NL2016322B1 - Airplane with an aft-fuselage mounted propulsive empennage with integrated control surfaces. - Google Patents

Airplane with an aft-fuselage mounted propulsive empennage with integrated control surfaces. Download PDF

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Publication number
NL2016322B1
NL2016322B1 NL2016322A NL2016322A NL2016322B1 NL 2016322 B1 NL2016322 B1 NL 2016322B1 NL 2016322 A NL2016322 A NL 2016322A NL 2016322 A NL2016322 A NL 2016322A NL 2016322 B1 NL2016322 B1 NL 2016322B1
Authority
NL
Netherlands
Prior art keywords
airplane
fuselage
ring
propeller
wings
Prior art date
Application number
NL2016322A
Other languages
Dutch (nl)
Inventor
Veldhuis Leonardus
Van Arnhem Nando
Original Assignee
Univ Delft Tech
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 Univ Delft Tech filed Critical Univ Delft Tech
Priority to NL2016322A priority Critical patent/NL2016322B1/en
Priority to PCT/NL2017/050116 priority patent/WO2017146579A1/en
Application granted granted Critical
Publication of NL2016322B1 publication Critical patent/NL2016322B1/en

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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
    • B64C5/00—Stabilising surfaces
    • B64C5/02—Tailplanes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C9/00—Adjustable control surfaces or members, e.g. rudders
    • B64C9/02—Mounting or supporting thereof
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
    • B64D27/02—Aircraft characterised by the type or position of power plants
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
    • B64D27/02—Aircraft characterised by the type or position of power plants
    • B64D27/04—Aircraft characterised by the type or position of power plants of piston type
    • B64D27/08—Aircraft characterised by the type or position of power plants of piston type within, or attached to, fuselages
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
    • B64D27/02—Aircraft characterised by the type or position of power plants
    • B64D27/10—Aircraft characterised by the type or position of power plants of gas-turbine type 
    • B64D27/14—Aircraft characterised by the type or position of power plants of gas-turbine type  within, or attached to, fuselages
    • 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
    • Y02T50/40—Weight reduction
    • 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)
  • Toys (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)

Abstract

Airplane comprising a fuselage with an empennage, wherein the fuselage is provided with wings and comprises a propulsion system with propellers, wherein the propulsion system is integrated with the aft-fuselage mounted empennage forming a ‘propulsive empennage’. The ‘propulsive empennage’ preferably com-prises two ring wings, each forming a duct wherein each duct is provided with at least one propeller mounted in the duct. The two ring wings are mounted symmetrically on sides of the fuselage.

Description

Airplane with an aft-fuselage mounted propulsive empennage with integrated control surfaces
The invention relates to an airplane comprising a fuselage provided at its aft with stabilizing features, wherein the fuselage is provided with wings and comprises a propulsion system with propellers.
Such an airplane configuration is commonly known from practice. Typically, such an airplane is provided with aerodynamic parts at its aft forming an empennage to provide longitudinal and lateral control and to provide stability to the aircraft. The propellers of the conventional airplane are commonly mounted on the wings, which requires a minimum height at which the wings must be mounted to the fuselage. Conversely the propeller diameter is restricted by the aircraft dimensions, which limits the effective thrust that can be provided with wings mounted propellers.
It is an object of the invention to reduce the weight of the airplane and to improve its fuel efficiency.
It is a further object of the invention to reduce the noise footprint of the airplane, both on the ground and in the fuselage interior.
It is still a further object of the invention to improve stability of the airplane in specific flight conditions and to make the aerodynamic surfaces of the airplane that provide it with stability less sensitive to aerodynamic stall.
It is still a further object of the invention to improve on safety aspects that are specific to propeller airplanes .
Yet another object of the invention is to provide the airplane with a propulsion system with propellers having comparatively high thrust output.
These objects and other features and advantages that are attainable with the invention are provided by an airplane having the features of one or more of the appended claims.
In a first aspect of the invention the propulsion system is arranged at the aft of the fuselage where the propulsion system is combined with the stabilizing features at the aft of the airplane. This opens the way to combine several features of the airplane that are anyway required for the airplane's functionality and safety, and enables to gain benefits, such as a reduction of the overall weight of the airplane, a reduction of noise and an improved fuel efficiency.
Preferably the propulsion system of the airplane comprises at least one ring wing forming a duct, wherein at least one propeller is mounted in the duct. Although it is known that a propeller mounted in a duct generally increases the efficiency of the propeller, large propellers which are required for the propulsion of an airplane are generally not ducted due to the associated disadvantages in terms of flight performance including added weight of the duct and aerodynamic drag of the duct in cruise condition. Embodying the duct as a ring wing results however in a reduction of induced drag of the stabilizing features compared with conventional empennage geometries. Furthermore the presence of a so-called propeller induced pressure field can even result in a net thrust force acting on the ring wing. The combination of functions of the duct by embodying it as a ring wing providing an aerodynamic stabilizing surface, and its function as a duct for the propeller results in an offset of common known disadvantages. The known increased aerodynamic drag of large ducts in some flight conditions and the added weight of a duct in comparison with an unducted propulsion system is thus off-set by the advantage that the invention provides in replacing a conventional empennage on the aft of the airplane by a ring wing shaped duct. Furthermore, the position of the propulsion system at the aft region of the fuselage results in a reduced noise level experienced in the cabin of the airplane due to the propulsion system being positioned in downstream direction.
Another advantage of the invention is that it is not required to add structural strength to particular zones of the fuselage which would otherwise be required in an open-rotor propulsion system at such zones of the fuselage which are susceptible to possible penetration of debris in case of a disintegrating propeller. The associated debris from a propeller blade failure is confined by the strengthened inner region of the duct and hence a pressurised cabin is intrinsically protected by the duct. Suitably the propulsion system comprises two ring wings, each forming a duct wherein each duct is provided with at least one propeller mounted in the duct.
It is further preferable that the two ring wings are mounted symmetrically on sides of the fuselage. Since the ring wings can be mounted relatively close to the fuselage, the manoeuverability of the airplane is improved in comparison with the conventional airplane in the situation that one of the propellers and/or related propulsion systems disfunctions. Accordingly the required handling qualities and stability margins which are required for certification purposes can be met with lower impact on the aerodynamic sizing of the stabilizing features of the airplane of the invention than are typically necessary in a conventional airplane configuration.
In some embodiments it may be beneficial that a space between the ring wings mounted on sides of the fuselage is spanned by a wing construction. This optional additional wing may add to the rigidity of the construction.
One further aspect of the invention is that in the duct or ducts a control vane or vanes are provided. The surfaces of said vane or vanes contribute to the longitudinal and lateral control capability of the aircraft, particularly when there are horizontal control vanes and/or vertical control vanes .
Beneficially the control vane or vanes are mounted behind the propeller or propellers as seen in flight direction. This particular position adds to the fuel efficiency of the plane by making use of the swirling motion of the flow behind the propeller to produce a reduced drag or thrust force on these control vanes and thereby effectively reducing the propeller swirl losses.
Furthermore, the position of the control vanes behind the propeller and the aft location of the vanes relative to the duct allows for a thrust vectoring capability of the control vanes by deflecting the propeller slipstream which results in a net force on the vanes.
The control vanes can be used as aerodynamic brakes by deflecting the said slipstream symmetrically with respect to the fuselage symmetry plane, thereby effectively reducing the need of additional aerodynamic surfaces for aerodynamic braking. This functionality enhances the capability of steep descent of the airplane which is particularly helpful in accepting the airplane for use in densely populated areas.
One further beneficial feature is that the particular position of the propeller relative to the ring wing and control vanes results in a higher dynamic pressure experienced by the construction at the aft of the airplane. In normal operating condition the increased flow speed results in reduced induced losses, whereas it further causes that the control vanes are more effective in comparison with their operating in a free stream flow. Furthermore, in the case of severe wing stall which may result in a separated wake adversely affecting the aft construction, and in the case of flow separation on this construction, the induced flow field by the propeller results in increased effectiveness of the stabilizing features of the airplane which provides enhanced stability and controllability .
One further beneficial feature is that the ring wing or ring wings are asymmetric with a lower chord that has a greater length than an upper chord of the ring wing or ring wings. This improves the noise shielding particularly with reference to the ground above which the airplane flies. Additionally, the relative contribution of the ring wing or ring wings to the longitudinal respectively lateral stability and control of the airplane can be selected by an asymmetric upper and lower chord length of the ring wing. Similarly, the aerodynamic and noise shielding characteristics of the ring wing can be carefully selected by an asymmetric chord distribution of the ring wing or ring wings when viewed from the top.
One further beneficial feature is that the position of the propeller relative to the ground is relatively high so that when the airplane is manoeuvring on the ground safety is increased in comparison with conventional propeller airplanes.
The invention will hereinafter be further elucidated with reference to the drawing of an exemplary embodiment of an airplane according to the invention that is not limiting as to the appended claims.
In the drawing: -figures 1A - 1C show a first embodiment of an airplane according to the invention in isometric view, side view and top view, respectively; -figures 2A - 2D show a first exemplary embodiment of a propulsion system of the airplane according to figures 1A - 1C in detail in respectively an isometric view, a second isometric view, a rear view and a cross-sectional view according to line A - A in figure 2C; -figure 3 shows a rear view of an exemplary second embodiment of a propulsion system of an airplane according to the invention; -figure 4 shows a fourth exemplary embodiment of a propulsion system of an airplane according to the invention in side view. -Figure 5 shows a variation in the ring wing of the propulsion system of an airplane according to the invention; and -figure 6 shows a second embodiment of an airplane according to the invention.
Whenever in the figures the same reference numerals are applied, these numerals refer to the same parts.
With reference first to figures 1A - 1C a first embodiment of an airplane 1 according to the invention is shown comprising a payload carrying fuselage 2 with an aft end region 3, wherein the fuselage 2 is provided with wings 4, 5 and comprises a propulsion system 6 with propellers (not shown), and wherein the propulsion system 6 is arranged at the aft 3 of the fuselage 2 where the propulsion system 6 is combined with stabilizing features 7, 10 of the airplane. The stabilizing features are preferably embodied by the ring wing 7, and control vanes 10 as are more clearly shown in figures 2A - 2D. The entire construction can be said to form a 'propulsive empennage' .
As figure 1A - 1C show the propulsion system 6 of the airplane preferably comprises two ring wings 7, each forming a duct wherein each duct is provided with at least one propeller mounted in the duct. It is also clear that the two ring wings 7 are preferably mounted symmetrically on sides of the fuse- lage 2 by means of a support strut 12 , as shown in figures 2A - 2C, or by a similar structure. Through said support strut 12 or through a similar structure systems that are required to rotate the propeller and control the control vanes 10 are guided.
Figures 2A-2D provide a detailed view of one ring wing 7 of the propulsion system 6. Although the propeller is not shown in the duct formed by the ring wing 7, it is perfectly clear for the skilled person how to construe the duct with such a propeller.
Figures 1A - 1C show that in the duct or ducts at the back of the ring wing or ring wings 7 a control vane or vanes 10 are provided. This is more clearly shown in figures 2A -2D, which also schematically shows in figure 2D that the control vane or vanes 10 are mounted behind the propeller or propellers as seen in flight direction. A possible location of the propeller in the duct formed by the ring wing 7 is indicated with the striped line 11. It may be recognized that the vanes 10 can contribute to the rigidity of the structure. The central core 8 can be used to house necessary components and systems to rotate the propeller and control the control vanes 10. The embodiment of the ring wing 7 shown in figure 2A - 2D is provided with horizontal control vanes and vertical control vanes. This need not be the only option however; figure 3 shows an embodiment in which the vanes 10 are regularly distributed in the duct formed by the ring wing 7 at a mutual angle of 120°, but any other even distribution of these vanes 10 can be used.
Turning now to the embodiment of the ring wing 7 represented by the striped line shown in figure 4, this figure shows that the duct (or ducts) may be shaped asymmetrically with a lower chord 7' that has a greater length than an upper chord 1'' of the duct or ducts. This is beneficial for reducing sound that propagates during flight towards the ground.
Figure 5 shows that leading edges 7''' of the ring wing 7 may be provided with suitable morphing to provide a geometry which is optimal to maximize duct performance for specific flight conditions.
Finally figure 6 shows another embodiment of the airplane 1 of the invention in which a space between the ring wings 7 mounted on sides of the fuselage 2 is spanned by a wing con-struction 9.
Although the invention has been discussed in the foregoing with reference to an exemplary embodiment of the apparatus of the invention, the invention is not restricted to this particular embodiment which can be varied in many ways without departing from the invention. The discussed exemplary embodiment shall therefore not be used to construe the appended claims strictly in accordance therewith. On the contrary the embodiment is merely intended to explain the wording of the appended claims without intent to limit the claims to this exemplary embodiment. The scope of protection of the invention shall therefore be construed in accordance with the appended claims only, wherein a possible ambiguity in the wording of the claims shall be resolved using this exemplary embodiment.

Claims (9)

1. Luchtvaartuig (1) omvattende een romp (2) welke aan haar achtereinde (3) voorzien is van stabilisatie-elementen (7, 10), en waarbij de romp (2) is voorzien van vleugels (4, 5) en een aandrijfsysteem (6) met propellers omvat, met het kenmerk, dat het aandrijfsysteem (6) is ingericht aan het achtereinde (3) van de romp (2) alwaar het aandrijfsysteem (6) is geïntegreerd met de stabilisatie-elementen (7, 10).Aircraft (1) comprising a fuselage (2) which is provided at its rear end (3) with stabilizing elements (7, 10), and wherein the fuselage (2) is provided with wings (4, 5) and a propulsion system (6) comprising propellers, characterized in that the drive system (6) is arranged at the rear end (3) of the hull (2) where the drive system (6) is integrated with the stabilizing elements (7, 10). 2. Luchtvaartuig volgens conclusie 1, met het kenmerk, dat het aandrijfsysteem (6) ten minste één ringvleugel (7) omvat die een kanaal vormt, waarbij ten minste één propeller gemonteerd is in het kanaal.Aircraft according to claim 1, characterized in that the propulsion system (6) comprises at least one ring wing (7) which forms a channel, at least one propeller being mounted in the channel. 3. Luchtvaartuig volgens conclusie 1 or 2, met het kenmerk, dat het aandrijfsysteem (6) twee ringvleugels (7) omvat, ieder een kanaal vormend waarbij ieder kanaal voorzien is van ten minste één propeller die in het kanaal gemonteerd is.Aircraft according to claim 1 or 2, characterized in that the propulsion system (6) comprises two ring wings (7), each forming a channel, each channel being provided with at least one propeller mounted in the channel. 4. Luchtvaartuig volgens conclusie 3, met het kenmerk, dat de twee ringvleugels (7) symmetrisch aan zijkanten van de romp (2) zijn gemonteerd.Aircraft according to claim 3, characterized in that the two ring wings (7) are mounted symmetrically on the sides of the fuselage (2). 5. Luchtvaartuig volgens conclusie 4, met het kenmerk, dat een ruimte tussen de op zijden van de romp (2) gemonteerde ringvleugels (7) overspannen is door een vleugelconstructie (9) .Aircraft according to claim 4, characterized in that a space between the ring wings (7) mounted on the sides of the fuselage (2) is spanned by a wing construction (9). 6. Luchtvaartuig volgens één der voorgaande conclusies 2-5, met het kenmerk, dat in het kanaal of kanalen een re-gelvaan of vanen (10) zijn voorzien.Aircraft as claimed in any of the foregoing claims 2-5, characterized in that a control vane or vanes (10) are provided in the channel or channels. 7. Luchtvaartuig volgens conclusie 6, met het kenmerk, dat de regelvaan of vanen (10) gezien in de vluchtrichting achter de propeller of propellers gemonteerd zijn.Aircraft according to claim 6, characterized in that the control vane or vanes (10) are mounted behind the propeller or propellers when viewed in the flight direction. 8. Luchtvaartuig volgens conclusie 6 of 7, met het kenmerk, dat er horizontale regelvanen en verticale regelvanen zijn.Aircraft according to claim 6 or 7, characterized in that there are horizontal control vanes and vertical control vanes. 9. Luchtvaartuig volgens één der voorgaande conclusies 2-8, met het kenmerk, dat de ringvleugel of ringvleugels (7) asymmetrisch zijn met een lage koorde die een grotere lengte bezit dan een bovenkoorde van de ringvleugel of ringvleugels (7) .Aircraft according to any one of the preceding claims 2-8, characterized in that the ring wing or ring wings (7) are asymmetrical with a low cord having a greater length than an upper cord of the ring wing or ring wings (7).
NL2016322A 2016-02-25 2016-02-25 Airplane with an aft-fuselage mounted propulsive empennage with integrated control surfaces. NL2016322B1 (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
NL2016322A NL2016322B1 (en) 2016-02-25 2016-02-25 Airplane with an aft-fuselage mounted propulsive empennage with integrated control surfaces.
PCT/NL2017/050116 WO2017146579A1 (en) 2016-02-25 2017-02-24 Airplane with an aft-fuselage mounted propulsive empennage with integrated control surfaces

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
NL2016322A NL2016322B1 (en) 2016-02-25 2016-02-25 Airplane with an aft-fuselage mounted propulsive empennage with integrated control surfaces.

Publications (1)

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NL2016322B1 true NL2016322B1 (en) 2017-09-11

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NL2016322A NL2016322B1 (en) 2016-02-25 2016-02-25 Airplane with an aft-fuselage mounted propulsive empennage with integrated control surfaces.

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Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR102548780B1 (en) * 2023-02-22 2023-06-28 주식회사 비거텍코리아 Flying object with AI flight assistance system

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR985498A (en) * 1943-11-09 1951-07-19 Stability and maneuvering member of a mobile in a fluid
FR1478457A (en) * 1966-02-23 1967-04-28 Improvements to airplanes with ducted propellers
DE1481629A1 (en) * 1966-06-14 1969-03-20 Piasecki Aircraft Corp Device for lateral steering of aircraft
FR2899200A1 (en) * 2006-03-28 2007-10-05 Airbus France Sas Commercial aircraft, has fairing articulated with respect to propeller drive such that air stream blown by counter-rotative propellers is oriented with respect to axis of drive for controlling direction and depth of aircraft
FR2905356A1 (en) * 2006-09-05 2008-03-07 Airbus France Sas Aircraft e.g. commercial aircraft, fabricating method, involves arranging turbo-propeller between wings and horizontal tail, such that lower part of one lobe partially meets wings and lower part of another lobe partially meets tail
WO2011023396A2 (en) * 2009-08-28 2011-03-03 Benjamin Parzy Aircraft having at least two electrical propulsion groups mounted at a rear portion thereof.
WO2012102698A1 (en) * 2011-01-24 2012-08-02 Smith Frick A Apparatus and method for vertical take-off and landing aircraft

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Publication number Priority date Publication date Assignee Title
US2948111A (en) * 1955-05-02 1960-08-09 Doak Aircraft Co Inc Means to increase static pressure and enhance forward thrust of aircraft components
DE19919626B4 (en) * 1999-04-29 2008-05-29 Furmanek, Andreas, Dr.-Ing. Airplane with composite surfaces
FR2929591B1 (en) * 2008-04-02 2010-12-24 Airbus France AIRPLANE CONTROLLED IN BLOCK AND LACET BY A PROPULSIVE ASSEMBLY.

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR985498A (en) * 1943-11-09 1951-07-19 Stability and maneuvering member of a mobile in a fluid
FR1478457A (en) * 1966-02-23 1967-04-28 Improvements to airplanes with ducted propellers
DE1481629A1 (en) * 1966-06-14 1969-03-20 Piasecki Aircraft Corp Device for lateral steering of aircraft
FR2899200A1 (en) * 2006-03-28 2007-10-05 Airbus France Sas Commercial aircraft, has fairing articulated with respect to propeller drive such that air stream blown by counter-rotative propellers is oriented with respect to axis of drive for controlling direction and depth of aircraft
FR2905356A1 (en) * 2006-09-05 2008-03-07 Airbus France Sas Aircraft e.g. commercial aircraft, fabricating method, involves arranging turbo-propeller between wings and horizontal tail, such that lower part of one lobe partially meets wings and lower part of another lobe partially meets tail
WO2011023396A2 (en) * 2009-08-28 2011-03-03 Benjamin Parzy Aircraft having at least two electrical propulsion groups mounted at a rear portion thereof.
WO2012102698A1 (en) * 2011-01-24 2012-08-02 Smith Frick A Apparatus and method for vertical take-off and landing aircraft

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