GB2468917A - Aircraft propulsion unit having two sets of contra-rotating, ducted propellers - Google Patents

Aircraft propulsion unit having two sets of contra-rotating, ducted propellers Download PDF

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Publication number
GB2468917A
GB2468917A GB0905313A GB0905313A GB2468917A GB 2468917 A GB2468917 A GB 2468917A GB 0905313 A GB0905313 A GB 0905313A GB 0905313 A GB0905313 A GB 0905313A GB 2468917 A GB2468917 A GB 2468917A
Authority
GB
United Kingdom
Prior art keywords
duct
thrust
aircraft
propellers
contra
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
GB0905313A
Other versions
GB0905313D0 (en
Inventor
Edward Frank Strickland
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
CIRCINO FLIGHT SYSTEMS Ltd
Original Assignee
CIRCINO FLIGHT SYSTEMS Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by CIRCINO FLIGHT SYSTEMS Ltd filed Critical CIRCINO FLIGHT SYSTEMS Ltd
Priority to GB0905313A priority Critical patent/GB2468917A/en
Publication of GB0905313D0 publication Critical patent/GB0905313D0/en
Publication of GB2468917A publication Critical patent/GB2468917A/en
Withdrawn legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C11/00—Propellers, e.g. of ducted type; Features common to propellers and rotors for rotorcraft
    • B64C11/001—Shrouded propellers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C11/00—Propellers, e.g. of ducted type; Features common to propellers and rotors for rotorcraft
    • B64C11/46—Arrangements of, or constructional features peculiar to, multiple propellers
    • B64C11/48—Units of two or more coaxial propellers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C29/00—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft
    • B64C29/0008—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft having its flight directional axis horizontal when grounded
    • B64C29/0016—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft having its flight directional axis horizontal when grounded the lift during taking-off being created by free or ducted propellers or by blowers
    • B64C29/0025—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft having its flight directional axis horizontal when grounded the lift during taking-off being created by free or ducted propellers or by blowers the propellers being fixed relative to the fuselage
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C9/00—Adjustable control surfaces or members, e.g. rudders
    • B64C9/38—Jet flaps
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U10/00—Type of UAV
    • B64U10/25—Fixed-wing aircraft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U30/00—Means for producing lift; Empennages; Arrangements thereof
    • B64U30/10—Wings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U50/00—Propulsion; Power supply
    • B64U50/10—Propulsion
    • B64U50/13—Propulsion using external fans or propellers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U50/00—Propulsion; Power supply
    • B64U50/10—Propulsion
    • B64U50/13—Propulsion using external fans or propellers
    • B64U50/14—Propulsion using external fans or propellers ducted or shrouded
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U30/00—Means for producing lift; Empennages; Arrangements thereof
    • B64U30/20—Rotors; Rotor supports
    • B64U30/26—Ducted or shrouded rotors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T50/00—Aeronautics or air transport
    • Y02T50/30—Wing lift efficiency
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T50/00—Aeronautics or air transport
    • Y02T50/60—Efficient propulsion technologies, e.g. for aircraft

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  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Remote Sensing (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)

Abstract

An aircraft propulsion unit includes two sets of contra-rotating propellers arranged within a duct. Each propeller has its own dedicated electric motor to drive it. The use of four separately driven propellers in one unit is intended to provide more power and offer increased redundancy should one or more motor fail. An aircraft may have one (figs 6-8) or more (fig 5) propulsion units for providing thrust. Shaped structures rearwards of the units may deflect thrust through large angles to produce vertical thrust for vertical take-off and landing. The shaped structures may be incorporated into wings. The ducts are shaped to provide efficient performance and to enhance lift.

Description

An improved thrust and lift arrangement for aircraft applications The present invention relates to an improved thrust and lift arrangement for aircraft applications and more particularly to such an arrangement for use in a VTOL aircraft which allows the aircraft to hover and fly horizontally. Aircraft and UAV vehicles having the capability to carry out vertical take-off and landing manoeuvres are well known and a number of such aircraft operate in the military environment. Examples of such aircraft or UAV are the Fire Scout manufactured by Northrop Grumman, Boeing Dragonfly, Sikorsky cipher, and Freewing Scorpion, all of which are capable of vertical take-off and landing manoeuvres.
Some known arrangements of aircraft use contra rotating fans to control movement.
However, usually, the contra rotating fans are used only to provide the thrust to allow the aircraft to fly in the desired manner. For an aircraft to be capable of a vertical take-off and landing manoeuvre, the aircraft body must produce lift or thrust forces equal to or greater than the mass of the aircraft itself. To remain in the air in all weather conditions, the aircraft must also have the capability of countering any forces which might be adverse to the intended flight of the aircraft. Difficulties have arisen in providing an aircraft capable of vertical take-off and landing manoeuvres which does not need to generate considerable amounts of power for its vertical take-off and landing movements.
Once the aircraft has transitioned to normal wing borne flight, the power requirements in terms of thrust are reduced considerably as compared to the amount of power needed for the vertical take-off and landing manoeuvres. In order to provide the necessary thrust and lift it has hitherto been necessary to use large internal combustion engines and gas turbines to provide the power necessary for the desired flight to be achieved.
It is an object of the present invention to provide an improved thrust and lift arrangement for an aircraft which is capable of vertical take-off and landing manoeuvres in which the desired level of thrust and lift is provided in an efficient and effective manner and in which production costs, as well as operational costs, can be minimised.
Thus and in accordance with the present invention there is provided an improved thrust and lift arrangement for use in aircraft comprising a contra rotating fan arrangement linked to a drive motor arrangement, said drive motor arrangement being operable to drive the rotating fan arrangement to provide thrust to the aircraft, said contra rotating fan arrangement comprising multiple pairs of Contra rotating propellers disposed one pair in front of the other and a wing surface of said aircraft wing being shaped to provide additional thrust to the aircraft, wherein said contra rotating fan arrangement comprises at least two pairs of contra rotating propellers mounted one pair in front of the other and such pairs of fans are driven by a respective electric motor and said wing surface adaptation adjacent to each thrust arrangement acts to generate the necessary level of thrust to allow vertical take-off and landing manoeuvres.
With the arrangement of the present invention, it is possible to provide a more efficient and increased development of thrust and lift in an aircraft allowing take-off and landing manoeuvres, in particular vertical take-off and landing manoeuvres, to be undertaken in an aircraft in a much more efficient manner. Furthermore, the arrangement of the invention leads to the possibility of cost savings due to its simplicity of structure.
The contra rotating fan arrangement may be provided within an aerodynamically shaped duct which facilitates both lift forces and stabilising forces to be developed.
Such forces are necessary for an aircraft to complete a vertical take-off and landing manoeuvre.
It will be realised that independently driven propellers may increase the existence of redundancy within the propulsion system of an aircraft. This being the case, even with the loss of a single motor and propeller unit, the aircraft will still have sufficient thrust for level flight to continue. Furthermore, it may also be the case that the loss of two motors will not prevent the aircraft from level flight since only two electric motors are sufficient for that type of light to continue. Also, the present inventor has realised that, contrary to current opinion in the art of the invention, use of the four contra rotating propellers allows favourable regulation of the pressure gradient across the propeller unit to allow higher diffusion ratios to be utilised which give rise to higher static thrust than simple propellers as have been used previously.
Furthermore, it may also be possible for the thrust to be deflected through a large angle to assist in providing the thrust necessary to allow vertical take-off or landing manoeuvres. It may also be possible for the wings behind the electric motors to be shaped in such a manner as to allow the generation of a streamlining air flow over the wing giving rise to greater lift. With the present invention, an aircraft which has the centre of gravity between the duct centre of pressure and the wing centre of pressure can and may develop sufficient control of its movements to allow vertical take-off and landing.
The invention will now be described in more detail and with reference to the accompanying drawings of which: Figure 1 shows a schematic view of one form of contra rotation fan arrangement in accordance with the present invention.
Figure 2 shows in schematic form one embodiment of fan arrangement for use in a system in accordance with the present invention Figure 3 shows to a larger scale an embodiment of a single fan unit with flaps in a lowered position Figure 4 shows the system of figure 3, but in which the flaps are raised position Figure 5 shows a schematic few of an aircraft or other vehicle including an arrangement of contra rotating fans in accordance with an embodiment of the present invention Figure 6 shows a diagrammatic representation of one form of vehicle or aircraft incorporating a system in accordance with the present invention.
Figure 7 shows a part of the embodiment of figure 6 in greater detail; and Figure 8 shows one embodiment of system in accordance with the present invention in complete form.
Referring now to the drawings, there is shown in Figure 1, one embodiment of contra rotating fan system in accordance with the present invention. The system includes a contra rotating fan system provided within an aeronautic duct. The fan system includes four contra rotating propellers which act to remove any distortion present within the air stream. The four contra rotating propellers enable also the absorption of more power from the air and produce more thrust over a specific duct area than any known arrangement of the prior art. In order for the propellers to have the necessary vibration characteristics or the high torque required at low speeds, the present invention utilises electric motors rather than the internal combustion engines which have been used in
prior art arrangements.
The use of electric motors to drive the propellor and in particular in the configuration, in which they are provided in the present invention, there is provided a level of redundancy which other systems do not use. This level of redundancy allows there to be further power available should this become necessary. Referring to the figure, there are shown the propellers in a contra rotating system in which the output of the front pair positively enhances the acceleration of airflow over the lip of the duct.
This lip is where the duct will develop a lift force when the duct is at an angle of attack greater than 0° and this positive acceleration of the airflow also generates a thrust and its performance in the manner described relies upon the development of a favourable pressure gradient greater than a single propeller could provide. The applicants are also of the view that it requires the provision of at least four contra rotating propellers to develop and manage such an extent of pressure gradient in the inner system favourably. The effect of the contra rotating propellers shown in the figure and provided within a duct maintains a favourable pressure gradient along the length of the inner surface. This pressure gradient management system allows large diffuser ratios to be developed which enhances the development of the thrust provided by the system The proposed system,shown in the figures described herein utilises four contra rotating propellers which manage the pressure gradient favourably enough for both a favourable pressure gradient at the lip and at the diffuser.
A wing surface immediately behind the thrust unit is shown in Figure 2. As can be seen in Fig 2 by the provision of extendible flaps at a fixed angle of attack behind a contra rotating the system a large thrust deflection can be generated. Furthermore, the applicant has identified that if the centre of gravity is closely controlled in such a way as to lie between the front thrust duct centre of pressure and the rear wings centre of pressure then it is possible to lift vertically as can be seen particularly in an aircraft as in Figure 5.
Figure 5 shows an example of such a system in which the centre of gravity is closely controlled so that it lies between the front thrust duct centre of pressure and the centre of pressure for the rear wings it is possible to generate sufficient lift to lift the aircraft vertically. The arrangement of Figure 5 also demonstrates that the system thrust described earlier in this specification will only work if the centre of gravity of the aircraft has a lifting duct provided at the front of the aircraft with a wing system behind the centre of gravity which generates lift and deflects thrust.
Figure 6 shows one embodiment of the invention and shows an aircraft having the enhanced thrust and lift duct and the shaped adaptation of the wing giving rise to variable angle of attack wings as provided for in the invention. Also the centre of gravity is arranged such that it lies between the centre of pressure of the duct and the centre of pressure of the wings.
Figure 7 shows a part of the embodiment shown in figure 6 arid in particular shows the enhanced thrust and lift duct in more detail. For the purposes of clarity the variable angle of attack wing construction is not shown in this drawing. The drawings show an arrangement which would have the enhanced thrust provided by the duct and would enable such an aircraft to perform more efficiently and carry out vertical take-off or landing manoeuvres.
Figure 8 shows one embodiment of the arrangement of the invention in full. The embodiment comprises a contra rotating fan unit and variable angle of attack wings mounted on a central body. At the end opposite to the contra rotating fan unit there is a v-shaped tail which allows control of both pitch and yaw. The arrangement of this kind allows the generation of much greater thrust and lift in an aircraft suitable to carry out vertical take-off and landing manoeuvres. The generation of greater thrust and lift in the aircraft utilisirig the arrangement of the invention is achieved by using four (or more) contra rotating propellers, driven by four electric motors, along with the shaping of the wing of the aircraft behind the driven propeller thrust arrangement.
The combination of these features, which individually may be known, is something which has not been proposed before in the field of the invention and therefore the unique combination of these features by the present applicant based upon a realisation of the advantages can be gained, is the foundation of the present invention.
It is of course to be understood that the invention of the present application is not intended to be restricted to the details of the above embodiment which are described by
way of example only. Key
Key for Figure 7 The basic design of the VTUAV will follow the diagram Figure 7 A -V tail for pitch, yaw control.
B -Aluminium tube fuselage housing control equipment, fuel and payload.
C -4 contra-rotating fan/propeller units combined within either a low drag or High lift duct.
o -Nose cone for fit of sensors.
E -Variable Angle of Attack wings with boards to reduce span wise flow. Maybe Biplane flapped wings instead. Controlled differentially can provide Roll control.
F -Stub wings can be fitted, as drawn here, to suit various altitude and performance requirements.
G -Rear tail cone able to be altered to suit sensor pod, i.e. sonar dipping pod. *q.,. * * *...
* S. SI. * * *S S * . S * S.
S *S*
S * *. ** S.. I..
I

Claims (7)

  1. Claims This system of propellers and duct overcomes a number of issues associated with ducted fans/props.1) The positioning of a prop/fan to provide sufficient duct lip suction pressure to sustain attached flow at the lip.
  2. 2) The design of the duct to provide increased diffuser ratios is enhanced by the positioning of fan/props along the duct internal surfaces. Normally separation of the airflow within the duct causes drag and a reduction in total thrust. By having 4 contra-rotating fans/props the boundary layer within the duct remains turbulent and attached to the duct surface. This enables increased thrust due to diffuser ratios.
  3. 3) The thrust exiting the duct will be sufficiently streamlined that a wing, or wings, can be utilised for either thrust deflection or lift generation also.
  4. 4) That the 4 propellers will increase the thrust by a factor of 4 without an increase in duct size when compared with a similar powered single fan/prop.Duct size contributes to both Yaw instability and Drag of an airframe.
  5. 5) By positioning a rear mounted blown flap on the Centre of Gravity position it will be possible to lift an aircraft in a VTOL mode.
  6. 6) The use of one engine to drive each fan/prop means that an increasing of thrust through multiple engines in an inline contra rotating format will also improve the redundancy and reliability of an aircraft propulsion system. 4 motors will produce a redundancy of 4 times.
  7. 7) The use of 4 propellers in-line and counter rotating will produce a exit velocity which can be 4 times higher than a single propeller.
GB0905313A 2009-03-26 2009-03-26 Aircraft propulsion unit having two sets of contra-rotating, ducted propellers Withdrawn GB2468917A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
GB0905313A GB2468917A (en) 2009-03-26 2009-03-26 Aircraft propulsion unit having two sets of contra-rotating, ducted propellers

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
GB0905313A GB2468917A (en) 2009-03-26 2009-03-26 Aircraft propulsion unit having two sets of contra-rotating, ducted propellers

Publications (2)

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GB0905313D0 GB0905313D0 (en) 2009-07-01
GB2468917A true GB2468917A (en) 2010-09-29

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Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2012146931A1 (en) * 2011-04-27 2012-11-01 Volerian Ltd Lift generating device
WO2014108125A1 (en) * 2013-01-10 2014-07-17 Malte Schwarze Low-noise, high-efficiency aircraft
US9476385B2 (en) 2012-11-12 2016-10-25 The Boeing Company Rotational annular airscrew with integrated acoustic arrester
JP2017047898A (en) * 2016-08-31 2017-03-09 元延 深瀬 Jet airplane provided with lift plate mechanism behind engine
IT201800003855A1 (en) * 2018-03-22 2019-09-22 Gerardo Imperatore COUNTER-ROTATING MULTI-PROPELLER TURBO ELECTRIC MOTOR FOR THE PROPULSION OF CIVIL AND MILITARY AIRCRAFT AND FOR ARMORED CRUISE MISSILES, IN THE SUBSONIC AND SUPERSONIC VERSIONS
DE102018208297A1 (en) * 2018-05-25 2019-11-28 Rolls-Royce Deutschland Ltd & Co Kg Aircraft with at least one jet engine
WO2020086568A1 (en) * 2018-10-22 2020-04-30 Neiser Paul System and method for fluid manipulation
EP3704018A4 (en) * 2017-11-03 2020-12-23 Uber Technologies Inc. Vtol m-wing configuration
US11377220B1 (en) 2021-09-27 2022-07-05 Hoversurf, Inc. Methods of increasing flight safety, controllability and maneuverability of aircraft and aircraft for implementation thereof
US11383831B1 (en) * 2021-06-01 2022-07-12 Hoversurf, Inc. Methods of vertical take-off/landing and horizontal straight flight of aircraft and aircraft for implementation
US11519434B2 (en) 2017-08-10 2022-12-06 Paul NEISER Apparatus and method for fluid manipulation
US11541999B2 (en) 2021-06-01 2023-01-03 Hoversurf, Inc. Methods of vertical take-off/landing and horizontal straight flight of aircraft and aircraft for implementation

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2929580A (en) * 1956-06-18 1960-03-22 Piasecki Aircraft Corp Aircraft for vertical or short takeoff, and integrated propulsion lifting and propeller slip stream deflecting unit therefor
US5115996A (en) * 1990-01-31 1992-05-26 Moller International, Inc. Vtol aircraft
US20040026563A1 (en) * 2002-02-08 2004-02-12 Moller Paul S. Vertical take-off and landing vehicles
WO2004033295A1 (en) * 2002-10-11 2004-04-22 Stefan Unzicker Vertical take-off and landing aircraft

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2929580A (en) * 1956-06-18 1960-03-22 Piasecki Aircraft Corp Aircraft for vertical or short takeoff, and integrated propulsion lifting and propeller slip stream deflecting unit therefor
US5115996A (en) * 1990-01-31 1992-05-26 Moller International, Inc. Vtol aircraft
US20040026563A1 (en) * 2002-02-08 2004-02-12 Moller Paul S. Vertical take-off and landing vehicles
WO2004033295A1 (en) * 2002-10-11 2004-04-22 Stefan Unzicker Vertical take-off and landing aircraft

Cited By (20)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2012146931A1 (en) * 2011-04-27 2012-11-01 Volerian Ltd Lift generating device
US9476385B2 (en) 2012-11-12 2016-10-25 The Boeing Company Rotational annular airscrew with integrated acoustic arrester
EP2730501A3 (en) * 2012-11-12 2017-11-15 The Boeing Company Rotational annular airscrew with integrated acoustic arrester
WO2014108125A1 (en) * 2013-01-10 2014-07-17 Malte Schwarze Low-noise, high-efficiency aircraft
DE112014000391B4 (en) * 2013-01-10 2021-06-17 Malte SCHWARZE Low noise and highly efficient aircraft
JP2017047898A (en) * 2016-08-31 2017-03-09 元延 深瀬 Jet airplane provided with lift plate mechanism behind engine
US11519434B2 (en) 2017-08-10 2022-12-06 Paul NEISER Apparatus and method for fluid manipulation
US11939051B2 (en) 2017-11-03 2024-03-26 Joby Aero, Inc. Stacked propellers
US11597511B2 (en) 2017-11-03 2023-03-07 Joby Aero, Inc. VTOL M-wing configuration
EP3704018A4 (en) * 2017-11-03 2020-12-23 Uber Technologies Inc. Vtol m-wing configuration
US11292593B2 (en) 2017-11-03 2022-04-05 Joby Aero, Inc. Boom control effectors
US11174019B2 (en) 2017-11-03 2021-11-16 Joby Aero, Inc. VTOL M-wing configuration
US11267571B2 (en) 2017-11-03 2022-03-08 Joby Aero, Inc. Stacked propellers
IT201800003855A1 (en) * 2018-03-22 2019-09-22 Gerardo Imperatore COUNTER-ROTATING MULTI-PROPELLER TURBO ELECTRIC MOTOR FOR THE PROPULSION OF CIVIL AND MILITARY AIRCRAFT AND FOR ARMORED CRUISE MISSILES, IN THE SUBSONIC AND SUPERSONIC VERSIONS
DE102018208297A1 (en) * 2018-05-25 2019-11-28 Rolls-Royce Deutschland Ltd & Co Kg Aircraft with at least one jet engine
JP2022508958A (en) * 2018-10-22 2022-01-19 ネイサー、ポール Systems and methods for fluid manipulation
WO2020086568A1 (en) * 2018-10-22 2020-04-30 Neiser Paul System and method for fluid manipulation
US11383831B1 (en) * 2021-06-01 2022-07-12 Hoversurf, Inc. Methods of vertical take-off/landing and horizontal straight flight of aircraft and aircraft for implementation
US11541999B2 (en) 2021-06-01 2023-01-03 Hoversurf, Inc. Methods of vertical take-off/landing and horizontal straight flight of aircraft and aircraft for implementation
US11377220B1 (en) 2021-09-27 2022-07-05 Hoversurf, Inc. Methods of increasing flight safety, controllability and maneuverability of aircraft and aircraft for implementation thereof

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