that partially and substantially protrude from the surface of the fuselage of this aircraft (2) for its part and lower area. (These conical heads are hidden inside its fuselage, when the plane's takeoff maneuver (2) is performed on the plane (3), at a certain point in the procedure of said maneuver).

On the other hand, the devices or points of support and fixation (21) of the airplane (3), consist of vertical hydraulic cylinders that are housed inside its fuselage fixed to the structure and which perform lifting / lowering functions and of rotation on its vertical axes. These hydraulic cylinders have at their upper ends heads with conical cavity made as housings for the conical heads that possess the devices (14) of the plane (2), and which are located by the upper part and area of the fuselage, but do not protrude from its surface.

The support and fixing devices (14) will coincide with the support and fixing devices (21), when the respective areas or faces of confrontation of both planes are facing each other to proceed to their coupling.

Once both planes (2) and (3) are joined by their corresponding faces of confrontation, the devices (14) will be coupled in their respective devices (21), which in turn will proceed to its fixation. For this, the conical heads of the devices (14) have projections on their surface, which will fit perfectly and precisely in their corresponding housings provided inside the conical cavities of the devices (21), (these projections are canceled. , once they are released from their housings, this will be in the procedure of the takeoff maneuver of the plane (2) on the plane (3 », when the devices (14) by means of the cylinders and engines they incorporate (with mechanisms that duplicate their servomotors) rotate on their vertical axes in one direction, as will the devices (21) by means of their systems turning in the opposite direction, thus proceeding to leave the plane (2) coupled and fixed on the plane (3) , and thereby giving rise to the aircraft (1).

Both devices (14) and (21) have systems that ensure the fixation between the two, while incorporating systems that continuously inform about the state of the union and fixing between both planes.

(This coupling and fixing system between the two planes can be made with different devices and mechanics; this model is presented as a safe system with which to link both planes, and safe and fast when executing the separation maneuver between both. Demonstrating as an example).

In turn, the corresponding connection splices (15) and (22) of each of the respective airplanes are perfectly connected and fitted, and through which the systems are connected and the fuel circulates between the two airplanes, which they are interconnected in this way.

and the gates (16) and (23) of both planes are facing each other, allowing them to be opened, and by which both planes are communicated allowing the passage of the passage and the crew of the plane (2) to the plane ( 3) and vice versa.

On the other hand, in the outer zone of the aircraft is the thin line that divides it, which is completely covered by a thin strip that is carefully arranged, being perfectly sealed and hidden.

Said strip is made of materials that resist the heating caused by the friction of the air and which is arranged in such a way that when the plane (2) performs the take-off maneuver on the plane (3), it will be attached to the plane (3 ) (like a thin mustache) and not the plane (2).

At this time, the passenger aircraft (1) is fully formed, in which its fuselage is the result of the fuselage of the aircraft (2) incorporated into the fuselage of the aircraft (3) and in which its shapes and dimensions are in harmony corresponding each other, forming this aircraft (1).

Inside the fuselage of this aircraft (1) is the passenger cabin, cargo and service compartments, and the respective cockpit

(8) AND (9) from where it is governed (and other compartments, all described above) and in which the corresponding pressurization is established.

In the outer zone of this aircraft (1) are its flight elements, which are formed by the whole of the alar surface (4) and (6), where the wings (4) are located at the top of the fuselage and slightly forward towards the front part thereof with respect to the position of the wings (6), which are located at the bottom of the fuselage.

At the rear of the fuselage of this aircraft (1) is the tail junction, which is formed by the set of drifts (11) and (20) with their respective steering rudders and stabilizers (12) and ( 19) with their respective depth rudders, which are arranged and working together.

The engines of this aircraft (1) are together the engines (13) and (18), which work synchronously and accordingly to propel this aircraft.

These engines are supplied with fuel from the tanks found on the plane (3); except as provided for when both planes (2) and

(3) fly independently, in this case each aircraft will be supplied with its deposits.

In the event of a breakdown or leakage in any supply or storage circuit, they will be supplied by double parallel circuits and / or with the aircraft tanks (2), independently or in combination with the circuits and / or with the aircraft tanks (3 ) that they are in optimal condition, canceling all others.

These multiple operations can be carried out in this aircraft (1) for the systems they incorporate, for their distribution and because each of the planes that compose it have a double power supply as a safety system, which are arranged parallel to the circuits main but they are independent of these, and all these circuits are communicated between both airplanes by means of the connection splices (15) and (22). All this is possible in this aircraft (1), thanks to its essential characteristic.

These operations and safety systems can be carried out from cockpit (8) Y (9).

The aircraft (1) has been technically carried out, to separate and divide into independent airplanes in full flight, both for emergency situations and for transfer operations.

This will be through the take-off maneuver that the plane (2) performs on its corresponding plane (3) in full flight.

All the systems to carry out this maneuver are handled and operated from the cockpit (8) by its pilot, including the systems that allow the fixing devices (14) and (21) to be removed, (the fixing devices can also be operated from the cockpit (9), provided that they are allowed from the cockpit (8 ».

At the time that such maneuver is to be carried out, the gates (16) and (23) of the respective aircraft (2) and (3) are provided to close automatically moments before the separation maneuver is performed, as well as their respective connection splices (15) and (22), which have devices that interrupt the interconnection of the electrical system and that of the fuel supply through these splices.

Once the interconnection between the two planes has been interrupted, they will automatically go to self-supply and each one will be guided by its own flight elements.

At this point the liberalization between the coupling and fixing devices (14) and (21) will be performed (this operation will be carried out jointly by the respective devices, or independently the devices (14 »to proceed immediately after performing the take-off maneuver). airplane

(2) on the plane (3).

This maneuver will be carried out by the pilot of the plane (2), but optionally it can also be performed by the autopilot of this aircraft, in which the on-board computers have pre-installed parameters to be followed and which briefly said conjugate the pre-installed parameters with the existing parameters in flight and the requested coordinates with the actual coordinates, to act accordingly.

This maneuver will be possible because the airplane (2) is located in the upper part of the airplane (3) and because both have their own main flight elements, as they are; the alar surface, motors, drifts and tail empanajes (described above).

On the other hand, the wings (4) of the airplane (2) are slightly advanced in their position with respect to the position of the wings (6) of the airplane (3), and which have been conceived in this way, in the first place; to set both on the wings

(4) as in the wings (6) the necessary vertical force that balances the weight of the aircraft (1) making it possible to support it.

And in second place; to enable the plane's take off maneuver (2) on the plane (3), thus being possible thanks to the lift that is created on its wings (4) at the time of flight and which is favored on these wings by be located at the top where they work in more adequate aerodynamic conditions.

This maneuver can be carried out in full flight thanks to this lift, which is created by the difference in pressures that acts in the extrados and in the intrados of these wings (4), in which the sum of the overpressure in the lower part from the profile and depression at the top, they create the necessary support force. This force originates as a result of the advance of the aircraft (1), which is driven by the engines (13) and (18) that are working together in full flight, (except as provided in case of engine failure (18) In this case the aircraft (2) will have already carried out the take-off maneuver, or else the engines (13) will be responsible for continuing with the momentum of the aircraft (1), proceeding immediately after the maneuver of take off the plane (2 ».

When executing the take-off maneuver the plane (2) on the plane (3) in full flight, the engines (13) of the plane (2) continuing with its momentum will increase its power, and the rudders, flaps and slaps of The wings (4) of this aircraft will perform the function of increasing the angle of attack of its wings (4) (managed and operated all by its corresponding pilot from the cockpit (8 ») to create greater lift and perform such a takeoff maneuver.

Once this maneuver is carried out, both airplanes will remain in independent flight, each of them maintaining the corresponding pressurization inside.

At the moment when both planes (2) and (3) fly alone, they have various security systems for emergency situations.

On the one hand, the aircraft (2) has compartments (10) that house large parachutes, which have been designed and made to stop this aircraft (2) in an extreme emergency descent situation and to provide a deceleration of the same in case of emergency approach.

(These parachutes may also be applied when both planes are engaged in what is the aircraft (1), in certain emergency situations. Like any of them could be deployed if there were any problems that made it difficult to perform the maneuver of take off from the plane (2) on the plane (3), as an auxiliary means of assistance in an extreme emergency case and only if it is corrected with them).

The system to deploy these parachutes can be operated from the cockpit (8) or from the cockpit (9).

If these parachutes are deployed, whenever they are required they can be removed by means of devices that are located in the part that are fixed to the fuselage, which will proceed to eliminate the interconnection between these parachutes and the aircraft. For this, these devices will be operated from the cockpit (8) or from the cockpit (9).

and on the other hand, the pilots of the plane (3) may leave it, in certain emergency situations, by means of the ejection capsule with parachute available in their cockpit (9), being expelled for it by the gate (24) created for this purpose, (this operation can only be carried out when the aircraft (2) has performed the take-off maneuver on this aircraft (3 ».

The different safety systems available on this aircraft (1) will be applied depending on the emergency situation that may be created.

or present in flight.

Starting first because this aircraft (1) can be governed from the cockpit (8) or from the cockpit (9) independently or in combination by their respective pilots; The possible security configuration to be carried out in this type of aircraft will be as follows.

Below are several examples of hypothetical cases of various emergency situations, where the different security systems available on the aircraft (1) are applied and explained, explaining and detailing some not mentioned so far.

If in the aircraft (1), in your plane with passengers (2) there is a technical failure or a breakdown, the safety operation to be carried out will be carried out by the pilots of the aircraft (3) (with the pilot of the aircraft ( 2) or without it), which will establish full control of the aircraft (1) on the aircraft (3) and / or provide the work necessary for the navigation of the aircraft (1) through this aircraft (3), which is self-sufficient in capacity and power in its engines to fly with the airplane (2) inactive.

If in the aircraft (1), in your airplane (3) a fault or technical failure originates and if these are of considerable consequences, the safety procedure to be followed will be carried out by the pilot of the aircraft (2), which will perform from his cockpit

(8) the takeoff maneuver of your plane (2) on the plane (3); thus safeguarding the lives of passengers.

Once this maneuver has been carried out, the plane with the passengers (2) will be on an independent flight, making the flight safely, and on the other, the plane (3) with the problem that made the plane take off maneuver ( 2), in which your pilots will try to correct you by taking this plane to a destination where you can land safely.

If the problem arisen or caused in this aircraft (3) is of such magnitude that it makes its handling and control impossible, its pilots will try to direct it to a safe course where external evils are not caused and these pilots will have the possibility to leave the device through mediation of the parachute ejection capsule that this aircraft has in its cockpit (9) for emergencies.

If a problem arises in the execution of the airplane takeoff maneuver (2) on the aircraft (3), in an extreme emergency case, large parachutes may be applied for a specific period of time, appropriate to the emergency situation.

If there is a technical and mechanical problem of important consequences on the plane with passengers (2) when flying alone, it has a safety system for large parachutes, designed to stop this aircraft in extreme emergency descent.

If in the aircraft (1), in your plane (2) someone outside the crew tries to manipulate its systems, controls or some element thereof to modify the trajectory of the aircraft or to destabilize it, this will not be possible, because access to the internal compartments with the systems of this aircraft and access to the cockpit of the pilot is incompatible from the passenger compartment, in addition, pilots of the respective aircraft may close from their cockpits

(8) AND (9) the hatches (16) and (23) whenever they consider it appropriate or are aware of any doubtful action.

If in the aircraft (1), in your plane (3) someone outside the crew tries to manipulate its systems, controls or some element thereof to modify the trajectory of the aircraft or to destabilize it, this will not be possible, because access to The main compartments are restricted to unauthorized personnel with strong security measures, all these compartments are also interconnected with video and audio, registering all the signals received in cockpits (8) and (9), which in turn are interconnected reciprocally between them.

If a problem is detected in this aircraft (3) (arising as a result of any attempted act of sabotage or of any other nature) that involves any risk to the navigation of the aircraft, endangering the lives of its occupants, the pilot of the plane (2) from its cockpit (8) will perform the take-off maneuver of this plane (2) with the passengers on the plane (3), as a safety measure; thus safeguarding the life of its occupants.

Once this maneuver has been carried out, like the airplane (2), the airplane (3) will also be in solo flight. If the problems that led to the plane's takeoff maneuver (2) persist, the pilots will try to correct them or try to direct this plane to a place where they can land safely. If this is not possible due to irreparable damage, the pilots will set a safe course so as not to cause external evils, and these pilots will leave this aircraft (3) by means of the parachute ejection capsule available to their cockpit (9); which will put the lives of pilots safe from a safe accident.

If in the aircraft (1) in full flight or on the landing there is a problem of balance or stability, or if on the other hand an approach with certain levels of danger occurs on the landing, the large parachute may be used that carries on the back of its fuselage, to perform the leveling and deceleration function of this aircraft, (in cases of emergency), activating and deactivating from the cockpit (8) or the cockpit (9) by its corresponding pilot; thereby avoiding a possible accident.

If in the aircraft (1), in the cockpit (8) of your plane (2) someone outside the crew tries to access inside, this will not be possible, since this cockpit

(8) is an independent security compartment. If on the other hand, in this cockpit there is a technical or personal problem, thanks to the reciprocal communication that exists between the cockpits (8) and (9) (video and audio), it will allow the pilots of the plane (3) to observe and realize the problem, which will act accordingly assuming full control of the aircraft and applying the measures they deem appropriate; thereby avoiding any mishap.

If in the aircraft (1), in the cockpit (9) of your plane (3) you try to access or access someone outside the crew violating your entry (situation that would be especially complex, because this entry has a surveillance guard prior to access of the cockpit and from which the entrance to it is allowed or denied by its pilots) or if in this cockpit there is a technical or personal problem, thanks to the interconnection that exists between both planes (2) and (3) already independent reciprocal communication between cockpits

(8) and (9), will allow the pilot of the plane (2) from his cockpit (8) to observe and realize the problem, which will assume full control of the aircraft and apply the measures it deems appropriate, reaching the maneuver Take off your plane (2) on the plane (3) if necessary; thereby avoiding any terrorist act or any incident of fatal consequences.

To transfer possession of the total control of the aircraft (1) And for the combined navigation of the same between the respective cockpits (8) and (9), safety systems are incorporated that incorporate both cockpits, in which some security codes so that only pilots can access their operation.

These systems will not be operational or will cancel their function if the systems that make it possible to perform the plane takeoff maneuver (2) on the plane (3) (which also have safety devices for their activation) are activated, where each one would automatically be governed from his cockpit, (except as provided if the decoupling control system had also been activated, explained below).

Both cockpits (8) and (9) also have a few second security systems for the establishment of control, by means of which the total control of the aircraft (1) and the control of the systems can be obtained and / or set. the decoupling maneuver, in any of the cockpits.

These second systems will not be operative, if from the airplane (2) the systems for the decoupling maneuver had been activated previously.

In the event that the second safety systems were activated without the decoupling systems being activated, when they do so, the second systems will be canceled, each plane automatically being governed from its cockpit, (except as provided if it is also activated the decoupling control system, explained below), and for that, the aircraft

(2) from your cockpit (8) you must have the control of the decoupling systems, since this is the one that will execute the take-off maneuver. If this is not the case because the controls are fixed in the cockpit (9) of the aircraft (3), because in the activation of the second systems the emergency situation has required it, you will need to authorize and transfer that control from cockpit (9) to cockpit (8), which will be as long as the problems for which these second safety systems were activated and fixed in the cockpit (9) have disappeared.

These second systems are intended to be used by pilots only if certain emergency situations arise, and their application is advisable prior to them. Its activation will be carried out under numerical sequence.

If the plane (2) had to perform the takeoff maneuver on the plane

(3), this aircraft (3) has a decoupling control security system installed, which can be optionally used (depending on the emergency situation required by the maneuver) and would be activated by the pilot of the aircraft (2) from its cockpit (8), and which would perform the function of maintaining on the plane (3) the heading and parameters selected and set by the plane (2) to execute said take-off maneuver and do so with maximum guarantees. This means that the controls and controls of the airplane (3) would not obey orders on change of direction or orders on any change of parameter that could harm the maneuver, once the correct position from the airplane (2) was fixed to execute the maneuver and once said system was activated, and which would be, as long as this maneuver (brief moments) of decoupling and taking off of the plane (2) on the plane (3) lasted.

If this system were activated, the airplane controls (3) would be operational again after the take-off maneuver was completed and the minimum safety distance between both planes (2) and (3) was respected.

The knowledge of the exact distance between both planes is achieved through measurements made by distance and approach sensors that incorporate both.

and finally to say that the aircraft (1) has three black boxes, one for each aircraft and another for the registration of the combined information of the aircraft.

At this point it is evidenced that the aircraft (1) has been carried out in the manner described among other things to extend the safety in air navigation.

So far, the aircraft (1) has been described, essentially characterized by being divided into two independent airplanes, separating passengers in one of them and which is considered as a safety aircraft for being able to perform the flight take-off maneuver on its respective aircraft base; thus creating a security system with which to evict passengers in emergency situations; or a new flight transfer system.

In a second version, the passenger aircraft (1) is presented with an additional feature, which resides on the plane with the passenger cabin (2), which constitutes the upper part of the aircraft (1).

This passenger plane (2) is presented with the ability to fold its wings (4) and hide them inside its fuselage, in a compartment (5) created for this purpose, as shown in Figure 15, (where they are one above the other in different positions), and with the ability to deploy these wings and place them in flight arrangement, when required. These operations will be carried out through a series of mechanisms and systems that are arranged inside.

These operations as the systems that make them possible are explained.

The following briefly describes the operation of the mechanisms and systems that perform the operation of deploying the wings and folding them and hiding them inside the fuselage, for a better understanding of the explanation.

To do this and firstly the wings (4) (right wing and left wing) are divided in half of their wingspan and, in turn, each of them are cut and divided into two parts.

At this point, the operation and mechanisms for each wing are explained.

As mentioned above each of the wings (4) (right wing and left wing) are cut and divided into two parts. One of the parts is the externally arranged wing, which performs the functions of lift and directional mobility of the apparatus. And its other part is the portion of the wing arranged inside the fuselage, by means of which the wing will be almost completely attached to the fuselage and, from this, most of the functions necessary to deploy and fold the to.

Each of the planes or surfaces resulting from the two-part wing cutting features oscillating mobile joint devices for a complete mobile joint between both parts of the wing and for proper load sharing.

These devices, by the externally arranged wing, are based on several axes of different lengths and different loads that are housed inside fixed to its structure. These axes are located along their entire length arranged horizontally and parallel to each other keeping distances between them and which start from the main horizontal axis that supports the entire full wing (which is explained below). All these axes keep a part of them on the outside of the wing protruding from their face or cutting plane and each of them has a rotating mobile mechanism incorporated.

In this way, in this profile section of the wing arranged externally there are semi-axles of load and mobile joint for a mobile assembly between the two parts that form the wing.

To do this, these mobile axles find their housings based on arched-shaped devices, on the face or cutting plane of the part of the wing that is attached inside the fuselage, where they are housed once both parts of the wing are joined .

Both parts that form each wing are joined by a main axis that crosses both parts.

In each of the main axes of each wing (right wing and left wing) each of these complete wings are joined, where each of the outerly arranged wing parts of each of them are

connected with mobility through these axes, while each of the internally arranged wing portions of each of them are fixed (without mobility) through them. In this way, both wings arranged externally can make free rotary movements with respect to their corresponding fixed inner wing parts and this will be, by the cutting line that divides both parts of each wing, where in turn, the moving semi-axles inside their housings with alternative movement, (this movement is achieved by means of hydraulic devices explained below). In this cutting line that divides both parts of each wing there are also safety systems that ensure the immobility of each of the externally arranged wing parts of each of the wings, through their corresponding main axes, and this it will be, for when each one of the complete wings realizes the operation to unfold.

Each of these main axes are arranged horizontally and are attached to the fuselage by one of the ends of each of them, which are mounted with free rotation through vertical axes (26) that are fixed to the structure of the fuselage. For each main axis of each wing there is a vertical axis (26) for its support, and these vertical axes have lifting devices that perform lowering and lifting functions for them. In this way, the right wing is held with mobility by its corresponding vertical axis and supported (also with mobility) by the fuselage structure (this wing is supported by hydraulic devices explained below), and the left wing It is held with mobility by its corresponding vertical axis and supported (also with mobility) by the fuselage structure (this wing is supported by hydraulic devices explained below).

Together both parts of each wing between them and joined both wings to the fuselage, each of these wings is completed and these in turn are at all times joined and linked to each other, by their respective wing parts that are arranged and housed in the inside of the fuselage (internal ends of each wing).

At each of these ends of each wing there is a mechanism with a curved curved surface, for a mobile interconnection between the wings, (and to enable the modification of their position).

To do this, both mechanisms are linked together at all times by each spiral surface of each, which are linked to each other and understand each other. These surfaces are mounted one above the other, moving mutually and at the same time at the time the maneuver is performed to deploy or fold the wings, and which will also be possible, by mobile devices that are arranged intermediately interconnecting both surfaces ; thus sharing the load to which both wings are subjected, when deployed and in flight arrangement.

Each of the spiral surface mechanisms have also been made so that these and the lifting devices of the vertical shafts (26), together with some hydraulic devices that are explained, modify the position (as far as height is concerned) of their corresponding wings, when they proceed to unfold and when they proceed to fold.

One of the operations performed by both spiral surface mechanisms is to make both wings sit on the same horizontal line when they proceed to unfold. To do this, when their corresponding surfaces move each other, these mechanisms will cause one of the wings to perform a downward rotating movement by lowering their position, and will cause the other wing to perform an upwardly rotating movement by raising their position, as they They unfold. At the same time, one of the wings will slide downwards and the other upwards through the vertical axes (26) by means of their lifting devices and by the hydraulic devices explained below. And these vertical axes at the same time will move these wings laterally (all through their main axes) by opening, until both are aligned in the same horizontal position and finish their opening. Looking at its proper situation and flight position.

This is because the wings are superimposed (one wing above the other) inside the compartment (5) in different horizontal positions, which in turn is, so that these wings can access and accommodate inside.

Another of the operations performed by both spiral surface mechanisms and the lifting devices of the vertical axes (26), together with the hydraulic devices that will be explained later, is to make one of the wings be above the another inside the compartment (5) (as just mentioned) when they proceed to retreat. To do this, they will perform the functions explained above in reverse.

All these operations will be carried out by means of the hydraulic mechanisms, motors and servomotors that they incorporate.

These wings (4) are also connected to the fuselage by hydraulic devices that are in both entrances (accesses planned for the entrance of the wings inside the fuselage and for the exit of these wings outside the same) that give way to the interior of the compartment (5). These devices are arranged for the right wing by the upper part of the interior of the compartment (5), at the edge of the entrance of said wing, above the upper face (extrados) thereof, and for the left wing by the lower part of the interior of the compartment (5), at the edge of the entrance of said wing, below the lower face (intrados) thereof.

Two groups of hydraulic devices are located in both entrances of the compartment (5) fixed to the fuselage structure arranged longitudinally along it in the same length as the rope of each wing of its widest part and which perform the function of support for the right wing through a guide (27) that presents this wing on its face and upper part (extrados) where they are attached to it allowing freedom of movement of the same, and support for the left wing through the guides

(27) that presents this wing by its face and lower part (intrados) where they are also attached to it allowing freedom of movement to it. In this way, the guides (27) in the respective wings will be displaced by the corresponding hydraulic support and support devices respectively at the time that these wings proceed to deploy or to fold back, these wings remaining in turn joined to the fuselage by them. And for which they will also rise and descend, since these devices will be at all times directing their path to the wings, establishing the position (in terms of height) of the path to follow both in its deployment and in its withdrawal, through its hydraulic cylinders that will start from their corresponding devices.

To do this, these hydraulic devices will perform, together with the spiral surface mechanisms and with the lifting devices of the vertical shafts (26), (as explained above), under perfect and precise synchronization, the corresponding lowering and lifting maneuvers of each One of the wings In this way, when the wings are deployed, this set of systems will make them aligned in their position, and when they fold, they will make them superimposed inside the compartment (5).

These devices have also been hydraulically provided to vary the angle of attack of the wings when they are deployed, causing them to swing on their horizontal main axes, (as explained above), and which is possible, because these devices are attached on the outerly arranged wing part of each one of them. To do this, when the wings are deployed, the internally arranged part of each of them will be firmly fixed to the fuselage structure by means of mechanical devices and safety systems will be released that keep the externally arranged wing part fixed to each wing. of its wing part arranged internally so that they can perform said operation.

In this way, at the time of deploying the wings, they will make their opening with their completely horizontal surface or plane to offer the minimum possible resistance to the advance of the aircraft, and so that aerodynamic interference does not occur, which could generate movements abrupt warping or winking, or swaying in it, (the only warping movements that could be produced by certain situations, would be of little amplitude and would be counteracted in a few seconds). And once these wings are fully deployed, it will be then when their angle of attack will vary by means of these hydraulic devices along with the flaps and slaps, to proceed with the operation for which they were deployed.

Thanks to these hydraulic devices it is also possible to place both wings inside the compartment (5) (where they remain

superimposed) occupying the minimum space.

All this alar set is connected to the fuselage by means of the vertical axes (26), by the hydraulic devices, (as explained above) and by the essential mechanisms.

These essential mechanisms constitute the entire structural framework of the set of systems that make the wings unfold and fold, to which the vertical axes (26) and the hydraulic devices are attached and also have the servosystems, the electronic systems, the hydraulic mechanisms. , motors and servomotors that offer mobility to these systems.

In this way, all these coordinated systems make it possible to deploy and fold the wings.

When they are deployed, through their arrangement and functionality, the wings are positioned on the same horizontal line, once they are fully deployed. And when they are retracted, through their arrangement and functionality the wings remain inside the compartment

(5) superimposed on their position (one above the other), once they are completely collected.

The part of more rope of each one of the wings of this airplane (2) is wider than the width of the fuselage, therefore each of these wings when they are folded and hidden inside the fuselage a small part of each of they go outside of it, on the opposite side where they accessed inside. Each of these parts of each wing that come out on both sides of the fuselage and that take the form of a scalene triangle, have been conceived and performed to act as stabilizers (7).

When both wings are folded and hidden inside the fuselage each of these stabilizers are outside the same at different height and this is, because inside the compartment (5) one of the wings is above the other so that they can accommodate inside (as explained above). Therefore, so that both stabilizers are aligned and can perform their function as such, mobility is provided through a series of mechanisms and devices that will place both stabilizers in the same horizontal position, and which are explained below.

To do this and first, both stabilizers are cut and divided into their corresponding wings and in turn linked to them by mechanisms.

These mechanisms on the part of the stabilizer are formed by a series of cylinders, all arranged vertically and parallel to each other keeping distances and which, along their entire length by an area of their cylindrical surfaces are fixed to the stabilizer along the line that divides this part of wing or stabilizer, with its wing. Each of these cylinders, for its outer surface, incorporates safety ratchets and for its cutting plane or circular section, for its upper part for the right wing stabilizer cylinders and for its lower part for the left wing stabilizer cylinders, they have vertical holes where inside there is a helical shoulder and mechanical push buttons for the liberalization of safety ratchets. Both parallel planes that cut said cylindrical surfaces of each and every one of these cylinders, are exposed and flush with both faces (upper face, extrados and lower face, intrados) of each of the wings, when their corresponding stabilizers are coupled in the same.

These cylinders find their housings in the line of the wing that divides it with the stabilizer and are formed by a series of tubular chambers. Each of these chambers has a vertical fissure along its entire length, to save the corresponding joints that fix the cylinders that incorporate the stabilizers, when these cylinders penetrate through the interior of these chambers, which also present on their inner surface small cavities that serve as accommodation for safety ratchets that have these same stabilizer cylinders.

In these tubular chambers, the cylinders of both stabilizers will be perfectly adjusted so that they perform two functions, which will be, on the one hand, to be coupled to their corresponding wings and fixed by means of safety ratchets. And on the other hand, so that both stabilizers are located in the same horizontal position, moving their cylinders to the interior of these tubular chambers.

For this, in both entrances that give access to the interior of the compartment (5) there is another series of tubular chambers fixed to the fuselage structure, similar to the tubular chambers that carry each of the wings, and with which they will coincide being aligned (looking its way prolonged) when the wings are folded and hidden inside the fuselage.

These other tubular chambers are arranged for the stabilizer of the right wing, just at the top of the edge of the entrance provided for the access of the left wing to the compartment (5), and the tubular chambers for the stabilizer of the left wing, are located arranged just at the bottom of the edge of the entrance provided for access from the right wing to the compartment (5).

Each of these tubular chambers has built-in cylinders, which at one end are attached to hydraulic lifts with a mechanical locking system and at their other ends mount heads of smaller diameter than their cylinders, which have on its surface a helical groove and stops. These cylinders perform rotating movements through their vertical axes and downward and upward movements through the interior of the tubular chambers.

In this way, at the time the wings are folded, these cylinders through their elevators will proceed to move inside their tubular chambers provided in both compartment entrances (5) in search of the cylinders of each of the stabilizers , where in the tubular chambers that are provided in the upper part of the entrance of the left wing, the cylinders will descend through their entire length, and in the tubular chambers that are provided in the lower part of the entrance of the right wing, the cylinders will ascend through their entire length, and both groups of cylinders will do so until the heads of these cylinders go outside of said chambers and reach the cylinders of the stabilizers, where once they have reached them, the cylinders of the chambers will continue to descend tubular of the upper part, and the cylinders of the tubular chambers of the lower part continue to rise, introducing the heads of both groups of cylinders being inside the holes that are arranged in the cylinders of the corresponding stabilizers, until they encounter the projections that are inside. Once here, these heads will perform two operations; First, each of these heads will be fixed inside each of the stabilizer cylinders and for this, the cylinders of these heads will rotate on their vertical axes, causing the stretch marks that these heads have to be introduced into the projections that are They are inside the cylinders of the stabilizers, and at the end of this operation, these heads and by their stops, in turn, will have pressed the mechanical push-buttons, releasing from their housings the safety ratchets that hold the stabilizers in their respective wings

Once both operations have been carried out, each of the stabilizers will become in possession of these cylinders that start from each of the entrances of the compartment (5), which will begin a second phase of displacement, following their descent through their corresponding tubular chambers the cylinders of the upper part, carrying with it the stabilizer of the right wing that will move through the tubular chambers of this wing, making it descend from its position; and following its ascent by its corresponding tubular chambers the cylinders of the lower part, carrying with it the stabilizer of the left wing that will move through the tubular chambers of this wing, making it ascend from its position; and this will be, until both stabilizers are placed in their correct position, which will be aligned in the same horizontal position and fixed by devices provided in the fuselage that ensure their immobility. In this way, both stabilizers can perform their entrusted function.

All this operation will be performed inversely when the maneuver is executed to deploy the wings, where both stabilizers will be positioned and fixed on their corresponding wings, by these same mechanisms and devices.

At the time of unfolding the wings and at the time of refolding them and

hide them inside the fuselage, the whole set of mechanisms and systems 5 explained so far will make it possible to carry out these operations.

When the wings (4) are folded and hidden inside the compartment (5) and when they are fully deployed and

In flight arrangement, each of the openings provided on both sides of the fuselage of the aircraft (2) that allow the entry and exit of these wings, will remain closed by gates that are arranged in the fuselage.

15 These wings (4) of the airplane (2) have been conceived and constructed to perform the take-off maneuver of your airplane (2) on the airplane (3) in full flight and to make its corresponding flight or, emergency flight, and which are presented with the same dimensions (wingspan, rope and thickness) as the wings (6) of the plane (3), but of different characteristics

20 structural. These may also be, depending on the technical characteristics, of different shapes and dimensions.

The wings (4) of the plane (2) can be seen deployed and in flight arrangement, together with the wings (6) of the plane (3) in Figure 12.

The reasons why this aircraft (2) is presented with the characteristic and ability to fold and hide its wings (4) inside its fuselage, and to deploy them and place them in flight layout, are two.

30 First.-To allow the aircraft (1) to fly only with the wings (6) of the aircraft (3). As shown in figure 13.

Second.-To enable the construction of the aircraft (1) with some

35 dimensions of its fuselage, specifically in terms of its height, less than those necessary to make this type of aircraft, since it needs a certain height in its fuselage so that the minimum applicable distance between its wings (4) and (6), because otherwise, aerodynamic interference would occur and greater resistance to

40 advance of the aircraft. These aerodynamic interferences would appear if the upper wings were very close to the lower wings, and would be formed by the resistance that would be created when the aircraft (1) came into contact with the air flows of different pressure, produced on the one hand, by the surface or bottom face

45 (intrados) of the upper wing, and on the other, by the convex surface of the upper face (extrados) of the lower wing and which would be as a consequence of being connected these flows between them by their proximity.

Therefore, in the distance between the wings (4) and (6) of the corresponding

50 aircraft that make up the aircraft set a minimum required (always depending on their dimensions), so that they can perform their entrusted functions without generating any disturbance in them.

In this way, if it is necessary to build this type of aircraft (1) but with a height of fuselage (fuselage of the plane (2) and of the plane (3 »lower than necessary for its double set alar (upper wings and lower wings) ) and therefore the aircraft in general can carry out its flight operations without difficulty, it will have the possibility to perform thanks to the new system presented, which allows to fold and hide its wings (4) inside its fuselage, as shown in figures 13, 14 and 15, and thus eliminate the problems indicated.

With this system the aircraft (1) will perform the flight operation only with the wings (6), trained for it, while the wings (4) will be hidden at all times in the fuselage, except as provided for if a situation arises of flight or, emergency flight, in this case, they will be deployed to carry out the take-off maneuver and the consequent flight of its corresponding plane with the passengers (2).

If this take-off maneuver of the plane (2) on the plane (3) had to be carried out, the wings (4) will be opened and extended and this will be, without any problem arising from the aforementioned. These problems will not appear, for two reasons.

First, because these wings (4) thanks to their mechanisms and devices will make their opening with their completely horizontal surface or plane, so as not to emit any pressure on the air flows that circulate through the convex surface of the upper face (extrados) of the wings (6), at the time of flight, and which will be, until they are fully deployed, where immediately afterwards they will vary their angle of attack to perform the operation for which they were deployed.

and second, because these wings (4) when enjoying an advanced position with respect to the wings (6) will be able to perform immediately after deployed the take-off maneuver of their aircraft (2), (maneuver by which they are deployed) and therefore this one will be separated and both in independent flight.

This system will not affect the behavior of the aircraft (1) or the functions of the corresponding aircraft from which it is formed; neither will it affect the essential characteristic of it.

Only the capacity for the passage through the place occupied by the compartment (5) of the wings (4) inside the fuselage decreases. For greater passenger capacity, the dimensions of the aircraft are increased in the design.

As explained above, when the wings (4) are hidden in the compartment (5), a part of them conceived as stabilizers (7) is outside and which can be seen in Figures 13, 14 and 15.

The system that performs the function of opening the wings (4) is activated from the cockpit (8) or from the cockpit (9), as a safety system.

(This system that performs the operation of folding and hiding the wings (4) of the plane (2) inside its fuselage, can be performed on the contrary in the wings (6) and in the plane (3), hiding its wings in its fuselage where more space is available and where the wings (4) would remain in a fixed position, for which the design of the passenger aircraft (1 »would be completely reformed.

In a third version, the passenger aircraft (1) is presented with additional features. In the first place, the aircraft (2), in addition to being able to perform the takeoff maneuver on the aircraft (3), can also perform the landing maneuver on it in flight, where both aircraft (2) and (3) are trained for everything it. And secondly, they present a mobile passenger compartment.

The following briefly describes the operation of the mechanisms and systems that make this action possible, for a better understanding of the explanation. (These systems may also be different from those shown here).

On the one hand, the plane (3) in its upper part (facing face for the plane (2 ») has sliding guides (28) that are serrated in an area of its surfaces. from each of these guides (28) they are disposed with a greater opening and at the other of their ends from each of the guides (28) split two hydraulic arms (29) with their drive system incorporated, towards the intermediate part between these, and to which they are fixed with mobility through the toothed area to move along them, both arms are at a point where they join and which incorporates a magnetic hook (30).

For its part, the plane (2) in its lower part (face of confrontation for the plane (3 ») has installed some rails (31) with electromagnetic rollers and a hook hole (32) in the central part between the two rails in the anterior zone of this plane (2).

Both planes (2) and (3) have passenger cabins.

Thus, at the time of performing the landing maneuver of the plane (2) on the plane (3), the plane (2) will approach the rear of the plane (3) until a predetermined safety distance of between Both planes

It must be said that the configuration of the wings (4) of the aircraft (2) and the wings (6) of the aircraft (3) generate an understanding of their aerodynamic conditions. And before turbulence in the approach or aerodynamic interference generated by the wings (6), the plane (3) will extend on the back of its wings (6) T-shaped fins (35), which will break and make a sweep in said turbulence, or the longitudinal tubular ducts will be activated so that they are not generated. Making this approach smooth.

Once this approach is achieved the plane (3) will display the guides

(28)

raising them from its fuselage up and back of it to receive the plane (2). At this point the hook (30) of the airplane (3) will move along the guides (28) towards the rear in search of the hook hole (32) of the airplane (2), which in a last precise and exact approach this hook (30) will fit perfectly into the hitch hole (32), and the rails (31) will have begun to penetrate the guides (28). Next, the hook by means of its hydraulic arms (29) will begin to drive together with the momentum of the plane (2) by moving the plane (2) through its rails (31) on the guides (28) of the plane (3) ) sliding, and lowering these guides (28) until the support and fixing devices (14) of the plane (2) meet their corresponding support and fixing devices (21) of the plane (3) where they will proceed to join them.

At this point, the plane (2) is attached and fixed to the plane (3), and this plane

(2)

You can perform the take-off maneuver on the plane (3) when required (as explained in the section of the take-off maneuver of the plane (2) on the plane (3 », in this case, the hook (30) and the hitch (32) together with the guides

(28)

And the rails (31) as a whole will release each other. To do this, the hook (30) will release the hitch (32) and the guides (28) will open to the side to release the rails (31). All this, automatically at the time of said maneuver.

Here in the compartment option (5) (where the wings (4) are retracted and concealed while the plane (2) does not have to take off), it is above the movable interiors (explained below).

The reason why the arms (29) with the magnetic hook (30) have mobility sliding along the guides (28), is to provide a pulling force (once the plane is hooked (2 »not more than 5% and lower to 2% of the total force to the resistance of the advance, since the impulse of the force of the engines of the airplane (2) provide 95% (variable) of the total force of displacement.

and this is so, to compensate for the different forces at the critical landing point (of the plane (2) on the plane (3 », in which they will also collaborate to balance the decrease in power, the force provided by the impulse of the aircraft engines (3), which will gradually increase their power at the starting point of said maneuver.

In turn, these mobile hydraulic arms (29) along with their guides (28) serve as support and positional guidance throughout the course of their operation.

All this is achieved with the joint work of the pilots from their respective cockpits (8) and (9) and with the group of mechanisms and systems enabled for that purpose.

Within this version there is another embodiment where the plane (2) and the plane

(3) they contain independent mobile interiors (capsules) inside where passengers are accommodated and accommodated.

These independent mobile rooms are picked up by the plane (2) at any destination (airport) and transferred to the plane (3), which in full flight will land on it, (as explained above). Once said maneuver has been carried out and, as appropriate, said interiors will be exchanged between the corresponding housings of both planes by means of the hydraulic lifts and the gates (33) of the plane (2) and (34) of the plane (3). Proceeding to later perform the take-off maneuver of the aircraft (2), or not to perform it, as appropriate.

The problems that are solved with this type of aircraft and the advantages that emerge are the following.

The ticket is transferred by plane (2) from the airport to the plane (3) and from it to the airport without this plane (3) landing, resulting in considerable time savings and achieving significant fuel savings, since the plane (3) is larger and does not have to land and take off again, and is capable of large crossings.

At the same time, this provides clearer airports for large aircraft.

Passengers can be left, picked up and vice versa in different places (airports) in full flight. In addition, this type of operations can be performed regardless of the size of the airports since the plane

(2) It is of smaller dimensions, making it possible in airports so small where large airplanes have no possibility of landing.

Also, this will relieve airports of flight delays.

In case the plane (2) takes off from on its corresponding plane

(3) because in this plane (3) some type of problem is registered, or if instead an exchange of the ticket is needed. This aircraft (2) may land on another airplane type aircraft (3), which as in its previous take off, the landing will also take place in full flight.

In a fourth version, the passenger aircraft (1) is presented with additional features. These reside in both airplanes (2) and (3) which have airbags in all passenger and crew seats, as well as large airbags (36), (37), (38) and (39) of large dimensions for the exterior of the aircraft or the exterior of the airplanes, and designed for cases of failed emergency take-off, forced emergency landing or landing, (especially if a frustrated take-off maneuver originates, because it is already by itself the most complicated maneuver also in this one the tanks are full of fuel, even more so in the plane (3) prepared for large crossings).

These airbags arranged internally and externally are explained below.

The interior airbags are located at the back of the back of each and every one of the passenger seats, these being useful for passengers located in the following seats. And the airbags for passengers in the front row seat line are attached to the front panel that divides compartments, these airbags being larger due to the distance between the panel / seat. In the same way, the airbags for the crew are fixed, except for the passengers of the emergency exits, here the airbags are installed in exclusive panels for this purpose located in front of the seats that are fixed from the floor to the ceiling until a maximum height of the backrests. While the pilot's airbags are integrated in the control knobs and control panels respectively. In turn, all passenger and crew seats are also equipped with airbags at the bottom (below) and, these seats are attached to the floor with pneumatic cushioning (for lower impacts).

In the event of a collision, gas generators fill all airbags with nitrogen (N2), which are activated electrically and pyrotechnically to avoid erroneous ignition caused by circuit breakers or by static faults and this is, from a central unit where they are operated in a coordinated manner in the time. This unit also receives information on collision detection by means of electronic acceleration and deceleration sensors, as well as on the correct activation in time of the airbag ignition circuits in different types of impacts (inclined, frontal, lower, displaced collisions or oblique), where the acceleration is evaluated in a longitudinal and transverse direction, and also receives information on increased pressure and times and moments of ignition between the different types of airbags (lower, frontal, crew). And in which it is where the sent parameters are managed to activate the airbags at the right time and correct situation and also, it will be responsible for partially deflating the cushions at the critical moment in order to absorb the collision energy in a "soft" way. Acceptable values of surface pressures and deceleration.

and all this, is available on both planes (2) and (3).

The outside airbags are arranged in the plane (3) and the plane (2).

The outer airbags of the plane (3); (36), (37), (38) AND (39) (can be seen inflated in Figure 16), they are located inside its fuselage, except for airbags (39) that are in modules (40) abroad. This group of airbags are arranged for four zones of the aircraft (1) or the airplane (3), these being; the sides, the surroundings of the fuel tanks, the lower zone and the engine / wing assembly. And which, are made of three different types.

As for the outer airbags for the plane (2), they are located inside its fuselage and its wings (4), and are arranged for two areas of the same, these being; the lower area of its fuselage (face of confrontation with the plane (3 »and the lower area of its wings. And which, are made with the same technical characteristics as the airbags (36) and (37), (explained more ahead).

All these airbags are ejected outwards (escape route) through sectioned fuselage areas (41) (figures 4, 10 and 14) strategically selected.

The airbags (36) arranged for the sides and for the surroundings of the fuel tanks of the aircraft (3) and for the lower area of the fuselage of the aircraft (2) are made of normal type but of large dimensions, that is, in case collision or before it, electrically and pyrotechnically activated gas generators inflate the nitrogen cushions (N2) with an "explosion". The difference not only exists in the large volume of the swollen bags, but also in that they have a special coating on their outer surface, explained below.

The airbags (37) arranged for the lower part of the plane (3), (aircraft) and those in the lower area of the wings of the plane (2), swell with the exhaust gases produced by the reactors and are made of the following form. All the reactors have in the ejection nozzle a truncated cone-shaped device with double body and similar to the body of the nozzle, where the exhaust gases circulate inside and in which its sectioned vertex leaves the same diameter that the gas outlet diffuser where in turn it is oriented. This device has the ability to modify its structure to reduce and expand the interior of its hollow chamber, which has a series of adjustable distributors integrated into its inner surface. At the time of activating or activating the airbags (37), these will be inflated with the exhaust gases more with clean and fresh air, and this will be, by means of conical devices and openings (42). For this, at the moment "reaction" of the engines the conical device through the regulator modifies the gas chamber by reducing it and opens the distributors allowing the gases to pass under pressure (recovering the loss of power, increasing the pilots their power) than to in turn, they will be conducted (not only by their own pressure but also by electro-hydraulic pumps) through ducts arranged in the wings and fuselages and taken to high pressure tanks where they accumulate and / or pass directly to the cushions of the airbags filling them at high pressure. In turn, openings (42) that are arranged around the aircraft at strategic points where more air is collected are also opened. This clean air enters through the openings and circulates through pipes through its own force and aided by pressure pumps, and which also serves to fill the pressure tanks and / or the airbag pads, at the same time, It provides cooling and serves to compensate for high gas temperatures. These gases are also cooled in their journey from the engines to the tanks / airbags, since in the ducts where they circulate own air / water / gas cooling systems are arranged.

The airbags (38) arranged for the lower front part of the fuselage of the aircraft (3) have the same operation as the airbags (36) and (37), except that the cushions are double and their filling is mixed, that is, They are made with two inflated cushions and filled differently. The first one is located inside the main inflation bag itself, the latter being the second of the largest capacity cushions. At the time of inflation and as a main point the inner cushions are swollen with nitrogen by means of electrically and pyrotechnically activated gas generators and the bags

outside these are filled with exhaust gases. and finally, the airbags (39) arranged for the lower part of the wings

(6) and engines (18), are housed in aerodynamically designed modules (40) made of very resistant materials and located under the engines, fixed to these and to the wings. These airbags (39) are placed for stability and buoyancy control in the landing as well as for impact protection and which have the same operation as the airbags (37), that is, at the precise moment they swell with the exhaust gases produced by the reactors, (explained above).

The cushions or bags of the airbags are formed by a combination of special materials (some of them: polyurethane rubber elastomers, different types of rubber, various types of fabric, carbon fibers, kevlar, etc.) that not only resist high temperatures and the different pressures to which they can be subjected, but are also able to withstand maximum impacts together with the deformation (tension) generated in them, as well as to perform waterproofing and buoyancy functions, or any deterioration. And which all inflated act as a perfect mattress. At another point, the outer surfaces of the bases (lower zone, friction zone) of all the cushions are attached with rigid coatings composed of tightly bonded plates and made with composite carbon fibers and titanium alloys, and in which their The surface is smooth and has rubber protrusions in strip arrangement and a multitude of small holes where inside there are pressure valves that are arranged flush with the surfaces of said plates. These plates have the same shape and dimensions as the base of the cushions when they are fully inflated and have curvatures that look inside the bags located on the sides. These plates are exposed to perform three different tasks.

On the one hand, to allow the aircraft or both independent aircraft to perform grounding maneuvers on large bodies of water, such as; seas, lakes, etc., which is possible, because the inflated airbags act as floats as they are also trained to do so, while these plates act as sliders providing together (skates) the necessary and main elements to the aircraft and airplanes not only to slide through the water but also to perch on it and enable such maneuver.

On the other hand, as an insulating and protective material to protect the compounds of the cushions and prevent their rapid degradation when they impact and drag along any type of terrain. (Thanks to the mixed composition of these plates they are perfect for slipping on liquid surfaces, or failing that, dragging on solid surfaces, where in this type of surfaces the commented strong rubber strips and reinforced composition make a good friction zone to help stop the aircraft or independent aircraft).

and finally, to provide an air mattress under the plates with which to create a lift to slide or move more effectively when needed, and which is caused by the pressure that escapes through its pressure valves blowing air and gases at the bottom of the plates when the airbags swell and reach and exceed their maximum pressure, which is determined in a controlled manner when required by pilots from the controls.

All these outdoor airbags can be inflated regardless of the status of the landing gear (lowered or raised).

In case of failed take-off, emergency landing or landing of the aircraft (1) or independent aircraft (2) and (3), the airbags will be ejected together by the sectioned fuselage zones (41) and will perform the function of mitigate potential impacts and protect collisions around fuel tanks to prevent fires and / or

15 explosions, or failing that, will act as skates to perform the landing maneuver. Thus protecting passengers and crew. These airbags will be activated by pilots from either of the cockpits (8) or (9) if both at that time form the aircraft (1) or from their corresponding cockpits if both planes fly alone and only in case of near impact, although both planes

20 and the aircraft in general are also equipped with impact and proximity sensors that, in extreme cases, will be activated independently (this order can always be canceled by pilots).

and in this way, greater security and capacity is provided in the transport of 25 passengers.

In a fifth version, the passenger aircraft (1) is presented with an additional feature. This resides in both planes (2) and (3) And which consists of new wings (4) and (6) and their location, with their mechanisms and systems.

These wings (4) and (6) are designed and constructed to form a single alar set for when the aircraft (1) is constituted, in which they work

35 combined form the flight elements of both wings, or, to form two independent wing assemblies for when the two planes (2) and (3) that make up the aircraft (1) want to become independent and separate, in which each set Alar will work with your flight elements.

40 The following describes its operation and systems.

For this and in regards to the wings themselves they are made with strong and very light structures in which composite materials and special alloys are used. As for its constitution, the wings (4) both its wing

45 left as its right wing are formed and joined together composing its complete alar set arranged with mobility, while the wings (6) are formed with its fuselage. And in terms of shapes and dimensions, the wings (4) are the same as the wings (6), except for the thickness that is greater in the wings (6) to accommodate part of the wings (4) in their

50 interior, more specifically its lower part. For this, each of the wings (6) is constructed with an inner housing (136) with its corresponding gate (137) that is just

its upper surface (extrados), which is foldable towards the inside of its own wing in order to proportionally said housing with a capacity of% of the total of its interior (for its upper part) arranged throughout the length of the wing (6) and it has a place to house its own gate and the lower half (in its entire length) of the total volume of the wing (4) (being of smaller thickness) that corresponds to it.

When the wings (4) and (6) proceed to merge with each other, the wings (4) will be joined by their lower surfaces (intrados) to the upper surfaces (extrados) of the wings (6) to be superimposed . At this point the gates (137) are retracted towards the interior by means of a mechanical hydraulic system (which performs the opening and closing of the same) leaving the interior of the interior housings (136) provided by the area and upper part of the wings ( 6), in which their shapes and dimensions mutually understand each other with the areas and lower parts of the wings (4) that in turn are introduced inside until the operation is completed, where once it is finished only one will be formed alar set (left wing and right wing) in which the resulting external shapes and surfaces, upper surfaces (extrados), lower surfaces (intrados), leading and trailing edges etc., have been designed and realized to understand each other. As well as the flight elements (of both wings (4) and (6 »), they have the capacity to work in combination.

Depending on the plane (2), the wings (4) may have a smaller wingspan than the wings (6) of the plane (3).

At another point, the leading edges (153) of the wings (4) and (6) are responsible for regulating the adaptability of their positions and shapes both in the decoupling process and in the coupling between their wings and in the result of the superposition of these, as well as in the phases of takeoff and landing between airplanes.

For this, the leading edges (153) of both wings (4) and (6) have their tip with tilting movement (154) (deflection deflection) and in it the supporting surfaces called slats are located, meanwhile, the leading edges of the wings (4) are also microperforated by an infinity of micro holes (155) with opening and closing device for them.

In such a way that these systems are mainly destined to perform the following functions, on the one hand, they are capable of channeling the air currents that run through the surfaces by regulating the entry of air flows at the precise moment of disengagement (or union ) of the wings between the resulting space and control the depression or overpressure, in order to effect a safe progression. On the other hand, they are enabled to increase the lift at the necessary time and to establish the correct angle of attack in each maneuver together with the control surfaces and other systems, making variations of the alar profile modifying its curvature and position. Which is viable not only because of the multitude of possible positions due to the shapes of the edges prepared for it but also by the dependent systems managed from their corresponding units.

These are some of the most important functions of such procedures.

With all this, both wing assemblies (4) and (6) understand each other both in their union and in the existing distance when they separate.

In addition, each of the wings (4) has a pneumatic control mechanism (138) inside, which consists of interlocking arms (139) of carbon fiber and aluminum (coated with an extensible drift that gives it aerodynamic shape to offer the minimum resistance when they extend) which has a pneumatic equipment coupled with which it deploys and extends its arms and with which it folds and collects them through an opening with a gate (142) that is located in the lower (intrados) area of the wing, and which at one end is fixed to the structure of the wing and at the other end has a support terminal (140) installed.

While for this each one of the wings (6) present in its interior by the upper area (extrados) fixed to its structure and after a minicomport only one support terminal (141).

These pneumatic control mechanisms (138) have been created with the objective of serving as positional guidance and support for the wings (4) on the wings (6) when performing the deployment or folding maneuvers on them as well as for proportional vertical force counteracting the First suction forces and establish stability to them eliminating possible vibrations. For this, the support terminals (140) are at all times in contact with the support terminals (141) and with a small fixation, where the surfaces of the terminals correspond to each other. So that when the wings (4) proceed to separate from the wings (6) the pneumatic control mechanisms (138) of the wings (4) will be extended together providing lifting force to the wings (4) thus separating of the wings (6).

On the other hand, the wings (6) are fixed to the fuselage of their corresponding aircraft (3) immobile, while the wings (4) are fixed with mobility (complete alar set) to the fuselage of their aircraft (2). This mobility is achieved by guides (144) (which are four large steel cylinders with endless propeller projection capable of rotating on their vertical axes due to the movement they receive) that the plane (2) and the plane (3) possess. ) within their respective fuselages located at their central point on both sides and which are moved by lifting mechanisms (143) available to the aircraft (2).

The guides (144) of both planes (2) and (3) are fixed to the structures of the fuselages (55) and (72) arranged obliquely (147) and are joined and aligned with each other when both planes are they are coupled, but divided between airplanes (this dividing point between guides (144) are precise and exact connecting points between their corresponding ends), and which receive the movement of the lifting mechanisms (143) so that the wings move through them (4) that are mounted / crossed (by its central part of the complete alar set that is hidden inside the fuselages or) by them through openings (these are four large holes with oblique arrangement where they are housed inside tubular cylinders with a spiral chamber through which the guides (144) are introduced, and said tubular cylinders are fixed to the structure of the wing with mobile arrangement.This system also consists of devices hydraulics for their certain movements and angular retention mechanisms) that these wings (4) have, and from which and by means of the guides (144) it is also possible to modify the angle of incidence. These guides (144) not only support the weight and tension of the alar assembly but also the different loads and pressures to which the wings (4) are subjected, by which they are transmitted and communicated between the outer and inner part of the of the fuselages by paths obliquely elongated openings (147) made on both sides of these, with their own self-doors (these open and close at the same rate in which the corresponding wing parts move through the openings, keeping their compartment watertight with proper pressurization). As well as openings are arranged in the lower part of the plane (2) and in the upper part of the plane (3) (facing faces of and between both planes (2) and (3 »for the transfer between fuselages of the alar set (4), and for coupling between guides (144), all these openings arranged with their respective self-doors.

Thus, the lifting mechanisms (143) and the guides themselves (144) provide the wings (4) with an upward and forward movement (146) crossing both fuselages forming an oblique line when they are separated from the wings (6), and they also provide a downward and backward movement

(145) crossing both fuselages forming an oblique line when they meet the wings (6). This inclination has been arranged in order to allow an advanced position to the wings (4) with respect to the wings (6) when they are separated from each other, and which is for the realization of the airplane takeoff maneuver (2) on the plane (3) when necessary.

Said guides (144) with oblique arrangement (147) can be seen in Figures 17,18 and 21.

In this way and formed the aircraft (1), both planes (2) and (3) that compose it are joined and the wings (4) of the plane (2) are embedded in the wings (6) of the plane (3) forming between the two a single alar set (left wing and right wing) composed of the surface and upper part (extrados) of the wings

(4) and by the surface and lower part (intrados) of the wings (6), which works using the flight elements and other systems of which the wings (4) were combined and coordinated with the flight elements and other systems of which the wings were (6). So that the flight elements such as spoilers (148), air brakes (149), variable speed wings (151) and lateral control wings (152) work on the upper part (extrados) of this new alar set. of which were the wings (4), and in a combined way throughout the whole alar work the flight elements such as, internal fins and external fins of curvature (150), leading edges (153) with tilting movement (154). and trailing edges, of which were wings (4) and (6).

With all this, at the time that the take-off maneuver is to take place the plane (2) on the plane (3), the wings (4) that are attached to the wings (6) begin their ascent through the guides (144) by means of the lifting mechanisms (143), while activating the opening of the micro holes (155), are activated by adapting the leading edges (153) and the pneumatic control mechanisms (138) are deployed ) supported and supported by the corresponding terminals (140) and (141). In such a way that in its ascension these wings (4) are removing their lower half of the inner housings (136) from the wings (6) at the same time that they are closing said compartments with the gates (137) (or outer surfaces superior extradós), all of which is adjusted continuously by the dependent mechanisms.

Once the ascent route is completed crossing both fuselages and the wings (4) have reached their correct position at the end of the deployment operation, the pneumatic control mechanisms (138) self-release from the support terminals (141) of the wings ( 6), and while they are collected and retracted towards the inside of their wings (4) they will be closed automatically leaving the openings hidden where the support terminals (140) have left by some mini-doors that are located on both upper surfaces (extrados) . At the same time and once the pneumatic control mechanisms (138) have been completely retracted, they will do the same by being hidden and closing the openings where they exit and enter through gates (142). Thus remaining both smooth surfaces.

Thus separating the wings (4) from the wings (6) transferring (always taken from your plane (2 »to its position on the plane (2), automatically adjusting at all times angles and support existing in both wing assemblies by two on-board centrals located in the central computer that works with the multitude of microsensors that detect this lift and that are located scattered on the wing surfaces in strategic sites, which send the information collected constantly to the central computer so that from this form control and modify the elements and flight systems in conjunction with the pilots and thus assist and enable such maneuver (and flight with both wing assemblies) in a coordinated and precise manner, where once the aircraft is finished (2) it will be available execute said takeoff maneuver on the plane

(3) in full flight. If the wings (4) require the maneuver to join the wings (6) they will proceed in the opposite way.

In the event that both planes (2) and (3) fly independently and the plane (2) lands on the plane (3), once joined, the wings (4) will move and fold with the wings (6) (as explained above but in reverse), where the aircraft (1) formed with the alar set consisting of wings (4) and (6) will remain.

In a sixth version, the passenger aircraft (1) is presented with an additional feature. This resides in both planes (2) and (3) which have large horizontal rotary blowers (156) on their wings (4) and (6) located near the socket between the leading and trailing edge and horizontal mini-motors blowers (157) adjustable at the tip or end of the wings near the marginal edge between the leading edge and exit as well as two horizontal rotors blowers (158) adjustable smaller than the rotors (156) located both in the front (nose) and in the back (tail) of the corresponding fuselages of each of the aircraft (2) and (3), with which propulsion and vertical lift is generated.

This has been created in order to provide a new sophisticated and reliable flight system not only for aircraft (2) and (3) but also for the aircraft (1), thus achieving different types of lift and propulsion and with the possibility if used separately from the current system or in combination with it to obtain maximum lift and propulsion.

The horizontal rotors blowers (156) and the mini-motors (157) are located inside the wings (4) and (6) of great size and thickness fixed to its structure with the same horizontal arrangement of these and which are hidden both by its upper part and by its lower part by some multi-doors (159) that are the same that form the area of the upper (extrados) and lower (intrados) surfaces of these wings, where the multi-doors (159) of the upper surfaces of the wings (6) are arranged in the gates themselves (137) for the rotors (156) and mini motors (157). In such a way that said gates (137) have folding movement towards their interior (as already explained) and at the same time lateral movement in the multi-doors (159) to discover and cover the suction nozzles of these rotors, with which in this way gates and multi-doors share vertical mobility, all through the support and displacement mechanisms enabled for this purpose. On the other hand the rest of multi-doors

(159) are fixed with their mobility established to the respective structures of their wings. In this way, at the time of the need for the use of rotors and mini-motors, these multi-doors (159) make their opening in a sliding way, moving and hiding at the same time inside the wing itself, exposing the rotors and mini-motors. both for its upper part which is where the intake nozzles are coincident with the upper areas (extrados), and for its lower part which is where the ejection nozzles or outlet diffusers are located coinciding with the lower (intrados) areas, and which are moved by hydraulic mechanisms.

For their part, the horizontal rotors blowers (158) are hidden in their corresponding fuselages (also large capacity) arranged with retractable capacity, that is, each pair of rotors are fixed to a carbon fiber structure that is fixed with mobility from its central point to the fuselage structure with a rotation capacity of 900 and which is available with the ability to extract and retract the rotors for convenience according to the needs. Thus, when the rotors are removed, the carbon fiber structure will rotate counterclockwise and move (extend) the rotors laterally to opposite sides of the fuselage to remove them outside and place them in parallel. all this after having previously made the opening of some gates (160) that are on both sides of the fuselage, proceeding in reverse at the time of retracting and hiding them inside the fuselage to place the rotors thereon longitudinal. All this moved by a series of electric motors.

The horizontal rotors and mini-motors blowers (156), (157) and (158) are fixed in their central part to the respective structures to which they correspond and do so with directional mobility causing the rotor to adopt different positions from and with respect to its horizontal , and in this part there is a turbine (a turbine per rotor) from which the vertical axis that moves the rotor with adjustable blades that has at the other end also arranged horizontally and which obtains mobility by the exhaust gases produced by the engines (13) and (18) that move the turbine and are directed there by ducts.

This achieves two lift and propulsion systems used at convenience, independently or in combination, that is, on the one hand, is the conventional lift created by the wings by the advance and displacement between the air particles of the aircraft in question by their horizontal propulsion, and on the other hand, is this new type of lift and propulsion generated by rotors and horizontal mini-motors blowers (156), (157) and (158) consisting of the suction and expulsion of air and gases with force in vertical sense

In the operation of the combined system the air is collected and aspirated by the upper area of the rotors (intake nozzles), where in the case of the rotors and mini-motors of the wings the air sucked by its upper part comes partly from the current of air that runs over the upper surface of the profile (extrados) of the wing and is reoriented in an orderly manner by means of intelligent deflectors with their own adapters that are directed according to the circumstances and that are in the inlet mouth (intake nozzle) of each rotor and minirotor which rise to the outside once the multi-doors are opened, (in the case of nose and tail rotors their deflectors intervene towards the wings). In this way, in said air stream the air particles are accelerated more (the velocity of these is greater) decreasing the pressure in the extrados creating ascending force thus increasing the lift next to the propulsion generated by the lower part or surface (intrados) ) where the air sucked by the rotors and minirotors (and other rotors) in an oblique vertical direction and the jet of gases from the engines (13) and / or (18) are ejected as a reaction (by the ejection nozzles) which in turn circulate through the turbines providing them with movement. Achieving with all this a more consistent lift where the wings are hugged-knotted by air currents, where although greater resistance is generated, it is compensated with maximum lift and propulsion.

For its part, the joint work between the rotors and minirotors (156),

(157) and (158) of both aircraft (2) and (3) both in their combined operation and independently behave in the understanding in flight as well as in the approach and coupling and decoupling maneuvers between aircraft (2) and (3) and in the disengagement and union maneuvers between the wings (4) and (6), so as not to cause interference with each other.

For this, the propulsion and the suction generated by the corresponding rotors and minirotors (156), (157) and (158) of and between both airplanes (2) and (3) are understood from their calculated design and mutually self-directed looking for the correct alignment and working on it. In addition to, due to the work of the baffles and the electronic on-board management (of both planes) that directs the controls and systems through the information obtained by devices that detect effects contrary to those desired that could arise in aerodynamic conditions , acting on them.

When both airplanes (2) and (3) are attached and both wing assemblies (4) and (6) joined together, the main alar assembly forming their corresponding rotors, minirotors and external rotors (156), (157) and (158) of the respective fuselages are perfectly facing each other working as a single group of rotors and minirotors and fused external rotors.

In such a way that in the performance of the function in question the air is aspirated by the upper part of the rotors, minirotors and external rotors of the aircraft (2) and expelled by its lower part where it is recovered and again it is sucked and accelerated again by the upper part of the rotors, minirotors and external rotors of the airplane (3) and expelled by its lower part with greater force and pressure.

Thus, the joint work of this new lift and propulsion system between the airplanes (2) and (3) is enabled, (all the rotors of this system are also able to operate independently), empowered to work by behaving as one in the need to serve in the use of the aircraft (1).

This gives rise to the new lift and propulsion system in each of the airplanes (2) and (3) and in the aircraft (1), which is controlled by the electronic and manual on-board management that in addition to receiving the Orders to follow are supplied with the external information that arrives through the multitude of sensors located on the exterior surfaces that capture all the necessary main data such as, the density of the air, the external temperature and that of the gases, the projection and constant flows, pressure and speed, etc., to act accordingly and intervene on the corresponding controls and on regulators, distributors, deflectors and other systems that have rotors and horizontal minirotors blowers (156), (157 ) and (158) and that are capable of modifying the direction of the intake and ejection nozzles, establish the absorption and thrust regime, regulate the gas outlet and adapt them to a at optimum temperature, evaluate the existing distance and determine the direction of rotation of the rotors, this being, in the opposite direction, that of each binomial of rotors (wings, nose, tail). To adapt with all this according to the aerodynamics and situation and respond to the needs.

In this way these rotors and mini-motors horizontal blowers (156),

(157) AND (158) (with the other systems that compose and assist them, regulators, hydraulic actuators, distributors, servomotors, electric motors, etc.) provide the following advantages and troubleshooting, all seen in the following situations . On the one hand, any type of flight and during take-off and landing maneuvers between airplanes provides maximum reliability over the control, just as performing these maneuvers enables them at low speeds (and from immobility). On the other hand, in the landing maneuver of the plane (2) on the plane (3) the latter offers greater stability. Finally, it behaves in the face of turbulence in a positive way helping to control them.

This new lift and propulsion system to be compatible in the passenger aircraft (1) shown above, where appropriate, would share systems, that is, in the landing maneuver between the aircraft (2) and (3) the rotors and minirotors horizontal blowers (156), (157) and (158) are used independently or in conjunction with the guides (28) (also used independently), all depending on the characteristics of the aircraft (1) and the situation.

All aircraft systems presented here can be selected and established in a passenger aircraft of these characteristics depending on the independent preferences of the interested parties, all systems being compatible with each other, (with their corresponding modifications).

Said biaeronaves or biaviones (1) are trained to transport people and / or merchandise privately or commercially, in any of their dimensions, and areas.

The centering of the aircraft (1) is determined by the plane's equilibrium point (2) and the plane's equilibrium point (3), both coinciding with each other, and for which basic parameters such as if the airplanes are passenger or cargo, the weights in basic and operational vacuum, load distribution, maximum takeoff and landing weight both in the aircraft (1) and in their corresponding aircraft (2) and (3) independently and between them, etc ...

The arrangement and use of hydrogen engines for this type of aircraft is being studied (1).

Anything that may be presented will be independent of the inventions as long as it does not affect their essentials, and which extend to all related sectors and in which they are associated.

Industrial application

The present invention is considered of industrial application for its possible development and construction in the aeronautical industrial technical sector, also contributing to the development and promoting the innovation of this type of aircraft with operational safety systems in flight and with new flight transfer procedure . Helping with it a safer and more efficient air transport and thereby achieving greater confidence and desire on the part of its users to use this means of transport.

Claims (15)

 Claims 1.-Biaeronave of passengers with ability to take off and land with each other and with safety and rescue systems operating in flight, characterized in that it is designed and built in two independent airplanes, by which it is formed and divided in turn, and conceived as a security system, where the passenger biaeronave (1), also called a biavion or aircraft, is constituted by, an airplane with the passenger cabin (2), coupled, on top of the fuselage of its respective second plane with the cargo and service compartments (3), coupled and fixed both planes by support and fixing devices (14) and (21) provided in the corresponding faces of confrontation where they are in turn communicated by gates (16) and (23) and their systems connected by joints (15) and (22), and where both planes (2) and (3) have independent flight capacity and their shapes and dimensions together with the arrangement of their elements Flight mentions understand each other in harmony to form the aircraft (1), which is governed and driven by the joint work provided by the main flight elements (4), (6), (12), (19) , (11), (20), (13) Y (18). 2. Passenger biaeronave according to claim 1 characterized in that the plane with the passenger compartment (2) is presented with the ability to perform the take-off maneuver on the coupling plane (3) in full flight, where through the advance of the aircraft (1) constant lift is generated in the wings (4) further favored by being located above and forward in position towards the front of the fuselage with respect to the position of the wings (6) of the plane (3), in such a way that by releasing the fixing devices (14) and (21), closing the gates (16) and (23) and disconnecting the joints (15) and (22), the angle of attack with the rudders, flaps and wing slaps (4) in conjunction with the mobility provided by the flight elements of the tail joint consisting of the drift (11) with its steering rudder and the stabilizer (12) that crosses the drift (11) extending to the sides opposite of it with the rudders of depth, and that together with the impulse of the engines (13) the force necessary to perform said maneuver originates, where once executed the passenger aircraft (1) is divided and separated into two independent aircraft (2) and (3) , which in said maneuver activate the longitudinal tubular ducts so as not to cause turbulence and generate stability. All this as a security system to evict passengers in emergency situations or as a means to transfer them. 3. Passenger biaeronave according to claims 1 and 2 characterized in that the aircraft (2) has compartments (10) at the top of its fuselage, where inside it contains large parachutes, which are ejected from these compartments (10) in certain emergency situations to stop and decelerate this aircraft (2). As a security system. 4. Passenger biaeronave according to claims 1, 2 and 3 characterized in that the plane (3) has an ejection capsule with a parachute inside its cockpit (9), which is ejected as a reaction in full flight by a hatch (24) located at the top of the cockpit (9) , which performs its opening in a timely manner for the expulsion of said capsule with the pilots, in certain emergency situations. As a means and security system. 5. Passenger biaeronave according to claims 1, 2, 3 and 4 characterized in that the plane (2) is presented with the ability to fold its wings (4) inside its fuselage and deploy them and place them in flight arrangement, for this purpose the wings (4) are presented with mobility through vertical axes (26) where they are mounted with free rotation from their inner ends and are supported and supported respectively by means of guides (27), for which they also move by performing the operation of withdrawal towards the interior of the compartment (5) where they are housed, which in turn is located inside the fuselage, or move to perform the operation of deployment and extension towards the outside of this compartment when they are required in flight, and all this in addition to the force applied by motors and servomotors that the plane (2) presents inside the fuselage. 6. Passenger biaeronave according to claims 1, 2, 3, 4 and 5 characterized in that the plane (2) is presented with the ability to perform the landing maneuver on the plane (3) in flight and this to enable it, where the plane (2) is approached by the back of the plane (3), both stabilized and without generating turbulence through the longitudinal tubular ducts, until reaching a safe distance, while the plane (3) deploys the guides (28) And elevates them from the fuselage up and back of the fuselage to receive the plane (2), at this point, the magnetic hook (30) of the plane (3) moves along the guides (28) towards the part back in search of the hitch hole (32) of the plane (2) which in a last precise and exact approach the magnetic hook (30) fits into the hitch hole (32) and the rails (31) with electromagnetic rollers penetrate the guides (28), then the hook by means of its hydraulic arms (29) begins to pull together with the momentum of the plane (2), which slides by means of the rails (31) on the guides (28) of the plane ( 3) at the same time that the guides (28) descend to proceed to confront and join both faces of confrontation of the corresponding airplanes (2) and (3), where the procedure is finished, both planes are attached and fixed on said faces by the devices of support and fixation (14) of the airplane (2) and its corresponding disposi Support and fixing devices (21) of the aircraft (3), as well as connecting their systems through the connection splices (15) and (22) of both aircraft. 7. Passenger biaeronave according to claims 1, 2, 3, 4, 5 and 6 characterized in that the plane (2) and the plane (3) have independent mobile capsule-like rooms with their corresponding housings inside each fuselage of each of the airplanes (2) and (3), where inside the passengers are accommodated and accommodated, and where by means of hydraulic elevators with receiver and some gates (33) of the airplane (2), and by means of Some hydraulic elevators with a receiver and some gates (34) of the aircraft (3), these airplanes are arranged with the capacity to transfer and exchange said interiors between the corresponding housings of both airplanes, when they are joined and in flight. To carry out passenger transfer in full flight. 8. Passenger biaeronave according to claims 1, 2, 3, 4, 5, 6 and 7 characterized in that the airplane (3) and the airplane (2) have effective airbags inside for each and every one of the passengers as well as for all the members that make up the crew, installed in seats, dividing panels and control panels, where they are useful for the front area and the lower area of each of the seats and which in case of impact are activated electrically and pyrotechnically and they are inflated with nitrogen (N2) by gas generators sent from a central unit, from which the front and lower airbags are also operated in a coordinated manner. With all this to protect passengers and crew in emergency situations. 9. Passenger biaeronave according to claims 1, 2, 3, 4, 5, 6, 7 and 8 characterized in that the aircraft (3) has large airbags (36), (37), (38) Y (39 ) effective for its outer zone and for the outer zone of the passenger aircraft (1), as well as the plane (2) has large airbags for its outer zone, and which expel their cushions outside by areas of Sectioned fuselage (41) automatically or in a controlled manner in cases of failed take-off or emergency landing as protection to reduce, slow down and soften possible impacts. As a security system. 10.-Large airbags according to claim 9 characterized in that the airbag pads (37) and (39) presented by the passenger aircraft (1) are inflated with the exhaust gases produced by the reactors and with air brought from outside To this end, all reactors have devices in the ejection nozzles, which in a timely manner collect and transfer the gases to ducts located in wings and fuselage and where they are directed to pressure vessels housed inside the interior of the fuselage and / or towards the cushions of the airbags directly where they are filled at high pressure, at the same time that openings are opened at the right time (42) presented by the aircraft arranged at strategic points, which allow air to pass through pipes where pressure is driven to pressure tanks and / or to airbag pads, and to cooling points of pressure elements. 11.-Large airbags according to claim 9 characterized in that the airbags (38) presented by the passenger aircraft (1) they are made with double inflation cushion, a cushion inside another major cushion, and its filling system is mixed, its inner cushion is filled with nitrogen (N2) by an electrically and pyrotechnically activated gas generator and the External cushion to this one of greater proportions swells with the exhaust gases brought from the reactors by some ducts and collected there by some devices located in the ejection nozzles. 12. Large airbags according to claim 9, characterized in that the airbag cushions (36) presented by the passenger aircraft (1) are inflated with nitrogen (N2) by means of electrically and pyrotechnically activated gas generators available. 13. Passenger biaeronave according to claims 1, 2, 3, 4, 5, 6, 7, 8 and 9 characterized in that the plane (2), the plane (3) and the passenger aircraft (1) in general are presented with capacity to carry out grounding maneuvers through the airbags (36), (37), (38) and (39), which activated voluntarily expel their cushions outside through the sectioned fuselage areas (41) and a Once they are inflated, they have carbon fiber plates on their lower outer surface, so that the cushions of the inflated airbags act as floats due to the pressure and impermeability they present and the plates that are joined act as sliders on their rigid surface and Smooth, in order to proceed as flotation skates, in addition, these plates have their perforated surface with a multitude of holes that are arranged with pressure valves as a system to generate lift under said plates by blowing air and gases if Recess to slide or move more effectively. In this way it is executed as a landing way in which it will be a landing maneuver. 14. Passenger biaeronave according to claims 1,2, 3,4,5, 6, 7, 8, 9 and 13 characterized in that the passenger aircraft (1) is presented with its wings composed of double independent alar set joined together forming one and with the ability to divide. For which, the wing assemblies (4) and (6) are empowered to unite by means of the mobility of the alar assembly (4) and merge with each other composing a single alar set for the aircraft (1) in which the combined flight systems of both, as well as are enabled to separate from each other and exercise as such independently each in their corresponding aircraft (2) and (3), all in full flight. So that the wings (4) of the airplane (2) in its union with the wings (6) of the airplane (3) by their corresponding faces of confrontation understand each other as far as shapes and dimensions are concerned, providing the wings ( 6) the respective precise and exact housings (136) similar to the part of the wings (4) that are introduced inside through the gates (137) when both planes (2) and (3) are joined and they fit together forming the aircraft (1), thus composing a single alar set in which its flight elements composed of the elements of both wings (4) and (6), spoilers (148), air brakes (149), internal fins and external curvature (150), variable speed ailerons (151), lateral control ailerons (152), leading edges (153), exit edges and more surfaces and dependent systems, work in a combined and coordinated way in this alar set The latter is able to separate and divide into two independent wing assemblies by adapting their leading edges (153) with micro-holes (155) at the upper edge as well as by lifting mechanisms (143) that generate movement to guides (144) arranged in an oblique way (147), and these in turn provide the necessary movement to the wings (4) that move through them between the fuselages (due to their due lateral openings and in facing faces, with their self-doors) of both planes (2) and (3) and also they offer the support and positional guidance along with two pneumatic control mechanisms (138) through their support terminals (140) with their corresponding arms (139) and gates (142) installed on the wings (4) and find their support and exert on support terminals (141) fixed on the wings (6) with their corresponding gates. In order to proceed later, the airplane takeoff maneuver (2) on the airplane (3). All this also with folding horizontal and vertical mobile stabilizers and oblique stabilizers, to establish stability control, and provide adaptation between aircraft (2) and (3). 15. Passenger biaeronave according to claims 1, 2, 3, 4, 5, 6, 7, 8, 9, 13 and 14 characterized in that the plane (2), the plane (3) and the passenger aircraft (1) in general they have the capacity to generate lift and propulsion vertically from their wings as well as from their corresponding fuselages, by rotors and horizontal mini-motors blowers (156), (157) and (158) adjustable of different dimensions that are located both in these wings (4) and (6) with their same horizontal arrangement as in their respective fuselages, with their multi-doors (159) and gates (160), and are moved by the direct action of the exhaust gases produced by the engines (13) and (18) that turn the turbines that have the rotors in their central part causing a suction force by their intake nozzles located in the upper part where they collect the air that is oriented by the baffles and then generate a propulsion ejecting the air from intake and exhaust gases with violence by their outlet diffusers located at the bottom, giving rise to a new system of lift and propulsion (flight) for aircraft (2) and / or (3) or for the aircraft (1 ), with the possibility of being used independently or in combination with the usual system created by their advancement and which also provides control in takeoff and landing maneuvers between airplanes (2) and (3).