ES2448065A1

ES2448065A1 - Fins in lever arm perpendicular to the ends of the wings of an airplane (Machine-translation by Google Translate, not legally binding)

Info

Publication number: ES2448065A1
Application number: ES201200913A
Authority: ES
Inventors: Fº JAVIER PORRAS VILA
Original assignee: Individual
Current assignee: Individual
Priority date: 2012-09-13
Filing date: 2012-09-13
Publication date: 2014-03-13
Anticipated expiration: 2032-09-13
Also published as: ES2448065B1

Abstract

The fins in a lever arm perpendicular to the ends of the wings of an airplane, are characterized by being groups of fins that are installed at the ends of the wings (5) of an airplane (1, 2) so that the force that the air to exercise on them, and, up, can significantly reduce the weight of the plane. In a lever arm, the force exerted on the ends of a balance increases with the length of the arm of the balance. In this way, by placing a force on the ends of the wings, -and, at the ends of the stabilizers, we will greatly reduce the weight of the aircraft. Y; if we make these groups of fins (9) and (10) are located on a vertical axis that descends one or two meters from the end of the wings, we will increase even more the lift force of the airplane. (Machine-translation by Google Translate, not legally binding)

Description

Aletas en brazo de palanca perpendicular para los extremos de las alas de un avi6n. Fins on perpendicular lever arm for the wing ends of an airplane.

Objetivo de la invencion Objective of the invention

El objetivo de la presente invenci6n es el de conseguir reducir al maximo el Peso de un Avi6n, lo que se puede conseguir creando un Brazo de Palanca que aprovecha la Longitud de las Alas (5) del Avi6n (1, 2) para poner una Fuerza en sus extremos. Esto quiere decir que, en sus extremos, vamos a situar un Grupo de varias Aletas (6), - de la misma manera que los vamos a situar en los extremo de los Estabilizadores (4) -, para que la Fuerza hacia arriba que el Aire del avance va a ejercer contra estos Grupos de Aletas (6, 7), se multiplique por la Longitud o el Radio de las Alas, de manera que aumentara mucho la Fuerza de Sustentaci6n del fuselaje (1, 2), en el que va la carga y el pasaje. Cuando, en los extremos de las Alas (5) y de los Estabilizadores (4) ponemos un Eje que desciende en Vertical, y, el Grupo de Aletas (10) lo ponemos en la parte inferior de este Eje Vertical, estaremos aumentando aun mucho mas la Fuerza del Aire que se ejercera como un Brazo de Palanca Perpendicular contra los extremos de las Alas (5), y, contra los extremos de los Estabilizadores (4), con lo cual, se reducira mucho el Peso del Avi6n (1, 2) y el consumo de los motores se reducira tambien considerablemente. Ademas, como el indice de Riesgos en vuelo aumenta con el del Peso del Avi6n, - con el que se halla en proporci6n directa -, cuanto mas reduzcamos dicho Peso, mas estaremos reduciendo, al mismo tiempo, el indice de Riesgos para el pasaje. The objective of the present invention is to achieve a maximum reduction of the Weight of an Airplane, which can be achieved by creating a Lever Arm that takes advantage of the Wing Length (5) of the Airplane (1, 2) to put a Force at its ends This means that, at its ends, we are going to place a Group of several Fins (6), - in the same way that we are going to place them at the ends of the Stabilizers (4) -, so that the Force upwards than the Feed air will exert against these Fin Groups (6, 7), multiply by the Length or the Radius of the Wings, so that the Fuselage Sustaining Force (1, 2) will increase greatly, in which it will The cargo and the passage. When, at the ends of the Wings (5) and the Stabilizers (4) we put an Axis that descends in Vertical, and, the Fin Group (10) we put it in the bottom of this Vertical Axis, we will be increasing even much plus the Air Force that will be exerted as a Perpendicular Lever Arm against the ends of the Wings (5), and, against the ends of the Stabilizers (4), whereby the Weight of the Airplane (1, 2) and the consumption of the engines will also be reduced considerably. In addition, as the Risk in flight index increases with that of the Airplane Weight, - with which it is in direct proportion -, the more we reduce said Weight, the more we will be reducing, at the same time, the Passenger Risk Index.

Antecedentes de la invencion Background of the invention

El unico antecedente que puedo senalar es el del Brazo de Palanca de Arquimedes que relaciona el Radio de la Balanza. (R) con el Peso (W) que sostiene en su extremo: (W1 . R1 = W2 . R2). En esta invenci6n se trata de una aplicaci6n de este Principio Fisico, en tanto que, en los extremos de las Alas (5) del fuselaje de un Avi6n (1, 2), podemos poner un Grupo de Aletas sobre las que, el Aire que el Avi6n encuentra en su avance, va a ejercer una Fuerza que lo empujara hacia arriba. En este sentido, el Avi6n no es mas que una Balanza que tiene dos Radios, o sea, dos Alas (5), en las que, en sus extremos, se ejerce una Fuerza en sentido ascendente. The only antecedent that I can point out is that of the Archimedes Lever Arm that relates the Balance Radio. (R) with the Weight (W) it holds at its end: (W1. R1 = W2. R2). In this invention it is an application of this Physical Principle, whereas, at the ends of the Wings (5) of the fuselage of an Airplane (1, 2), we can place a Group of Fins on which, the Air that the Plane is in its advance, it will exert a Force that will push it up. In this sense, the Plane is nothing more than a Balance that has two Radii, that is, two Wings (5), in which, at its ends, a Force is exerted in an upward direction.

Descripcion de la invencion Description of the invention

Las Aletas en brazo de. palanca perpendicular para los extremos de las alas de un avi6n, son una forma diferente de enfrentar al Aire en contra que se produce en el avance de un Avi6n (1, 2). Al aplicar a un Avi6n el Principio de Arquimedes, consideramos que el Avi6n (1-5) es una Balanza que tiene dos Radios y que el Aire ejerce una Fuerza en sentido ascendente sobre sus dos Alas, y, sobretodo, en cada extremo. Para esto, s6lo tenemos que situar en dichos extremos de las Alas (5), dos Grupos de Aletas (6, 7) y (9, 10) que van a aumentar mucho la Fuerza que el Brazo de Palanca ejercera sobre el fuselaje del Avi6n (1, 2). Si, ademas, en cada extremo de las Alas (5), anadimos un Eje Vertical que situa, al Grupo de Aletas (9, 10), uno 6 dos metros mas abajo que el extremo mismo de las Alas (5), estaremos formando un Brazo de Palanca Perpendicular, - de mi invenci6n -, que aun aumentara mucho mas la Fuerza hacia arriba que ejercera el Aire en contra del avance. Siempre podemos realizar un calculo aproximado del valor que puede alcanzar esta Fuerza del Aire contra los Grupos de Aletas (6, 7) y (9, 10). Para obtener este dato debemos comenzar por hallar la Fuerza o el Peso que debe sostener cada metro cuadrado de la Superficie de las Alas de un Avi6n pesado de unas (50) Toneladas. Como el Avi6n tiene dos Alas, cada una sostendra (25) Toneladas Si su Superficie Alar es de unos (400) metros cuadrados, el Peso que sustentara cada metro cuadrado sera de: (50.000 N : 400 m2 = 125 Nlm2), Si ahora ponemos, en cada extremo de las Alas (5), un Grupo de cinco Aletas (6), - como las de la figura n° 1 -, la Superficie Alar de todas ellas sera, - cuando cada Ala (5) del Avi6n mide (40 m x 5 m = 200 m2) -, y, cada Aleta (6) mide (5 m x 1 m) : (5 m x 5 Aletas = 25 m2). Aprovechamos ahora el dato obtenido antes del Peso por metro cuadrado, y, lo multiplicamos por estos (25) metros cuadrados, para obtener el Peso que sustentara este Grupo de cinco Aletas (6): (25 m2 x 125 NI m2 = 3.125 N). Como esta cifra seria la de la Fuerza que el Aire ejerce hacia arriba en el extremo de un Brazo de Palanca, tendriamos que aplicar ahora la ecuaci6n de Arquimedes para obtener el valor del Anti-Peso, o sea, el de dicha Fuerza con la que el Aire empujaria hacia arriba en el Grupo de cinco Aletas (6): (Wtotal = WAletas . RAlas(5) = 3.125 N . 40 m = 125.000 N), lo que quiere decir que las Aletas (6) de los extremos de las Alas (5), - sin contar los Grupos de Aletas (7) de los Estabilizadores (4) -, presionarian hacia arriba con una Fuerza de (125) Toneladas metricas. Y, como en el Avi6n, hay dos Alas (5) y dos Grupos de Aletas (6), el total de esta Fuerza seria de (250) Toneladas metricas. Esto, obviamente, compensa suficientemente el Peso Total de este Avi6n, que es de (50) Toneladas metricas, y, asi, el Avi6n, se volveria tan ligero como un pajarito, y, pesaria, tan s6lo: (50 Tm - 250 Tm = -200 Tm). De esta manera, este Avi6n, apenas necesitaria un empuje muy suave para mantener su Velocidad en vuelo, y, apenas gastaria gasolina. Ahora, en el Avi6n de la figura n° 2, la Fuerza del Aire hacia arriba es aun mas poderosa, porque se forma un Brazo de Palanca Perpendicular que aun tiene mucha mas Fuerza. Asi, habria que multiplicar la Fuerza que tienen los Grupos de Aletas (6) del Brazo de Palanca que acabamos de calcular, por los dos metros que podria tener el Eje Vertical que sostiene al Grupo de Aletas (10) del Avi6n de la figura n° 2: (250 Tm x 2 = 500 Tm), con lo cual, el Peso Total del Avi6n de la figura n° 2, seria de: (50 Tm - 500 Tm = -450 Tm), lo que quiere decir que, este Avi6n, sentiria un Empuje hacia arriba, -despues de haber compensado su Peso Total de (50) Tm -, de unas The Fins in arm of. perpendicular lever for the ends of the wings of an airplane, they are a different way of facing the Air against which occurs in the advance of an Airplane (1, 2). When applying the Archimedes Principle to an Aircraft, we consider that the Airplane (1-5) is a Balance that has two Radii and that the Air exerts an upward Force on its two Wings, and, above all, at each end. For this, we only have to place at said ends of the Wings (5), two Groups of Fins (6, 7) and (9, 10) that will greatly increase the Force that the Lever Arm will exert on the fuselage of the Plane (1, 2). If, in addition, at each end of the Wings (5), we add a Vertical Axis that locates, to the Fin Group (9, 10), one 6 two meters lower than the very end of the Wings (5), we will be forming a Perpendicular Lever Arm, - of my invention -, which will further increase the Force upwards that the Air will exert against the advance. We can always make an approximate calculation of the value that this Air Force can reach against the Fin Groups (6, 7) and (9, 10). To obtain this data we must begin by finding the Force or Weight that each square meter of the Wing Surface of a Heavy Aircraft of some (50) Tons must hold. Since the Plane has two Wings, each one will hold (25) Tons. If its Alar Area is about (400) square meters, the weight that will support each square meter will be: (50,000 N: 400 m2 = 125 Nlm2), if now we put, at each end of the Wings (5), a Group of five Fins (6), - like those in figure 1 -, the Alar Surface of all of them will be, - when each Wing (5) of the Plane measures (40 mx 5 m = 200 m2) -, and, each Fin (6) measures (5 mx 1 m): (5 mx 5 Fins = 25 m2). We now take advantage of the data obtained before the Weight per square meter, and, multiply it by these (25) square meters, to obtain the Weight that will support this Group of five Fins (6): (25 m2 x 125 NI m2 = 3.125 N) . Since this figure would be that of the Force that the Air exerts upwards on the end of a Lever Arm, we would now have to apply the Archimedes equation to obtain the Anti-Weight value, that is, that of said Force with which Air would push up in the Group of five Fins (6): (Wtotal = WAletas. RAlas (5) = 3,125 N. 40 m = 125,000 N), which means that the Fins (6) of the ends of the Wings (5), - not counting the Fin Groups (7) of the Stabilizers (4) -, would press upward with a Force of (125) Metric Tonnes. And, as in the Plane, there are two Wings (5) and two Groups of Fins (6), the total of this Force would be (250) Metric Tons. This obviously sufficiently compensates for the Total Weight of this Airplane, which is (50) Metric Tons, and, thus, the Airplane, would become as light as a little bird, and, would weigh, only: (50 Tm - 250 Tm = -200 Tm). In this way, this Airplane, just need a very soft thrust to maintain its speed in flight, and, just spend gas. Now, in the Plane of Figure 2, the Upward Air Force is even more powerful, because a Perpendicular Lever Arm is formed that still has much more Strength. Thus, it would be necessary to multiply the Force of the Fin Groups (6) of the Lever Arm that we have just calculated, by the two meters that the Vertical Axis that supports the Fin Group (10) of the Plane of Figure n could have ° 2: (250 Tm x 2 = 500 Tm), whereby, the Total Airplane Weight of Figure 2 would be: (50 Tm - 500 Tm = -450 Tm), which means that, this Airplane, would feel a Push up, - after having compensated its Total Weight of (50) Tm -, of about

(450) Tm. (450) Tm.

Todo esto supone un adelanto respecto de la situaci6n actual de las Alas de los Aviones, en la medida en que, estos Aviones, hoy en dia, se limitan a contrarrestar el Peso del Avi6n con una determinada Superficie de las Alas, y, no tratan de superarla. Ademas, tienden a crear Motores de mucha Potencia y de gran consumo energetico, que puedan llegar a compensar el Peso total del Avi6n. Con el Principio de Arquimedes, podemos evitar todo este esfuerzo y dejar que las condiciones mismas de la estructura aerodinamica del Avi6n, sean las que reduzcan su Peso, con lo cual, se podran utilizar Motores de mucha menor Potencia y de un mucho menor consumo de combustible, ademas de reducir, tambien mucho, las probabilidades de Riesgo que un Avi6n y su pasaje, corren a causa de ese Peso. All this implies an advance with respect to the current situation of the Aircraft Wings, to the extent that, these Aircraft, today, are limited to counteracting the Weight of the Airplane with a certain Wing Surface, and, do not address of overcoming it. In addition, they tend to create engines with a lot of power and high energy consumption, which can compensate for the total weight of the aircraft. With the Archimedes Principle, we can avoid all this effort and let the very conditions of the aerodynamic structure of the Plane, be those that reduce its Weight, with which, engines of much lower power and a much lower consumption of fuel, in addition to reducing, also much, the probabilities of Risk that an Airplane and its passage, run because of that Weight.

Con estos Grupos de Aletas (6, 7) y (9, 10) se puede conseguir reducir, -tambien mucho -, la Carrera de Despegue, asi como la Carrera de Aterrizaje, en la medida en que la sustentaci6n se puede alcanzar enseguida, -incluso cuando el Avi6n lleva muy poca Velocidad -, ya que las Aletas (6, 7, 9, 10) reducen mucho el Peso Total del Avi6n. Fecha de la invenci6n: (12.09.12). With these groups of fins (6, 7) and (9, 10) it is possible to reduce, -a very much-, the take-off run, as well as the landing run, to the extent that sustainability can be achieved immediately, -Even when the Aircraft carries very little Speed -, since the Fins (6, 7, 9, 10) greatly reduce the Total Weight of the Airplane. Date of the invention: (12.09.12).

Description of the figures

Figura n° 1: Vista frontal de un Avi6n en el que se aprecian los Grupos de Aletas (6) y (7) de poca Anchura que se han instalado en los extremos de las Alas (5) y en los Estabilizadores (4) del Avi6n, formando un Brazo de Palanca. Figure n ° 1: Front view of an Airplane in which the groups of fins (6) and (7) of small width that have been installed at the ends of the Wings (5) and in the Stabilizers (4) of the Airplane, forming a Lever Arm.

Figura n° 2: Vista frontal de un Avi6n en el que se aprecian los Grupos de Aletas (9) y (10) de poca Anchura que se han instalado mas abajo de los extremos de las Alas (5) y bajo los Estabilizadores (4) del Avi6n, formando un Brazo de Palanca Perpendicular. Figure n ° 2: Front view of an Airplane in which the groups of fins (9) and (10) of small width that have been installed below the ends of the Wings (5) and under the Stabilizers (4) ) of the Plane, forming a Perpendicular Lever Arm.

Figura n° 1-2: Figure 1-2:

1) one): Tubo del fuselaje del Avi6n Airplane fuselage tube

2) 2): Cabina del piloto Cockpit

3) 3): Tim6n de deriva Drone rudder

4) 4): Estabilizadores Stabilizers

5) 5): Alas Wings

6) 6): Grupos de Aletas de las Alas Wing Fin Groups

7) 7): Grupos de Aletas de los Estabilizadores Stabilizer Fins Groups

8) 8): Eje de sujeci6n Clamping shaft

9) 9): Grupos de Aletas de los Estabilizadores Stabilizer Fins Groups

10) Grupos de Aletas de las Alas 10) Wing Fin Groups

Description of a preferred embodiment

Las Aletas en brazo de palanca perpendicular para los extremos de las alas de un avi6n, estan caracterizadas por ser Grupos de Aletas (6, 7) y (9, 10) de poca Anchura, que se instalan en los extremos de las Alas (5) y en los Estabilizadores (4) del Avi6n, formando un Brazo de Palanca cuando se situan en los extremos mismos de las Alas (5), o bien, formando un Brazo de Palanca Perpendicular cuando se instalan en un Eje perpendicular que se dirige hacia abajo y que se separa un numero determinado de metros del extremo de las Alas (5).. En los extremos del Brazo de Palanca que constituyen las Alas (5) de un Avi6n, se situan, entonces, un Grupo formado por varias Aletas superpuestas que s6lo necesitan medir uno o dos metros de Ancho, -segun las dimensiones del Avi6n -, y, tener la misma Longitud que las Alas (5), o, los Estabilizadores (4). El plano de estos Grupos de Aletas (6) y (7) formaran un angulo, respecto de la horizontal, que tendra los mismos grados que tiene el angulo que forman las Alas (5), o, el que forman los Estabilizadores (4) en donde estan instalados. En la figura n° 2 se presenta otro Avi6n (1, 2) que tiene un Grupo de Aletas (9) y (10) que se situan en un Eje Vertical que desciende algunos metros desde el extremo de las Alas (5) y de los Estabilizadores (4) de un Avi6n (1, 2). Estos Grupos de Aletas (9, 10) forman un Brazo de Palanca Perpendicular. Y, como en el caso de la reivindicaci6n anterior, se trata de Grupos de Aletas (9) y (10) de uno, dos o mas metros de Anchura, -segun las dimensiones que tenga el Avi6n -, y, con una Longitud igual, o, mayor, que la de las Alas (5), o, los Estabilizadores (4). Estas Aletas (9) y (10) tambien forman el mismo angulo respecto de la horizontal que el que forman las Alas (5) o los Estabilizadores (4) en los que estan instalados. The fins in perpendicular lever arm for the ends of the wings of a plane, are characterized by groups of fins (6, 7) and (9, 10) of small width, which are installed at the ends of the wings (5 ) and in the Stabilizers (4) of the Plane, forming a Lever Arm when they are located at the very ends of the Wings (5), or, forming a Perpendicular Lever Arm when they are installed on a perpendicular Axis that is directed towards below and that a certain number of meters are separated from the end of the Wings (5). At the ends of the Lever Arm that constitute the Wings (5) of an Airplane, there is then a Group formed by several overlapping Fins. that they only need to measure one or two meters in width, - according to the dimensions of the Plane -, and, have the same length as the Wings (5), or, the Stabilizers (4). The plane of these groups of fins (6) and (7) will form an angle, with respect to the horizontal, which will have the same degrees as the angle formed by the wings (5), or, which form the stabilizers (4) where they are installed. Figure 2 shows another Airplane (1, 2) that has a Group of Fins (9) and (10) that are located on a Vertical Axis that descends a few meters from the end of the Wings (5) and Stabilizers (4) of an Airplane (1, 2). These groups of fins (9, 10) form a perpendicular lever arm. And, as in the case of the previous claim, these are Groups of Fins (9) and (10) of one, two or more meters of Width, - according to the dimensions of the Plane -, and, with an equal Length , or, greater, than that of the Wings (5), or, the Stabilizers (4). These Fins (9) and (10) also form the same angle with respect to the horizontal as that formed by the Wings (5) or the Stabilizers (4) in which they are installed.

Claims

1. Fins on perpendicular lever arm for the ends of the wings of a plane, characterized by being groups of fins (6, 7) and (9, 10) of small width, which are installed at the ends of the wings (5 ) and in the 5 Stabilizers (4) of the Plane, forming a Lever Arm when they are located at the very ends of the Wings (5), or, forming a Perpendicular Lever Arm when they are installed on a perpendicular Axis that is directed down and that a certain number of meters are separated from the end of the Wings (5) .. At the ends of the Lever Arm that constitute the Wings (5) of an Airplane, a Group formed by several Fins superimposed that only need to measure one or two meters in width, - according to the dimensions of the Plane -, and, have the

10 Same Length as Wings (5), or, Stabilizers (4). The plane of these groups of fins (6) and (7) will form an angle, with respect to the horizontal, which will have the same degrees as the angle formed by the wings (5), or, which form the stabilizers (4) where they are installed.

2. Fins on perpendicular lever arm for the wing ends of a plane, according to claim

15 first - characterized by being a Group of Fins (9) and (10) that are located on a Vertical Axis that descends a few meters from the end of the Wings (5) and Stabilizers (4) of an Airplane (1 , 2). These groups of fins (9, 10) form a perpendicular lever arm. And, as in the case of the previous claim, these are Groups of Fins (9) and (10) of one, two or more meters of Width, - according to the dimensions of the Plane -, and, with an equal Length , or, greater, than that of the Wings (5), or, the Stabilizers (4). These Fins (9) and (10) also

20 form the same angle with respect to the horizontal as that formed by the Wings (5) or the Stabilizers (4) in which they are installed.

SPANISH OFFICE OF THE PATENTS AND BRAND

Application no .: 201200913

SPAIN

Date of submission of the application: 13.09.2012

Priority Date:

REPORT ON THE STATE OF THE TECHNIQUE

51 Int. Cl: see additional sheet

RELEVANT DOCUMENTS

Categoría Category: 56 Documentos citados Reivindicaciones afectadas 56 Documents cited Claims Affected

X X: GB 196410 A (WILLIAM ROBERT DOUGLAS SHAW) 26.04.1923, página 2, línea 108 – página 3, línea 42; figuras 2,4-5. 1 GB 196410 A (WILLIAM ROBERT DOUGLAS SHAW) 26.04.1923, page 2, line 108 - page 3, line 42; Figures 2.4-5. one

X X: US 4671473 A (GOODSON) 09.06.1987, todo el documento. 1 US 4671473 A (GOODSON) 09.06.1987, the whole document. one

X X: DE 19752369 A1 (BANNASCH et al.) 27.05.1999, todo el documento. 1 DE 19752369 A1 (BANNASCH et al.) 27.05.1999, the whole document. one

X X: US 3712564 A (RETHORST) 23.01.1973, columna 8, líneas 1-17; figuras 13-14. 1 US 3712564 A (RETHORST) 23.01.1973, column 8, lines 1-17; Figures 13-14. one

X X: LU 34999 A (SOCIÉTÉ GÉNÉRALE BELGE AÉRONAUTIQUE AVIONS FAIREY) 09.09.1958, página 4, líneas 3-13; figuras 3-4. 1 LU 34999 A (SOCIÉTÉ GÉNÉRALE BELGE AÉRONAUTIQUE AVIONS FAIREY) 09.09.1958, page 4, lines 3-13; Figures 3-4. one

X X: US 6474604 B1 (CARLOW) 05.11.2002, columna 14, línea 61 – columna 18, línea 14; figuras 1,1b,3-6,15-15E,18-19,21-24. 1 US 6474604 B1 (CARLOW) 05.11.2002, column 14, line 61 - column 18, line 14; Figures 1,1b, 3-6,15-15E, 18-19,21-24. one

X X: US 5102068 A (GRATZER) 07.04.1992, todo el documento. 1 US 5102068 A (GRATZER) 07.04.1992, the whole document. one

Categoría de los documentos citados X: de particular relevancia Y: de particular relevancia combinado con otro/s de la misma categoría A: refleja el estado de la técnica O: referido a divulgación no escrita P: publicado entre la fecha de prioridad y la de presentación de la solicitud E: documento anterior, pero publicado después de la fecha de presentación de la solicitud Category of the documents cited X: of particular relevance Y: of particular relevance combined with other / s of the same category A: reflects the state of the art O: refers to unwritten disclosure P: published between the priority date and the date of priority submission of the application E: previous document, but published after the date of submission of the application

El presente informe ha sido realizado • para todas las reivindicaciones • para las reivindicaciones nº: This report has been prepared • for all claims • for claims no:

Fecha de realización del informe 30.01.2014 Date of realization of the report 30.01.2014: Examinador L. J. Dueñas Campo Página 1/4 Examiner L. J. Dueñas Campo Page 1/4

REPORT ON THE STATE OF THE TECHNIQUE

Application number: 201200913

CLASSIFICATION OBJECT OF THE APPLICATION B64C3 / 16 (2006.01)

B64C39 / 08 (2006.01) B64C23 / 06 (2006.01) Minimum documentation sought (classification system followed by classification symbols)

B64C

Electronic databases consulted during the search (name of the database and, if possible, terms of search used) EPODOC

Report on the state of the art Page 2/4

WRITTEN OPINION

Application number: 201200913

Date of the written opinion: 30.01.2014

Declaración Statement

Novedad (art. 6.1 LP 11/1986) Novelty (art. 6.1 LP 11/1986): Reivindicaciones Reivindicaciones 1-2 SÍ NO Claims Claims 1-2 IF NOT

Actividad inventiva (art. 8.1 LP 11/1986) Inventive activity (art. 8.1 LP 11/1986): Reivindicaciones Reivindicaciones 2 1 SÍ NO Claims Claims twenty-one IF NOT

The application is considered to comply with the industrial application requirement. This requirement was evaluated during the formal and technical examination phase of the application (article 31.2 law 11/1986).

Opinion base.

This opinion has been made on the basis of the patent application as published.

Report on the state of the art Page 3/4

WRITTEN OPINION

Application number: 201200913

1. Documents considered.

The documents belonging to the state of the art taken into consideration for the realization of this opinion are listed below.

Documento Document: Número de publicación o identificación Fecha de publicación Publication or identification number Publication date

D01 D01: GB 196410 A (WILLIAM ROBERT DOUGLAS SHAW) 26.04.1923 GB 196410 A (WILLIAM ROBERT DOUGLAS SHAW) 04/26/1923

D02 D02: US 4671473 A (GOODSON) 09.06.1987 US 4671473 A (GOODSON) 06.09.1987

D03 D03: DE 19752369 A1 (BANNASCH et al.) 27.05.1999 DE 19752369 A1 (BANNASCH et al.) 05/27/1999

D04 D04: US 3712564 A (RETHORST) 23.01.1973 US 3712564 A (RETHORST) 23.01.1973

D05 D05: LU 34999 A (SOCIÉTÉ GÉNÉRALE BELGE AÉRONAUTIQUE AVIONS FAIREY) 09.09.1958 LU 34999 A (SOCIÉTÉ GÉNÉRALE BELGE AÉRONAUTIQUE AVIONS FAIREY) 09.09.1958

D06 D06: US 6474604 B1 (CARLOW) 05.11.2002 US 6474604 B1 (CARLOW) 05.11.2002

D07 D07: US 5102068 A (GRATZER) 07.04.1992 US 5102068 A (GRATZER) 07.04.1992

2. Statement motivated according to articles 29.6 and 29.7 of the regulation of execution of Law 11/1986, of March 20, on Patents on novelty and inventive activity; quotes and explanations in support of this statement

The presented invention application contains a main or independent device claim and another claim more dependent on the previous one. Said invention defines as its technical object, as expressed in the first lines of the main claim, fins at the ends of the wings; said technical object is functionally or as an application, as continued in the preamble thereof, in the field of aircraft. The essential part of the invention that highlights the applicant as novel against the state of the art in order to solve the technical problem posed and, therefore, the substantial technical characteristics of the apparatus that necessarily or sufficiently address said technical problem, established according to the applicant in the characterizing part of the independent claim, comprises two groups of fins, of small width, installed at the ends of the wings and stabilizers, forming a lever arm, positioned superimposed, of the same length as the wings, and forming the same dihedral angle as these.

Document D01 is considered the closest state of the art. This British document, which is part of the same technical sector, presents a system consisting of a set of fins located at the end of the wings, arranged in various ways, among which is the arrangement at various levels, along the rope, etc., and which generate an added lift (and a reduction in resistance) wing of the alar set. Document D01 is therefore relevant as regards this claim 1.

Document D02 is also quite related to the application for invention presented and is also part of the same technology sector. It is an American document and shows a fin system at the end of the wing, similar to the one presented in the previous document. Document D02 is also relevant as regards this claim 1.

Document D03 is also quite related to the application for invention presented and is also part of the same technology sector. It is a German document and also shows a wing end configuration divided into two parts that meet vertically at the tip, configuring a set of ribbed support fins. Therefore, document D03 is also relevant as regards this claim 1.

Documents D04 and D05 present other embodiments similar to those anticipated in relation to documents D01 and D02. In turn, documents D06 and D07 present other embodiments similar to those presented in document D03.

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