GB2354217A - Kit for converting vehicles for surface contact flight - Google Patents

Abstract

A kit for converting a vehicle for surface contact flight comprises an articulated stabiliser SB, a lift body W, and a mast base adapter (E, Fig 5/2) attached to wind propulsion means, the vehicle and the lift body. The lift body supports the vehicle sufficiently for flight above the surface (Fig 1/6) and is adapted to pivot in yaw and tilt axis adjacent to the mast base adapter to align itself with the airflow over the vehicle. The articulated stabiliser is attached to the vehicle to maintain contact with, or penetrate, the surface for directional and drift control, and to provide thrust to cause relative motion against the wind to provide air motion over aerodynamic lift sections G and U of the lift body to sustain flight.

Description

1 2354217

Specification SPECIFICATION A Kit Converting Vehicles For Surface Contact Flight

This invention relates to a kit to convert a sail or airfoil driven Vehicle for Surface Contact Flight to be referred to as a Craft - this conversion kit is hereafter called the Kit.

Surface contact flight is maintained in the following modes: 1) For light to moderate winds - flight in surface effect with an attached stabiliser in contact with the surface. 2) For more substantial winds than those above - tethered flight from a moving or mobile trailed alternative stabiliser without using the sail In the first of the above modes, surface effect is a well known phenomenon in aviation, sometimes evident to low winged light plane pilots because of the tendency for an aircraft to "float" above the runway before finally setting down to a landing. This reduces the down wash angle of air meeting the ground after it has passed over the wing. This has the effect of increasing the lift drag ratio by a large percentage - thus making wings fly more efficiently because the angle of attack can be reduced. This is particularly effective with aircraft that have low set low aspect ratio wings such those on the Lift Body W in this Kit.

In the second mode the Craft lifts clear of the surface - like a kite but is tethered to a controllable stabiliser moving across or within the surface. This causes sufficient drag to create relative air motion over Lift Body W and hence lift. The limit on altitude is set by tether length and tension - the latter tending to lift the stabiliser clear of the surface.

The Specific Example relates to a marine application, though the Kit has been designed for amphibious use. Despite using aerodynamic principals it might not be subject aviation laws because its is primarily a surface controlled craft under wind power. Yet it will provide the user with a fast means of transport with out the need for an external power source should winds be more than very light. It may also have the advantage of temporarily lifting clear of obstructions, if the Craft has sufficient kinetic energy, rather like a sail board in extreme wind and wave conditions.

The forces, that illustrate how the craft is propelled in the Specific Example of a marine application, are referred to in 11/1 and the calculations are shown, for the steady state while flying in surface effect, in Table of Dimensions/Settings P 19 of this Specification.

This plan view of the horizontal forces illustrated how, once the displacement vehicle (the board) has left the surface, only the Stabiliser SC, or Fin, is left in contact with the surface. Out of all the forces involved in propelling this craft, only the thrust vector from the Stabiliser SC can cause relative motion against the wind and hence provide air motion over the aerodynamic lift sections to sustain flight.

The changing yawing forces from the sail and Stabiliser SC are not considered in the calculations as it will be assumed that the user will accommodate these modulations -just as he would in a displacement sail board.

In winds no more than very light, any suitably light alternative source of propulsion could be used as an auxiliary power. Then the Craft may only remain controlled by keeping a stabiliser of some form in contact with the surface for the majority of the duration of flight.

As the Kit has been designed to endure wide ranging stresses it makes use of aeroelasticity to absorb shock loads and cause the aerodynamic geometry to reduce pitch in gust loads to reduce induced stresses and so keep the structure light.

The Kit is so designed that many parts, such as the Tubing T forming the main part of the Lift Body W, are readily purchased standard sail board components - so simplifying maintenance.

2 Specification This Specification includes details of starting and using the Craft

According to the present invention there is provided a Kit to convert a vehicle for surface contact flight comprising an articulated stabiliser assembly, a mast base adapter, a lift body, the mast base adapter being attached to the means for wind propulsion, the vehicle, and the lift body, the lift body supporting the vehicle sufficiently for flight above the surface being adapted to pivot in yaw and tilt axis at or adjacent to the mast base adapter to align itself with the airflow over the vehicle, the articulated stabiliser assembly attached to the vehicle to maintain contact with, or penetrate, the surface means for directional control and minimising drift across surface at right angles to direction of travel and provide the thrust to cause relative motion against the wind and hence provide air motion over the aerodynamic lift sections to sustain flight.

An alternative mobile or movable tethered stabiliser, trailed in conditions that prevent use of articulated stabiliser assembly above, is provided for drag thereof being sufficient to create relative air motion over the lift body to sustain flight and give some direction and altitude control.

A specific embodiment of the invention will now be described by way of example with reference to the accompanying drawings - see Table of Figures (Includes illustrations of how to use a converted vehicle), Table of Dimensions/Settings and Detail References below which define and detail component identities (where there is more than one of the same type there is a number appended, e.g. "A" Frame A, on right side facing the direction of travel, is A I, and on left A2) - and descriptions ( 1/1 to 1/6) of how, as a specific example, to start and control the converted vehicle for surface effect flight. Note "N/N' means no drawing available.

Table of Fizures Fig. Description

1/1 Plan View of Start - before up-haul 1/2 Section View of Start - before up-haul 1/3 Plan View of Start - Underway before lift off 1/4 Oblique surface view of Start - Underway before lift off Plan View of Airborne Configuration 1/6 Stem View of Airborne Configuration 2 N/A 3/1 Airfoil Main/Fore-Plane section view 3/2 Left hand "A" Frame plan view and section view, Right hand "A" Frame side view - A 3/3 Front view and section views of Lift Body Transverse Support J 4/1 Lift Body Transverse Support J Plan 4/2 Lift Body Transverse Support J - Front view with "A" Frames 5/1 Mast Base Adapter E with "D" pins 5/2 Mast to Board Interface - Front View 5/3 Mast to Board Interface - Side View 5/4 Long Pulley arrangement Fore-Plane -Right Hand (RH) Section View at pivot only 515 Long Pulley for Main-Plane and Fore-Plane - 3rd angle projection 5/6 Long Pulley arrangement Fore-Plane -RH Section View of tilt/ lock mechanism & pivot 5/7 Fore Plane Tilt Lock mechanism - LH Side Section View 5/8 N/A 5/9 Fore Plane Screw Jack mechanism - Right Hand (RH)Rear Section View 5/10 Fore Plane Tilt Lock mechanism - Right Hand (RH)Rear Section View 6/1 Sideways view of Main Plane U 6/2 View along axis of Main Plane U 7/1 U Main Plane -Plan 7/2 G Fore-plane -Plan 8/1 Side View of Lift frame with Main Plane and Fore Plane attached.

8/2 Plan View of Lift frame with Main Plane and Fore Plane attached.

8/3 N/A 3 Specification

8/4 Main Incidence Adjustment Quadrant - P angle projection 9/2 Bow Fitting 9/3 Articulated Stabiliser Assembly with Board - Side and Front section view and Plan 10/1 Stabiliser Side Section with Alternative Stabiliser selection mechanism 10/2 Stabiliser Section View from Rear 10/3/1 Alternative Tethered Stabiliser - Lateral view parall I to surface + attachment to Craft 10/3/2 Altemative Tethered Stabiliser - Section View 10/3/1 Altemative Tethered Stabiliser - Top view down towards surface + attachment to Craft 11/1 Force Diagram in Horizontal Plane of Converted Craft 4 Specification Table of Detail References for Lift Bodv,Vehicle, and Mast Base Adater Cmponents (Excludes

Articulated Stabiliser Assembly prefixed by S as shown on next Table) Detail Description of Part

Ref.

A "A" Frame B Bow Hydrostatic vane C Adjustable Slot Plate D I'D" Plate D/A "D" Plate Attaclunent Base E Mast Base Adapter F Mast Base Extension G Fore-Plaine G/A Fore-Plane Fixed Flap G/B Fore-Plane Trailing Edge Flap Slot Support G/C Fore-Plane Flap Top Skin G/D Fore-Plane Flap Bottom Skin G/E Fore-Plane to Flap Screw Adjustment Belt G/F Fore-Plane to Flap Screw Adjustment Jack G/G Fore-Plane to Flap Screw Adjustment Screw Bellows G/H Fore-Plane Tilt Line G/I Fore-Plane Tilt Cantilever Support G/J Fore-Plane Tilt Line Jamming Cleat G/K Fore-Plane Tilt Line Roller G/L Fore-Plane Tilt Line Roller Shaft G/M Fore-Plane Tilt Line Jamming Cleat G/N Fore-Plane to Flap Screw Adjustinent Belt Pulley G/O Jamming Cleat Housing Return Spring G/P Fore-Plane Tilt Line released p sition G/Q Jamming Cleat Housing in released position G/R Fore-Plane Tilt Line Anti Fret Sleeve G/S Fore-Plane to Flap Screw Adjustment Jack Spool G/T Fore-Plane to Flap Screw Adjustment Jack to Fuselage Tube Clamp G/TJ Fore-Plane Tilt Shot Cord GN Jamming Cleat Housing Return Spring Attachment Eye G/W Jamming Cleat Pivot Bracket H Adjustable Mast Foot Slot I Fuselage J Lift Body Transverse Support J/A Lift Body Support Core J/B Lift Body Support Web J/C "D" Plate Web J/P "D" Pin Support K Long Haul Pulley K/A Long Haul Pulley Jamming Cleat L Fuselage Tubing M Base Adapter Attachment M/A Base Adapter Top Rubber Bush M/B Base Adapter Pivot MIC Base Adapter Bottom Rubber Bush M/D Base Adapter Anti Friction Washer M/E Base Adapter Safety Band M/F Base Adapter Top Base Adapter Bolt M/G Base Adapter Bottom Base Adapter Bolt N Mast Foot N/A Mast Foot Bolt N/B Mast Foot Rubber Bush 0 Shot Cord Specification

Detail Description of Part

P Long Haul Pulley Cord P/S Saddle P/S/P Saddle Wear Pad Q Alternative Tethered Stabiliser Q/A Alternative Stabiliser Fore plane Q/B Alternative Stabiliser Main Plane Q/C Alternative Stabiliser Fuselage Q/D Alternative Stabiliser Steer Attachment Q/E Alternative Stabiliser Load Attachment R Shot Cord Pulley S N/A "D" Bush Main Plane U/A Main Plane Incidence Adjustment Quadrant U/B N/A U/C Main Plane Incidence Adjustment Quadrant Leading Edge Bush U/D Main Plane Incidence Adjustment Quadrant Main Pivot Bush U/E Main-Plane Fixed Flap U/E U/F Main-Plane Flap Slot Support U/G Fuselage Quadrant Fuselage Tube Clamp V "A" Frame Pivot Shaft W Lift Body X "D" Bolt Y Long Pulley "U' Attachment Y/A Long Pulley "D" Attachment Bolt Z Long Pulley Fixture 6 Specification Table of Detail References for Articulated Stabiliser Components

Detail Description of Part

Ref.

SA Anti Capsize Foot Plate SB Articulated Stabiliser Assembly SC Stabiliser SD Lock Box SE Lateral Locator SF Aerodynamic Rebound Section SG Torsion Rebound Spring SH Hydrodynamic Rebound Section SI Lock Box Housing SJ Lock Box Change Shaft SK Keel Locator SL Axial Locator Pin SM Bow Fitting SM/B Bow Guide Bush SN Alternative Lock Box SO Alternative Stabiliser on Articulated Stabiliser Assembly SP Stabiliser Bolt SQ Lateral Locator Shaft SR Bow Tie Bar SS Alternative Stabiliser Bolt ST Stem Guide Roller SU Bow Guide Roller SV Centre Load Loop SW Load Line SX Steer & Recovery Line SY Bow Spool SZ Stem Spool 7 Specification This Kit (for sail boards) comprises Lift Body W, Articulated Stabiliser SB (Includes Stabiliser SC), Mast Base Adapter E, and Alternative Tethered Stabiliser SQ. In moderate winds - combined use of Stabiliser SC and sail gives forward thrust for relative motion against the wind (see 11/1). This generates air motion over Lift Body W, pivoting on Mast Base Adapter E (attached to vehicle) to align with air flow (1/5, 1/6) for flight in surface effect. Articulated Stabiliser SB 8/1 is the assembly within which Stabiliser SC moves vertically to keep it sufficiently below water surface. Alternative Tethered Stabiliser SQ 10/3/1, 10/3/2, and 10/3/3, is deployed on lines from vehicle in case of damage, or winds unsuitable for Stabiliser SC, to control direction and altitude and to create drag through water sufficient to generate relative air motion over Lift Body W for flight.

Referring to drawings the Lift Body W as shown in 811 Side View of Lift Body W and 8/2 Plan View of Lift Body W comprises Lift Body Transverse Support J, Fore-Plane G and Main-Plane U releasably secured to Fuselage Tubing L by means of eight standard "D" plates D (as shown) or by bolts, catches or similar means (not shown).

The Lift Body W maintains roll, pitch and roll attitude with the minimum of intervention from the user unless the Fore-Plane G and Main-Plane U are re-trimmed while underway or in flight or pre-set before starting.

Both Fore-Plane G and Main-Plane U have suitable air foil sections for lift in air velocities above light airs. The air foil sections used may differ between Fore-Plane G and Main-Plane U or be the same but of different cord but also may change span wise on either air foil.

The Main-Plane U is set to a nominal pitch for best lift drag ratio. This pitch may be adjusted in two ways as shown in 8/1 Side View of Lift Body W and 8/2 Plan View of Lift Body W: 1) Securing the mid chord "D" plates Dl and D2 and adjusting the leading edge "D" plates D3 and D4 secured on the Main Plane Incidence Adjustment Quadrant U/A - 8/4. 2) Adjusting the pre-load tension in the to Fuselage Tubing L - Ll and L2 to alter their curvature and hence change the relative angle of attack of Fore-Plane G and Main-Plane U, mounted at respective ends of Ll and L2, by adjusting Long Haul Pulley Cord P - PI and P2 tension via the "A"Frame A - Al and A2 (See 3/2).

The Main-Plane U is weight limited to bring the centre of gravity forward of the aerodynamic centre of the total Lift Body W for maximum longitudinal aerodynamic stability. This is because all lift, drag and static moments of forces of the Lift Body W act through the pivots at "D" Bush T - T5 and T6 located in "D" plates D5 and D6 at the ends of the Lift Body Transverse Support J - see 8/2 Plan View of Lift Body W and 116. For this reason only the first 50% of the chord of the section is of rigid construction (though more or less of this section can be of this construction) - the remainder has low density core with light covering. This may use all rigid construction and with added ballast to Fore-Plane G should Main-Plane U prove too heavy.

"D" plates D I and D2 are fixed to Main-Plane U tip faces and attached by fixings or bonding. These locate over "D" Bush T - TI and T2 secured by "D" Bolt X - XI and X2 to Long Pulley "D" Attachment Y - YI and Y2. Yl and Y2 seats over Long Haul Pulley Fixture Z - Zland Z2, which are twisted axially to match tip face angle, on Long Haul Pulley K - K I and K2, or any other way to prevent axial twisting, with out interfering with Long Haul Pulley Cord P - P I and P2. Y I and Y2 is secured in alignment with the axis of on Long Haul Pulley K - K I and K2 and Tubing L - L I and L2 by Long Pulley Fixture. "D" plates D3 and D4 located nearer the leading edge of Main-Plane U but also on the tip face and locate over "D" Bush T T3 and T4 which are fixed in an adjustable slot in the Main Plane Incidence Adjustment Quadrant U/A 8/4 attached by means of Fuselage Quadrant Fuselage Tube Clamp U/G - U/G I and U/G2 to Tubing L - L I and L2. Any of the latter attachment points can take the form of nuts and bolts or any other releasable secure fitting (not shown).

The Main-Plane U may have an adjustable or fixed forward or rearward sweep (not shown) to optimise longitudinal aerodynamic stability or aeroelasticity.

The Main-Plane U has lateral dihedral for four reasons: 1) Roll stability in flight 8 Specification 2) It is the means for providing yawing moment from the aerodynamic vertical fin volume (generated by the dihedral) to provide alignment torque about the mast base adapter, sufficient to align the lift body with the flow of air past the vehicle and counter the adverse yaw generated by the forward part of the Lift Body W. 3) Provides a stable obstruction free area to lay the mast and sail before an up-haul start (as with conventional sail boards) in cross wind conditions, which also pivots the fore plane upwards clear of the surface prior to start. 4) In marine environment it reduces suction to the surface and facilitates un-stick on start.

The Main Plane Incidence Adjustment Quadrant U/A (see 8/4) - U/A I and U/A2 will provide additional aerodynamic vertical fin volume, in addition to that of the Main-Plane U, to provide alignment torque about to the mast base adapter, sufficient to align the lift body with the flow of air past the vehicle and counter the adverse yaw generated by the forward part of the Lift Body W. Aerodynamic Fin extensions (not shown), or similar appendages, may be added to enhance this function.

The Main-Plane U has a Main-Plane Fixed Flap U/E mounted on Main-Plane Flap Slot Supports U/F I10(more or less of these supports may be fitted as required, as shown in 3/1, or movable flap (not shown). This Flap has three functions:

1) Regenerate the boundary layer at the trailing edge of the Main-PIane U and so maintain lift at lower air velocities and increase the section coefficient of lift. 2) Provide hydrodynamic lift to lift Main-Plane U clear of water at starting velocities 3) Additional strengthening member, as additional resistance to span-wise bending stresses on the lightweight trailing edge.

The Main-Plane U may have an adjustable or fixed lateral angle between the two semi-spans of the aerodynamic section (not shown) from anhedral, straight or dihedral settings to suit surface impact vulnerability as well as to adjust stability.

From 8/1 Side View of Lift Body W and 8/2 Plan View of Lift Body W, ForePlane G has a smaller area of lift than Main-Plane U. Fore-Plane G has a greater angle of attack than Main-Plane U and by this means generates longitudinal dihedral for stability in pitch.

Fore-Plane G - 7/2, 5/4, 5/6 and 3/1 - is releasably attached by "D" plates D7 and D8 - at 60% chord or at other positions - are fixed to ForePlane G at the tip faces and attached by fixings or bonding. These locate over "D" Bush T - T7 and T8 secured by "D" Bolt X - X7 and X8 to Long Pulley "D" Attachment Y - Y3 and Y4. Y3. and Y4 seats over Long Pulley Fixture Z - Z I and Z2 which is located over the end of Tubing L - Ll and L2, or any other way to prevent axial twisting, with out interfering with Long Haul Pulley Cord P - P I and P2 which is threaded through Long Haul Pulley K - K 3 and K4.

To dump lift in Fore-Plane G, prior to start (shown in 1 / land 1/2), two sprung tensioned Fore Plane Tilt Shot Cords G/U - GAJ I and G/U2 (shown in 5/6) are attached to each leading edge tip and led back to GN I and G/V2 respectively. Fore-Plane G, pivoting about "D" plates D7 and D8,is sprung loaded to pitch down on release, via Fore Plane Tilt Line Release G/P GIP I and G/P2 attached to Jamming Cleat Housing G/M - G/Ml and G/M2, to destroy any lift while in ground handling. A pair of Fore Plane Tilt Lines G/H - G/H 1 and G/H2 ( shown 5/6, 5/7,5/9 and 5/10) are secured to the trailing edge, via the Fore Plane Tilt Cantilever Support G/I and lead through G/K - G/K I and G/K2 and secured in Jamming Cleat G/J - G/J land G/J2 mounted in Jamming Cleat Housing G/M - G/M I and G/M2, to pitch up Fore-Plane G for locking with a prior to start shown in 1/3 and 1/4. Both Fore Plane Tilt Lines G/H - G/H I and G/H2 and Fore Plane Tilt Line Release G/P - GIP 1 and G/P2 are routed back for easy access by user (not shown). Other means of changing the pitch of Fore Plane G may be used.

9 Specification

The Fore-Plane G is set to a nominal pitch for best longitudinal dihedral so it may stall first in steep upward pitch thus reducing the Rely hood OfTeverse loop. The nominal pitch may be adjusted in at least two ways as shown in 8/1 Side View of Lift Body W and 8/2 Plan View of Lift Body W, 3/2, 5/4, 5/6, 5/7, 5/9 and 5110: 1) Locking the mid chord "D" plates D7 and D8 and adjusting the trailing edge setting via Fore Plane Adjustable Screw Jack G/F - G/F I and G/F2 which are linked by Screw Adjustment Belt G/E mounted on Screw Belt Pulley G/N - G/N I and G/N2 so that they adjust in concert via Spool R/S - R/S I or R/S2 which can be operated remotely by user (not shown) or pre-set. Fore Plane Adjustable Screw Jack G/F G/F I and G/F2 change the vertical position of the Fore-Plane Fixed Flap ( this is hollow and houses Screw Adjustment Belt G/E mounted on Screw Belt Pulley G/N - G/N I and G/N2) which is the seating for the Fore Plane Trailing Edge Flap Slot Supports G/B 1 to 10 ( could be more or less than this number as required) attached to the trailing edge of the Fore Plane G. 2) Adjusting the pre-load tension in the to Fuselage Tubing L - Ll and L2 to alter their curvature and hence change the relative angle of attack of Fore-Plane G and Main-Plane U, mounted at respective ends of L I and L2, by adjusting Long Haul Pulley Cord P - P I and P2 tension via the "A" Frame A - Al and A2 (See 3/2).

The Fore-Plane G may have an adjustable or fixed forward or rearward sweep (not shown) or anhedral or dihedral to optimise longitudinal aerodynamic stability or aeroelasticity.

Fore-Plane G can be more heavily constructed than Main-Plane U to resist impact damage.

The Fore Plane Fixed Flap G/A is a structural tensile member located the span between Fuselage Tubing L I and L2, which does not tilt with ForePlane G, which being covered in resilient dedeformable material, acts a guard - should the user be thrown forward towards the trailing edge of ForePlane G.

Both Fore-Plane G and Main-Plane U are secured within the width of the fuselage (as shown 8/2) but may be extended for additional payload by increasing the fuselage width and extending the span of Lift Body Transverse Support J or extending the span of the sections beyond the width of the fuselage (not shown) so as to extend the span of Fore-Plane G and Main-Plane U by releasably secured span extensions (not shown).

Fuselage I, as shown in 8/1 Side View of Lift Body W, has two standard fibre reinforced sail board masts (Tubing L - L I and L2) for each side (or any suitably light structure of the required length). These should have similar % MCS curve and IMCS stiffness (Nominally 12% and 25-30 respectively) or there will be asymmetric aeroelasticity generated in Lift Body W.

As shown in 5/5, 5/6, 5/4 and 8/1 Each Tubing L - Ll and L2 tip is fitted with a set of Long Haul Pulleys K - K 1,K2(for Main Plane U), K3 and K4 (Fore-Plane G) mounted on Long Pulley Fixture Z ZI,Z2,Z3 and Z4 located over both end of Tubing L - L I and L2 [either from standard sail boards or made to suit] with a Mast Base Extension F - F I and F2 on the base end of L I and L2 respectively (if needed) and are strung with Long Haul Pulley Cord P - P I and P2.

As shown in 3/2 - "A" Frame A - A I and A2 are fitted with Saddle S - S I and S2 which tensions Long Haul Pulley Cord P - P I and P2. Shot Cord 0 0 1 and 02 which is looped around Shot Cord Pulley R (In pairs - Rl/R5, R2/R6, R3/R7 and R4/R8) provides the tension to counter that of the Pland P2. Of these pulleys R2 and R4 are attached to "A"Frame A - A I and A2 whereas RI and R3 are mounted on Pivot Shaft V- V I and V2 onto which is fastened "D" Bush T - T5 and T6 which locate in "D" plates D5 and D6 at the ends of the Lift Body Transverse Support J - See 4/1 and 4/2.

Saddle S - S I and S2 incorporate Saddle Wear Pad P/S/P I to 4 ( see 3/2) which contact the inner surface of the "A" Frame A - A I and A2 to absorb lateral stresses from the relative motion of Lift Body Transverse Support J.

Shot Cord 0 - 01 and 02 has adjustable pretension settings - refer 3/2.

Specification

Increase in aerodynamic load extends the distance between R2 and RI and also R4 and R3. The resulting increase in tension in Shot Cord 0 - 0 1 and 02 causes the Saddle S - S I and S2 to move closer to reinforced Tubing L - L I and L2 - so causing it to straighten and decrease the relative angle of attack between Fore-Plane G and Main Plane U and so reducing longitudinal dihedral and hence the aerodynamic load on both sections.

The Mast Base Adapter E (5/1 illustrated in 5/2 and 5/3), with a threaded bush, is secured through the Lift Body Transverse Support J bush by the same diameter threaded shafts from Base Adapter Attachment M ( secured in the Adjustable Mast Foot Slot H in the Sail Board) and in the Mast Foot N. "13" Bush T - T I I is inserted into Mast Base Adapter E and is secured by "D" Bolt X - X I and X2 which acts as both secondary security for the Lift Body Transverse Support J and as a rotational bush taking the rotational loads as the Lift Body W rotates to align with air flow.

The mast - equipped with sail and boom - is attached to the Mast Foot N when not stowed on the Lift Body Transverse Support J.

The mast is free to articulate above Mast Base Adapter E.

The vehicle is free to articulate below Mast Base Adapter E.

The vehicle, being in the form of a sail board by way of example, has Stabiliser removed and reassembled on the Articulated Stabiliser Assembly. This acts as buoyancy and a locator for the Base Attachment Adapter M.

Referring to 9/3 and 9/2 Articulated Stabiliser Assembly SB function is to: 1) Minimise lateral drift of the vehicle while elevated 2) Keep the Stabiliser SC rake constant relative to the vehicle through all values of articulation 3) Keep Stabiliser SC within the surface through out changes in clearance between parts of the vehicle and the surface over which the vehicle might travel. 4) Keep Stabiliser SC aligned near to the centre line of the vehicle 5) Provide the user with means to counteract increasing capsize torque with Anti Capsize Foot-plate SA. 6) House the Stabiliser SC change mechanism 7) Adapt the vehicle for change between the use of the articulated Stabiliser SC and the Alternative Tethered Stabiliser Q. 8) Accommodate the Steer and Recovery Line SX and Load Line SW with minimum drag while articulated Stabiliser SC is in use. 9) Provide emergency stabiliser with Keel Locator SK if Stabiliser SC and Alternative Tethered Stabiliser Q are lost while in use in or on snow, ice or water 10) Transfer stresses from thrust and lateral forces generated in SC to the Mast Base Adapter E.

Bow Guide Roller SU function is to: 1) Kick the nose up on impact with solid surface to prevent nose over (Not shown) 2) Guide the Steer and Recovery Line SX onto Bow Spool SY when recovering Alternative Tethered Stabiliser Q 3) Guide the Steer and Recovery Line SX off Bow Spool SY when deploying Alternative Tethered Stabiliser Q. 4) For guidance of steerage control line once the Alternative Tethered Stabiliser Q is deployed.

Referring to 9/2 and 9/3 Bow Guide Roller SU rotates on the Axial Locator Pin SL and on Bow Guide Bush SM/B housed in the Bow Fitting SM. The Bow Hydrostatic Vane B, mounted on Axial Locator Pin SL, kicks the nose up on impact with water surface, enhancing the nose rocker on the board, to prevent nose over. The Axial Locator Pin SL also acts as a pivot for the Keel Locator SK.

The Bow Fitting SM (shown in 9/2)is shaped to fit tightly over the curved up bow (or nose rocker) of the vehicle's prow and locked back on to the Bow Tie Bar SR with a releasably secured mechanism such as a bolt, catch cord or similar means (not shown).

Specification

The pivoting Keel Locator SK(Part of the Articulated Stabiliser Assembly S13 mounted on the Axial Locator Pin SL) is a curved plate profiled for minimum resistance through water so as not to hinder a fast start. SK is so constructed so as to act as a secondary guide for the Steer and Recovery Line SX and Load Line SW. It also houses:

1) The Centre Load Loop SV - which takes the main tension from the deployed Alternative Tethered Stabiliser Q - is aligned to the underside of Mast Base Adapter E. 2) The Stem Guide Roller ST to guide the Load Line SW from the Centre Load Loop SV inside the Keel Locator up through the original securing bush on the Board for the Stabiliser SC (positioned vertically above the retracted Stem Guide Roller ST - when retracted) up through to the Stem Spool. 3) It is the primary member housing the Lock Box Change Shaft 4) The hydrodynamic faring for the Lock Box Housing. Load Line SW, as well as taking the main tension (due to lift and drag

forces) when the Alternative Tethered Stabiliser Q is deployed, it also functions as a retractor for the pivoting Keel Locator SK but is given the necessary slack, after the Alternative Tethered Stabiliser Q is recovered, to limit the vertical travel of the Stabiliser SC when flying in surface effect.

Torsion Rebound Spring SG is clamped to the vehicle deck by the Mast Foot and fastenings directly into the deck face. It acts as an out rigger and attachment point for the Lateral Locator SE to keep it clear of the vehicles edge and acts as a return spring for the Keel Locator SK.

Lateral Locator SE absorbs lateral deflection stresses and controls the Stabiliser SC rake by keeping it nearly constant relative to the vehicle through all values of articulation.

Hydrodynamic Rebound Section SH is curved upwards to support the Aerodynamic Rebound Section SF mounted above which both pulls the Stabiliser SC up from too greater displacement by aerodynamic force or from immersion by hydrodynamic force. SH also acts as secondary member housing the Lock Box Change Shaft. Both the Hydrodynamic Rebound Section SH and the Aerodynamic Rebound Section SF act as a stress box keeping the Stabiliser SC vertical.

Alternative Lock Box SN is shown with a wheeled stabiliser as Alternate Stabiliser SO but could house different firi using a different locking system (Not Shown). A cord or rod or other mechanism(not shown) is used to rotate the Lock Box Housing Sl to select Alternate Stabiliser SO. The Stabiliser SC is locked forward within the Keel Locator on an extension to the Lock Box Housing S1 (not shown). A cord or rod or other mechanism(not shown) is used to retract the lock and allow the Stabiliser SC to rotate backwards to the deployed position.

12 Specification

The following explains how the sail board will be set in motion and controlled:

The User will steer by his feet and body weight on the boom. But unlike a conventional sail board, the User will be elevated above the surface having reached take off speed. Therefore he will need to control the tilt via the flexible joint V above mast support E of the Board and the depth at which the Stabiliser SC, which provides one component of forward thrust, will penetrate the surface of the water through force on the Anti Capsize Foot Plate SA and rear foot strap (not shown) and tension on the User's harness attached to the boom and sail. The Lift Body W has a ForePlane G that may be adjusted for apparent pitch. This is needed to accommodate trim changes due to User Weight Difference and Change in wind state.

The Lift Body W is designed to be free to move in tilt and yaw with out intervention from the User during sustained flight. But actions to force down rear Main Plane U, or increase apparent pitch of Fore Plane G, could force the craft to lift temporarily clear of obstructions. This flight cannot be sustained if the fin moves clear of the water because forward propulsion would be lost, then only momentum would sustain flight.

Starting is by "Up-Haul" - that is to lift the sail up from the water by rope - and would be performed in the following sequence:

Step I Up-haul The Board would be aligned cross wind with the Fore-Plane G apparent pitch set to the fully down position and the Main Plane U partly submerged with the sail resting on it. The Fore-Plane G and Fuselage I will be forced into an upward tilt - as in Figure 1/1 and 1/2. The lift forces on Fore-Plane G could cause undue strain on the Lift Body W unless the Fore-Plane G apparent pitch is set to the fully down position.

Step 2 Underway Once the sail is well clear of the water on "Up-Haul" see Figure 1/3 and 1/4 - the Main Plane U, once relieved of the burden of the sail, will float. It will then swing to the stem of the Board as it starts to move forward.

Step 3 - Take Off The pitch down setting on Fore-Plane G will be changed to pitch up and the Lift Body W held in a horizontal plane by its own dynamics. The Sail is then sheeted in and as the forward motion of the Board increases the relative motion of the air generated by the forward motion and the actual direction of the wind. This will cause the now airborn Lift Body W to "Weather Cock" and the lift to increase still further. The lift will begin to raise the Board out of the water and reduce the water drag. The resultant accelleration and increase in air velocity over the Lift Body W will cause it to lift up in surface effect and the Articulated Stabiliser SB will tilt down leaving only the fin in contact. The Board and its installed kit are partially airborn as in Figure 115 and 1/6- Airbom configuation.

Moving across changing surfaces At or as near as possible to the interface between differing surfaces, which might not be avoided by forcing down rear Main Plane U to skip over or steering round the change in surface, the necessary controls are operated to select an alternative stabiliser to traverse the new surface (this takes the form of a wheel in the specific example). The craft will then rise and fall with the level of terrain followed until returning to water surface travel - then the original stabiliser must be selected before momentum is lost.

In Conditions preventing use of stabiliser SC ( or alternatives above) Darnage to Kit or Vehicle or changes in weather conditions will mean deploying one of the Alternative Tethered Stabilisers Q. These could range from a passive standard marine sheet anchor to the steering Alternative Tethered Stabiliser Q shown in 10/3/1, 10/3/2, 10/3/3, 9/2 and 9/3. The Alternative Tethered Stabiliser Q would be deployed by some form of spring release (not shown) over the bow, because user would need to keep control of the sail during this process and Bow Spool SY and Stem Spool SZ would run free then tensioned until Vehicle is in tethered flight. The sail and mast can then be dismantled and stowed and Load line SW and Steer & Recovery Line SX relative tension (if steerable) is adjusted until a suitable heading is selected. To recover the Alternative Tethered Stabilisers, Q - start reeling in the Steer & Recovery Line SX first followed by Load line SW- thus ensuring that the Alternative Tethered Stabilisers; Q can be recovered over the Bow Guide Roller SU.

13 Specification

Transition to tethered flight without Step I to Step 3, with out using Sail.

This is executed in the same manner as above without the need for sail stowage or control, but ForePlane G must still be pitched down before starting. Then Pitch up of Fore-Plane G, when and Load line SW and Steer & Recovery Line SX are untangled and the chosen the Alternative Tethered Stabiliser Q is streamed clear of the vehicle, to lift the vehicle clear of the surface.

After Alternative Tethered Stabilisers Q are recovered In all cases Alternative Tethered Stabilisers; Q must be stowed for optimum weight distribution so that the Board hangs horizontally, or slightly nose up, with the user on station in flight.

14

Claims (68)

1. Claiins

   I. A Kit to convert a vehicle for surface contact flight comprising an articulated stabiliser assembly, a mast base adapter, a lift body, the mast base adapter being attached to the means for wind propulsion, the vehicle, and the lift body, the lift body supporting the vehicle sufficiently for flight above the surface being adapted to pivot in yaw and tilt axis at or adjacent to the mast base adapter to align itself with the airflow over the vehicle, the articulated stabiliser assembly attached to the vehicle to maintain contact with, or penetrate, the surface means for directional control and minimising drift across surface at right angles to direction of travel and provide the thrust to cause relative motion against the wind and hence provide air motion over the aerodynamic lift sections to sustain flight.
2. 2. A Kit to convert a vehicle for surface contact flight as claimed in Claim I wherein an alternative mobile or movable tethered stabiliser, trailed in conditions that prevent use of articulated stabiliser assembly, is provided for drag thereof being sufficient to create relative air motion over the lift body to sustain flight and give some direction and altitude control.
3. 3. A Kit to convert a vehicle for surface contact flight as claimed in Claim I wherein lift means are provided by at least one aerodynamic lift section on the lift body.
4. 4. A Kit to convert a vehicle for surface contact flight as claimed in Claim I wherein lift means are provided by the lift body comprising a fuselage and more than one aerodynamic lift section.
5. 5. A Kit to convert a vehicle for surface contact flight as claimed in Claim 4 wherein means for trimming the aerodynamic angle of attack are provided on the fuselage to co-operate with the aerodynamic lift sections.
6. 6. A Kit to convert a vehicle for surface contact flight as claimed in Claim 3 or Claim 4 wherein adjustable means are provided on the lift body to change the lifting forces thereof by changing an angle of attack of at least one aerodynamic lift section.
7. 7. A Kit to convert a vehicle for surface contact flight as claimed in Claim 4 or Claim 5 wherein tilt means are provided by at least one pivot on the fuselage to control the direction of vertical motion of the lift body through the air.
8. 8. A Kit to convert a vehicle for surface contact flight as claimed in Claim 3 or Claim 4 wherein support means are provided by the mast base adapter mounted on the vehicle for the lifting body at velocities through the air that are insufficient for flight.
9. 9. A Kit to convert a vehicle for surface contact flight as claimed in Claim I wherein the means of wind propulsion is at least one sail with a mast.
10. 10. A Kit to convert a vehicle for surface contact flight as claimed in Claim I wherein the means of wind propulsion is at least one airfoil.
11. 11. A Kit to convert a vehicle for surface contact flight as claimed in Claim I or Claim 9 or Claim 10 wherein means are provided on the mast base adapter for releasably securing the means of wind propulsion.
12. 12. A Kit to convert a vehicle for surface contact flight as claimed in Claim I or Claim 4 wherein yawing moment means of the aerodynamic vertical fin volume created by the lateral profile of rearmost aerodynamic lifting section or any appendage positioned on the fuselage behind the yaw axis of the lifting body near the mast base adapter, sufficient to align the lift body with the flow of air past the vehicle.
13. 13. A Kit to convert a vehicle for surface contact flight as claimed in Claim 1 wherein flexing means in or near the mast base adapter permits pitch motion within an horizontal axis at right angles to the flow of air past the lift body to accommodate changes in the vertical height of the surface over which the vehicle travels.

    Claims
14. 14. A Kit to convert a vehicle for surface contact flight as claimed in Claim I wherein axial flexing means in or near the mast base adapter permit of roll motion within an horizontal axis aligned to the flow of air past the aerodynamic lift assembly to accommodate asymmetric lift.
15. 15. A Kit to convert a vehicle for surface contact flight as claimed in Claim I wherein yawing moment means of the stabiliser, being attached on to or in the articulated stabiliser assembly, taking the fonn of an inclined, or vertical, cantilever, of sufficient length to accommodate changes in clearance between parts of the vehicle and the surface over which the vehicle might travel, to control direction of motion across the surface.
16. 16. A Kit to convert a vehicle for surface contact flight as claimed in Claim I or Claim 15 wherein longitudinal pivot means on or in the articulated stabiliser assembly for control of the vertical motion of the stabiliser, taking the form of an inclined, or vertical, cantilever, of sufficient length to accommodate changes in clearance between parts of the vehicle and the surface over which the vehicle might travel, is provided.
17. 17. A Kit to convert a vehicle for surface contact flight as claimed in Claim I or Claim 15 or Claim 16 wherein vertical travel means for the stabiliser, in or on the articulated stabiliser assembly, for control of the vertical motion of the stabiliser, to accommodate changes in clearance between parts of the vehicle and the surface over which the vehicle might travel, is provided.
18. 18. A Kit to convert a vehicle for surface contact flight as claimed in Claim I or Claim 15 or Claim 16 or Claim 17 wherein means for releasably securing articulated stabiliser assembly to the vehicle are provided.
19. 19. A Kit to convert a vehicle for surface contact flight as claimed in Claim I or Claim 15 or Claim 16 or Claim 17 or Claim 18 wherein means for releasably securing the stabiliser are provided on the articulated stabiliser assembly.
20. 20. A Kit to convert a vehicle for surface contact flight as claimed in Claim 16 wherein longitudinal torque means in a horizontal axis, to control the downward angle of the stabiliser relative to the vehicle, is provided.
21. 2 1. A Kit to convert a vehicle for surface contact flight as claimed in Claim 17 wherein vertical force means by spring or any other means, to give upward or downward displacement to the stabiliser relative to the vehicle, is provided.
22. 22. A Kit to convert a vehicle for surface contact flight as claimed in Claim 15 or Claim 16 wherein retract means, to reduce displacement of the stabiliser relative to the vehicle, is provided.
23. 23. A Kit to convert a vehicle for surface contact flight as claimed in Claim 15 or Claim 16 or Claim 17 or Claim 18 or Claim 19 or Claim 20 or Claim 20 wherein damping means, to reduce rebound of the stabiliser relative to the vehicle to maximise the stabiliser's contact with the surface, is provided.
24. 24. A Kit to convert a vehicle for surface contact flight as claimed in Claim 1 or Claim 18 wherein slide means, releasably attached to or near the articulated stabiliser assembly, to adjust the distance of the stabiliser relative to the mast foot adapter on the articulated stabiliser assembly.
25. 25. A Kit to convert a vehicle for surface contact flight as claimed in Claim I wherein at least one releasably adjusting means is provided on the lift body to change the position thereof relative to the vehicle to align the thrust axis with the mean aerodynamic drag axis.
26. 26. A Kit to convert a vehicle for surface contact flight as claimed in Claim 4 wherein at least one releasably adjusting means is provided in or on the fuselage to change vertical position of at least one of the aerodynamic sections, relative to the fuselage, to align the thrust axis with the mean aerodynamic drag axis.

    16 Claims
27. 27. A Kit to convert a vehicle for surface contact flight as claimed in Claim I or Claim 4 wherein adjust means are provided in or on the lift body to move the fore and aft position of the pitch axis along the aerodynamic centre line.
28. 28. A Kit to convert a vehicle for surface contact flight as claimed in Claim I wherein adapt means is provided for temporary change to at least one alternative means of thrust, from that of wind propulsion.
29. 29. A Kit to convert a vehicle for surface contact flight as claimed in Claim 2 wherein tether means for an alternative tethered stabiliser, to be trailed in tail winds coming from any angle to the trailing vertical axis of the vehicle, is provided for directional control.
30. 30. A Kit to convert a vehicle for surface contact flight as claimed in Claim 2 or Claim 29 ( as an alternative to mode of flight detailed in Claim 1) wherein tether means for the alternative tethered stabiliser, to be trailed from the vehicle or any part of the Kit thereof, is provided for sufficient surface drag to generate relative air velocity over lift body for sufficient support for the vehicle to keep all parts, except the alternative tethered stabiliser, clear of surface.
31. 3 1. A Kit to convert a vehicle for surface contact flight as claimed in Claim 29 or Claim 30 or Claim 31 wherein a tether is provided with at least one flexible link from the vehicle, or parts of the Kit thereof, to the alternative tethered stabiliser.
32. 32. A Kit to convert a vehicle for surface contact flight as claimed in Claim 29 or Claim 30 or Claim 31 wherein directional control is provided with more than one flexible link from the vehicle, or parts of the Kit thereof, to the alternative tethered stabiliser.
33. 33. A Kit to convert a vehicle for surface contact flight as claimed in Claim 30 or Claim 32 wherein directional control means is provided for the alternative tethered stabiliser with at least one flexible link from the vehicle, or parts of the Kit thereof, to the leading part and at least one flexible link to another part of thereof
34. 34. A Kit to convert a vehicle for surface contact flight as claimed in Claim 29 or Claim 31 or Claim 32 or Claim 33 wherein directional control means by exerting a differential tension between the flexible links to the alternative tethered stabiliser.
35. 35. A Kit to convert a vehicle for surface contact flight as claimed in Claim I or Claim 16 or Claim 17or Claim 18 or Claim 19 or Claim 20 or Claim 21 or Claim 22 or Claim 23 or Claim 24 or Claim 25 wherein thrust means are provided in transit over water by the opposition of the lateral thrust imposed by wind propulsion via the stabiliser or stabiliser assembly or other parts of the kit or user by various means, constrained to move through the water in the direction of travel, with the resulting forward thrust component directed to the vehicle or any parts of the kit thereof, via the articulated stabiliser assembly and mast base adapter, the stabiliser taking the form of at least one inclined, or vertical, cantilever shaped in hydrofoil section, staying at least partially submerged for at least the major part of the period of sustained flight.
36. 36. A Kit to convert a vehicle for surface contact flight as claimed in Claim 2 or Claim 29 or Claim 30 or Claim 31 or Claim 32 or Claim 33 or Claim 34 or Claim 35 wherein guide means are provided on the alternative tethered stabiliser, or any parts of the kit thereof, by at least one hydrodynamic foil attached to a body shaped for minimum hydrodynamic resistance with at least one tethering point having a total buoyancy coefficient of not much less than zero or greater than unity.

    17 Claims
37. 37. A Kit to convert a vehicle for surface contact flight as claimed in Claim I or Claim 15 or Claim 16 or Claim 17or Claim 18 or Claim 19 or Claim 20 or Claim 21 or Claim 22 or Claim 23 or Claim 24 or Claim 25 wherein thrust means are provided direction of transit over partially solid or solid ice surface by the opposition of the lateral thrust imposed by wind propulsion on the stabiliser, or stabiliser assembly or other parts of the kit or user by various means, constrained to moving along the slot cut by the stabiliser on the surface of the ice, with the resulting forward component directed to the articulated stabiliser assembly, or any parts of the kit thereof, and mast base adapter, the stabiliser taking the form of an inclined, or vertical, cantilever with at least one shaped blade at the tip that is in contact with surface of the ice for at least the major part of the period of sustained flight.
38. 38. A Kit to convert a vehicle for surface contact flight as claimed in Claim 2 or Claim 29 or Claim 30 or Claim 31 or Claim 32 or Claim 33 or Claim 34 or Claim 37 wherein guide means are provided on the alternative tethered stabiliser or any parts of the kit thereof, by at least one shaped blade attached to a body shaped for transit across partially solid or solid ice surface with the minimum rebound with at least one tethering point.
39. 39. A Kit to convert a vehicle for surface contact flight as claimed in Claim I or Claim 15 or Claim 16 or Claim 17or Claim 18 or Claim 19 or Claim 20 or Claim 21 or Claim 22 or Claim 23 or Claim 24 or Claim 25 wherein thrust means are provided, in the direction of transit over an at least partially solid high friction surface, by the opposition of the lateral thrust imposed by wind propulsion on the stabiliser or stabiliser assembly or other parts of the kit or user by various means,, constrained to moving along the track determined the lateral slippage of the stabiliser on the surface, with the resulting forward component directed to the articulated stabiliser assembly and mast base adapter, or any parts of the kit thereof, the stabiliser taking the form of an inclined, or vertical, cantilever with at least one wheel at the lower tip thereof that is in contact with surface for at least the major part of the period of sustained flight.
40. 40. A Kit to convert a vehicle for surface contact flight as claimed in Claim 2 or Claim 29 or Claim 30 or Claim 31 or Claim 32 or Claim 33 or Claim 34 or Claim 39 wherein guide means are provided on the alternative tethered stabiliser, or any parts of the kit thereof, by at least one wheel attached to a body shaped for transit across partially solid or solid high friction surface with the minimum rebound with at least one tethering point.
41. 4LA Kit to convert a vehicle for surface contact flight as claimed in Claim l9orCIairn29orClaim3O or Claim 31 wherein adapt means for temporary and or reversible change between at least two stabiliser types, while vehicle is in transit, is provided.
42. 42. A Kit to convert a vehicle for surface contact flight as claimed in Claim 19 or Claim 35 or Claim 37 or Claim 39 wherein adapt means for temporary and or reversible change between at least two stabiliser types is provided.
43. 43. A Kit to convert a vehicle for surface contact flight as claimed in Claim I or Claim 19 or Claim 21 or Claim 42 wherein counteract means for capsizing torque is provided by user weight, or movable ballast, at positions on or in or near other parts of the kit or vehicle, the articulated stabiliser assembly, which are laterally outside the centre line of the vehicle.
44. 44. A Kit to convert a vehicle for surface contact flight as claimed in Claim I or Claim 19 or Claim 21 or Claim 42 wherein modulation means for reducing capsizing torque in gusts are provided by lay up of structural fibres along the length of the stabiliser which are skewed more than a few degrees forward, relative to the direction of travel, of the leading edge axis thereof, forcing twist off or a reduction in angle of incidence in the vertical axis causing a temporary reduction in lateral hydrostatic thrust, being nil at the root and maximum at tip of stabiliser, in such a way as to reduce capsizing torque the greater the bending stress on the stabiliser.

    18 Claims
45. 45. A Kit to convert a vehicle for surface contact flight as claimed in Claim 15 or Claim 16 or Claim 17 or Claim 35 wherein hydrodynamic lift means, from hydrodynamic sections positioned at or near the root of the stabiliser, or near other parts of the kit thereof, are provided at full immersion of stabiliser the upward force so restoring it to the water's surface.
46. 46. A Kit to convert a vehicle for surface contact flight as claimed in Claim 15 or Claim 16 or Claim 17 or Claim 35 wherein hydrodynamic lift means, from hydrodynamic sections positioned at or near front of the vehicle, are provided to force the front upwards on impact with the water's surface.
47. 47. A Kit to convert a vehicle for surface contact flight as claimed in Claim I or Claim 15 or Claim 16 or Claim 17 or Claim 35 or Claim 45 wherein aerodynamic lift means, from aerodynamic sections positioned at or above the root of the stabiliser, are provide for additional retraction force at maximum extension of stabiliser.
48. 48. A Kit to convert a vehicle for surface contact flight as claimed in Claim 2 wherein means to stow any means for propulsion in conditions that preclude the use thereof are provided.
49. 49. A Kit to convert a vehicle for surface contact flight as claimed in Claim I or Claim 45 wherein rolling means at or near front of the vehicle, are provided to force the front upwards on impact with solid surface.
50. 50. A Kit to convert a vehicle for surface contact flight as claimed in Claim 2 or Claim 29 or Claim 30 or Claim 31 or Claim 32 or Claim 33 or Claim 34 or Claim 36 or Claim 38 or Claim 40 wherein means for recovery from deployment for at least one alternative tethered stabiliser is provided.
51. 1. A Kit to convert a vehicle for surface contact flight as claimed in Claim I or Claim 4 or Claim 5 or Claim 6 wherein tensions means in the longitudinal axis, with sufficient adjustable pre stressing to provide greater angle of attack in the fore plane than the main plane for longitudinal dihedral, under the increased forces due to gust loading, decrease the longitudinal dihedral sufficiently to reduce lift stress on the lift body, is provided.
52. 52. A Kit to convert a vehicle for surface contact flight as claimed in Claim I or Claim 4 or Claim 5 wherein releasably secured span extensions of the aerodynamic lift sections for additional payload are provided.
53. 53. A Kit to convert a vehicle for surface contact flight as claimed in Claim I or Claim 3 or Claim 4 wherein at least one fuselage is provided.
54. 54. A Kit to convert a vehicle for surface contact flight as claimed in Claim I or Claim 3 or Claim 4 wherein support means from the fuselage to mast base adapter are provided.
55. 55. A Kit to convert a vehicle for surface contact flight as claimed in Claim I or Claim 3 or Claim 4 wherein support means from mast base adapter to the fuselage are provided.
56. 56. A Kit to convert a vehicle for surface contact flight as claimed in Claim I or Claim 3 or Claim 4 or Claim 53 wherein space for the user, the means of propulsion and yawing and other movements of the vehicle within or between the or each fuselage, or near other parts of the kit thereof, is provided.
57. 57. A Kit to convert a vehicle for surface contact flight as claimed in Claim I or Claim 3 or Claim 4 or Claim 53 wherein adjustment of the forward or rearward sweep of least one of the aerodynamic lift sections is provided.
58. 19 Claims 8. A Kit to convert a vehicle for surface contact flight as claimed in Claim I or Claim 3 or Claim 4 or Claim 12 or Claim 53 wherein adjustable means for lateral angle between the two semi-spans of the at least one aerodynamic section is provided.
59. 59. A Kit to convert a vehicle for surface contact flight as claimed in Claim I or Claim 3 or Claim 4 wherein reversible release means for the leading aerodynamic section to pitch down, to destroy lift, is provided.
60. 60. A Kit to convert a vehicle for surface contact flight as claimed in Claim 16 where in align means for the stabiliser with centre line of vehicle or Kit thereof is provided.
61. 6 1. A Kit to convert a vehicle for surface contact flight as claimed in Claim 16 where in align means for the stabiliser with the suitable longitudinal location on the vehicle or Kit thereof is provided.
62. 62. A Kit to convert a vehicle for surface contact flight as claimed in any preceding Claim wherein at least one fixed or adjustable lift enhancement means, in the form of an aerodynamic device, for increasing the rearward flow of air over at least one aerodynamic lifting section or relevant part of the Kit thereof, is provided.
63. 63. A Kit to convert a vehicle for surface contact flight as claimed in any preceding Claim wherein at least one fixed or adjustable structure, in the form of at least cantilever or other structure, with or without a resilient cover or coating, supported in at least one position, means for the reduction injury or damage to the user or other personnel, releasably secured on a relevant part of the Kit thereof, in the event of impact or other de-accelerating or rotating force, is provided.
64. 64. A Kit to convert a vehicle for surface contact flight as claimed in any preceding Claim wherein any specifically designed wind driven vehicle is provided with the lift body and the articulated stabiliser assembly to fly in surface effect without the mast base adapter.
65. 65. A Kit to convert a vehicle for surface contact flight as claimed in any preceding Claim wherein any specifically designed wind driven vehicle is provided with the lift body and the articulated stabiliser assembly to fly in surface effect without alternate tethered stabiliser.
66. 66. A Kit to convert a vehicle for surface contact flight as claimed in any preceding Claim wherein any specifically designed wind driven water born vehicle is provided with the lift body and the mast base adapter without the articulated stabiliser assembly to fly in surface effect.
67. 67. A Kit to convert a vehicle for surface contact flight as claimed in any preceding Claim wherein adapt means are provided by any one or more parts of the Kit to convert a vehicle for surface contact flight for control of the vehicle to fly in surface effect.
68. 68. A Kit to convert a vehicle for surface contact flight as claimed in any preceding Claim wherein substantially as described herein with reference to Figures 1/1, 1/2, 1/3, 114, 115, 1/6, 2, 3/1, 3/2, 3/3, 4/1, 4/2, 5/1, 5/2, 5/3, 5/4, 515, 5/6, 5/7, 5/8, 5/9, 5110, 6/1, 6/2, 7/1, 7/2, 8/1, 8/2, 8/3, 8/4, 9/2, 9/3, 10/1, 10/2, 10/3/1, 10/3/2, 10/3/land 11/1 of the accompanying drawings and Table of Dimensions/Settings on p. 19 of the Specification.

    I&I;LO 1809L Specification Table of Dimensions/Settings All drawings are not to scale - Dimensions to be taken from this table "11W, 40- A C 0, Main AC to LE 0.2361 x x x Mainplane Pivot to Pivot on "A" 2.292 x x x Main Chord 2.2 x x x Along axis(2.2 unswept) Main Span tip to tip 2.206 x x x at 15 deg dihedral Main Span between supports 2.206 x x x Main Sweep x x x 0 Main Dihedral x x x 15 Effective Aerofin Area 2.2 x 0.867 x at 15 deg dihedral Foreplane Chord 1.1 x x x Foreplane Spar dia 1.6 mm wall 0.098 x x x Foreplane Spar to LE - no sweep 0.298 x x x 1.1 M chord Foreplane Span 2.1 x x x Foreplane Pivot to Pivot on "A" 2.408 x x x Length of I between Pivots 4.7 x x x Fuselage include Fore & Main 6.57 x x x L Unflexed + Z 4.8 x x x T/O Velocity, p x x x x 5 M/ s, 1.22 Formular for Lift Calc x x x x 112C]p V2 S Total lift area x x x x 7.16 M2 Fore Plane Area x x x x 2.31 M2 Main Plane Area x x x x 4.85M2 Fore Plane Coefficient of Lift x x x x 1.6 Assumed Main Plane Coefficient of Lift x x x x 0.8 Assumed Fore Plane Lift x x x x 56.364 Kg Main Plane Lift x x x x 59.209 Kg Total lift x x x x 115.573 Kg User mass x x x x 68 Kg Board +standard rig mass x x x x 20 Kg Flying Rig mass x x x x 27 Kg Total system mass x x x x 115 Kg Reynold's Number Re X X X X 300,000 See Fig 1111 - Kit & Board leaving surface and accelerating under surplus thrust = FTIO Formular for Drag Calc x x x x 1/2Cdp V2 S see Form Drag Fore Plane = F/PD x x x x 0.476 kg Form Drag Main Plane = M/PD x x x x 0.814Kg Fin/sail/other Drag = O/D x x x x 2Kg estimated Thrust (7.5M2 sail +Fin) @ 5MIs= FT x x x x 1 OKg estimated Total Form Drag = TD x x x x = 1.29 kg T/OThrust @ 5M/s rel air vel= FT/O x x x x 6.71 Kg Stabiliser/Fin Drag=FD x x x x Sail Thrust = ST x x x x Stabiliser/Fin Force=FF x x x x Sail Force = SF x x x x 6.71 Kg Assume all forces in horizontal plane and only part of craft submerged is Stabiliser SC Vector diagram - where FD=ST I I I I FT=FT/O+TD+O/D Assumption - Fin spin out moment (tendency to broach)= Sail thrust moment about mast