WO2003076224A2 - Ducted channel wing, high-lift devices and vehicles therefor - Google Patents

Abstract

A channel-wing-ducted propulsor (30) high-lift combination is provided with additional high-lift generating devices (40) and the optional further combination of an ejector nozzle (43) for enhanced thrust which all may be provided with means for varying the lift vector generated by the device and also have variably directed thrust. Various vehicles using the propulsor are described as are method and means for using and controlling them.

Description

DUCTED CHANNEL WING, HIGH-LIFT DEVICES AND VEHICLES THEREFOR

This application claims the benefits of prior filed application Serial Nos. 60/360,573 and 60/360,631 - both filed 03/04/2002.

Field of the Invention The instant invention relates to propulsor close-coupled to wing, high-lift synergistic combination devises and more particularly to means for reducing structurally fatal vibration thereof and providing for additional high-lift devices for varying transports.

Background of the Invention Inventor Custer developed a utility invention regarding placing a propeller inside a half rounded wing that half-encircled the tip path of the propeller as it spun around its hub. He even built a working airplane that proved the concept. Calling it a "channelwing", his invention's purpose was to use the propeller discharge to increase lift over the wing by marrying the high-speed propeller efflux to the airfoil. This setup gave far higher lift to the half-encircling wing than to any wing section remaining in the ambient atmosphere. Since the airfoil did not completely encircle the prop, the enhanced lift generated by the channel- shaped wing was not canceled by any structure above it.

Unfortunately in practice as the propeller both entered and exited the channel-shaped area enclosed by the channelized wing, the difference in pressure between the ambient environment and the environment created by the channel itself set up ruinous vibrations both in the wing structure and in the engine structure that was used to power the prop; as well as in the prop structure itself.

Custer also taught placing a turbojet to exhaust over the top of a channelized wing with its exhaust exiting directly over the channel. Unfortunately, turbojets are inefficient and find little use in today's world. Fully enclosed propellers, or ducted fans, are used in air and water vehicles, subs, hovercraft, airboats and all vehicles that can use a propeller or rotating machinery for propulsion. The duct or full enclosure provides safety, thrust enhancement, airflow control and is mated to the needs of the vehicle design. Unfortunately, a ducted prop provides no increase in the lift properties of any design.

Ejector nozzles have been placed on the rear of jet engines to entrain ambient air into the fast moving exhaust stream for the purpose of increasing the air mass moved rearward and thereby increasing the forward thrust produced by the engine. (Cf. "SR 71") Ejector nozzles do not increase lift.

Contrary to the prior art, the instant invention teaches the synergistic combination of lift-enhancing structures mated to preferably ducted propulsors, which can also enhance the thrust produced by the efflux and be useful for any number of differing vehicles. It is an object of the instant invention to provide maximum lift to vehicles.

It is an object of the instant invention to provide a ducted channelwing.

It is an object of the instant invention to provide a structurally-safe propulsor which simultaneously provides lift in a synergistic combination.

It is an object of the instant invention to vary the direction of the increased lift and thrust therefrom.

It is an object of the instant invention to combine the ducted channelwing with an ejector nozzle when advantageous and as desired.

It is an object of the instant invention to provide high-lift to a number of different propulsion machines. It is an object of the instant invention to provide enhanced lift to help move machines in different directions.

It is an object of the instant invention to provide for synergistic combinations of ducted channelwings with other lift-producing devices.

Brief Description of the Drawing 03 06496

None of the several Figures of the drawing of the instant invention, ducted channelwing high lift device and its attendant vehicles and infrastructure is shown to any type of scale. All Figures are strictly schematic in nature, very highly stylized and depict the novel, synergistic combination of already-known individual parts. They not only show embodiments, they and this teaching can be used to infer non-shown embodiments. Like numerals denote like parts.

Fig. 1 is a side elevation of the instant invention ducted channelwing.

Fig. 2 is a front view of the instant invention.

Fig. 3 is a side elevation of the device of Fig. 1 having additional increased lift structure in working position.

Fig. 4 is a side elevation of the device of Fig. 3 with different placement of the additional lift structure of Figure 3.

Fig. 5 shows the device of Fig. 4 with resting additional lift structure.

Fig. 6 shows the device of Fig. 1 having additional lift, thrust and control structures.

Fig. 7 is a side elevation of the device of Fig. 6 with differing thrust enhancement.

Fig. 8 is a side elevation of the instant device used in concert with a turbofan jet engine. Fig. 9 is a side elevation of a vehicle using the instant invention.

Fig. 10 is a front elevation of a vehicle using the instant invention.

Fig. 11 is a cutaway of a safety shaft structure.

Fig. 12 is a side elevation of the safety shaft structure of Fig. 11 having safety gears attached thereto. Fig. 13 is a top elevation of a safety gear junction.

Fig. 14 is a top elevation of a vehicle using multiple instant devices.

Fig. 15 is a side elevation of the device of Fig. 1 with lift vector changed in direction.

Fig. 16 is side elevation of the device of Fig. 1 with the lift vector aimed upside-down. Fig. 17 is a detail of the variable-camber pivot of the device of Fig. 16.

Fig. 18 is a top elevation of a vehicle fitted with jet engine and multiple instant devices.

Fig. 19 is a front elevation of a boat fitted with the instant device and also a hydrofoil lifting structure.

Fig. 20 is a front elevation of a ground effect machine using the instant invention.

Fig. 21 is a detail of the instant invention as used in Fig. 20 with added guiding wall structure. Fig. 22 is a plan view of the instant invention propelling a vehicle over a set of electric-power wires.

Fig. 23 is a detail view of the electrical pickup used in Fig. 22.

Fig. 24 is a detail view of a version of a wire supporting tower.

Fig. 25 is a plan view of an electrical pickup riding upon a tower. Fig. 26 is a side view of the electrical pickup of Fig. 25.

Fig. 27 is a side view of a vehicle using the instant multiplane lift devices and trailing an electrical pickup tether.

Fig. 28 is a side view of the vehicle of Fig. 27 having two sets of the instant multiplane-type lift devices. Fig. 29 is a plan view of another design for a tower.

Fig. 30 is a plan view of a tower supporting a vehicle as well as electrical wires.

Fig. 31 is a plan view showing towers and a vehicle over water.

Fig. 32 is a plan view of a vehicle riding inside a guideway and using a hydrofoil lift-generating device.

Fig. 33 is a plan view of a vehicle using the instant invention and property air rights.

Fig. 34 is a side view of the instant invention having instant additional lifting structure in multiplane configuration. Fig. 35 is a front view of a vehicle using the multiplane invention of Fig. 34.

Fig. 36 is a side view of the vehicle of Fig. 35. Fig. 37 is a side view of the instant invention used in a hovercraft mode. Fig. 38 is a front view of a carrier structure.

Fig. 39 is a side view of the carrier structure of Fig. 38.

Description of the Preferred Embodiment In Fig. 1 we see the instant ducted channelwing 30 comprising propeller 39 which is situated inside duct 31 and channel 36 formed by the airfoil section 33 which curves around propeller 39 such that its top wing surface 34 forms a channel 36 which half-encloses propeller 39. One can also see that duct 31 covers just the depth of the propeller 39. This is as any typical aviation-based propulsor "duct". It does not extend rearward here to cover the airfoil section 33. It is, in fact, nearly a band 31. Having the duct 31 is preferable to bare propulsor machinery because it provides safety for the propulsor tips as well as for people walking around outside a working propulsor.

If a duct is fluid-dynamically designed to increase the thrust generated by the propulsor, then the instant lifting airfoil channel wing 36 section 33 is preferably downstream and outboard of the full-size duct 31. This configuration allows for retrofitting of existing propulsors to the instant lifting propulsor 30 ducted channelwing design.

As can be seen by Figs. 1 and 2, the "duct" 31 - which fully encloses propeller 39 and is here one of small length in comparison to the airfoil section 33 - protects propulsor 39 through its full circle of arc while the channel 36 produces the actual lift of the device 30. In fact [see Fig. 34], airfoil section 33 - full channel 36 may be "separately" attached to the rear of full, standard duct 31 so long as it remains within the propulsor efflux. An airfoil section (straight or channeled) "separately" attached to the front of duct 31 is shown in Fig. 6 as element No. 45. A triplane separate attachment is shown in Fig. 34 as airfoil elements 33-1, 33-2, and 33-3.

In a separate airfoil attachment, duct 31 may not even be needed. An extant experimental engine called an "unducted fan" (cf. Figs. 27, 28) could use the instant teachings by using airfoil elements 33 as separate attachments. They would in fact not enclose the propulsor tips. Thus by virtue of being unenclosed by a partial channelized wing, they would find structural safety as the rotating machinery spun in front of them. That machinery would not be subject to any ambient air pressure differentials created by a channel 36. The airfoils 33 of this paragraph would be close-coupled to the propulsor efflux as any "separably attached" airfoil 33 is here defined. This would be a subset of the instant invention.

Duct 31 length is not set nor "standard" and is anything here capable of covering the prop 39 tips for the purpose of preventing multi-environment- caused flutter, vibration or the like.

Duct 31, by fully enclosing propeller 39, prevents the structure-destroying vibrations produced by the channelwing as it was originally designed by Custer. Ducting propulsors is a tried and true structural technique. The original channelwing, by virtue of having already been placed upon a prototype aircraft by Custer himself, has been shown to work very well in producing enhanced lift in actual practice save for the ruinous vibrations it also produced. The synergistic combination of the two separate structures herein disclosed has not appeared in the prior art, nor has it been objectively suggested therein at any known time. Fig. 2 is a front view of the ducted channelwing 30 of Fig. 1. In Fig. 1, the airflow would be from "right" to "left" or from the duct to the distal end of the channel. High-speed air leaving the duct would, by Bernoulli's Principle, create a much higher lift vector passing over the channelwing than would ambient air passing around a straight wing. [Or even ambient air going by the channel.] 03 06496

Fig. 3 shows the addition of high-lift devices used in conjunction and synergistic combination with the invention 30. Here a flap system 40, such as the nearly ubiquitously used Triple-Slotted Fowler Flaps, is placed at the trailing edge of the channelized airfoil 33. Fowler Flaps and flaps 40 in general are well- known lift-increasing devices in the aviation community. In the instant instance the flaps 40 would preferably also be channelized. Keeping the flaps 40 following the contours of the channel is most useful for increasing lift in concert with and beyond that produced by the channel itself.

In the nonstop around-the-world aircraft called "Voyager," its canard airfoil section was designed with a 132:1 Lift-to-Drag ratio! So it is seen that lift can be maximized in standard fashion by proper design of airfoil section 33.

In Fig. 3 and henceforth, the full channel 36 is removed and for the sake of clarity is represented solely by the cross-section of the airfoil 33. Also for purposes of clarity, the engine, driveshaft, pitch mechanism and what else may be needed or used to turn propeller- enabled propulsor or jet- enabled propulsor or rocket- enabled propulsor, etc., etc. 39 is left off the drawing. Such things are old and are well-known requirements of the state of the art.

Since straight flaps are easier and cheaper to make and are well-known in the art, Fig. 4 shows straight flaps 40 placed into the discharge airstream, efflux or that also known as "propwash", over the channelwing surface 34 and behind the duct 31. The straight flaps 40 are shown in working position increasing the overall lift produced by the device 30. In Fig. 5 flaps 40 are in "up" position, creating minimum extra lift by itself. Straight flaps 40 -and multiplanes 33-1-3; Fig. 34- have less working (lifting) surface area than the Custer-inspired curved variety. Channelized flaps and multiplanes are structures helpful in maximizing overall lift produced by the instant device 30. However, straight structures can also be used. This is especially so when cost savings becomes paramount in the process of deciding whether to use straight vs. curved propwash environment wings. That is, wings specifically designed to be most effective in propulsor efflux. Again, simple "propwash" is here defined as the efflux or the discharge airstream coming off the propulsor - howsoever it may be enabled.

Figs. 4 and 5 show the flaps 40 in position at the level of propeller 39 hub 38. This is suggestive of placement and not exhaustive. In fact, all Figures are suggestive of structure and not exhaustive of combinations and modifications. Fig. 6 shows the instant invention 30 fitted with rudder 41, ejector nozzle 43, leading-edge slats 44 and leading channelwing 45. Means of structural support for same are well-known in the art and do not represent novel disclosure here. Cascades are not new and may be placed at the discharge end of duct 31. Same are found in many extant thrust reversers and when used here can

"neutralize" air discharge for the equivalent of a "neutral gear" allowing engine idling without vehicle 50 moving under the power of thrust. Naturally, engine idling power may simply be incapable of moving vehicle 50 due to the vehicle's innate mass inertia. Thrust reversers, as the name implies, may also be used to move any vehicle 50 backwards.

Slats 44 may also be slotted slats as are now found upon jets' wings. Leading edge channelwing 45 having possibly-different cross-section 46 is fitted upon main channelwing 30 leading edge - at the front of duct 31 - to take advantage of the faster airflow created by the action of propulsor 39. Said faster airflow moving over airfoil section 46 of leading channelwing 45 also enhances overall lift of the device 30. Channelwing 36 and 45 cross-sections 33 and 46 respectively would be designed to be most effective in the airflow each experiences. Multiplane wing cross-sections 33-1-3, or 33-X, may also each have differing design. As could any multiplane leading edge sections 46 (not shown). Said differing designs would be optimized for wing placement behind (or in front of) the duct 31 and the possibly-different airstream each experiences in each different location.

Although ejector nozzle 43 is shown as encircling the entire invention 30 in Fig. 6, it can certainly be attached to the upper ends of channel 36 itself while encircling only the top part of duct 31. This attachment is shown in Fig. 7. As both Figs. 6 and 7 show, ejector nozzle 43 airfoil section 49 is close- coupled to duct 31. As the carrying vehicle 50 (Fig. 9) moves through the air the ambient air is entrained between duct 31 and nozzle 43 and speeded up by airfoil 49. Overall, close-coupled duct 31 and nozzle 43 are designed to entrain air from the ambient environment and eject it out the back at a speed higher than that of the ambient air flowing over normal wings or even the outside of duct 31 itself. In this manner, nozzle 43 increases thrust output of device 30.

Note that duct 31 may also be fitted with an outside completely encircling airfoil 37 (Fig. 7) to speed up the airflow exterior of-and-to the duct band itself. At least one rudder 41 can be added in concert with the other devices to vary the direction of thrust to help turn the vehicle in the manner of a standard rudder. At least two rudders 41 can be placed side-by-side in close formation to form a vertical channel used to direct airflow in a concentrated stream. Close- coupled airstream rudders 41 can then be turned by suitable standard, mundane means well known to the art (not shown), to help direct the airflow output. Any twin-tailed jet, twin-rudder boat, or the triple-tailed Constellation has already shown how to move more than one rudder simultaneously. None of those examples are close-coupled rudders. Directed airflow may be used to move the vehicle sideways and in directions not normally attainable by standard airflow control surfaces alone.

"Directed airflow" or "thrust vectoring" may here take embodiment as a "jet" of concentrated air discharged from propulsor 39 entrained between the rudders 41: Close-coupled rudders 41 would then direct that airflow side-to-side as they moved together. Horizontally mounted rudders 41 (not shown) could be used to direct airflow up and down, vector thrust vertically, in suitable fashion similar to that just described for side-to-side movement. Rotating close-coupled rudders 41 is another way to accomplish thrust vectoring. Changing the angle of device 30 discharge air by moving the entire device 30 itself is still another way to direct the exhaust airstream. Directed airflow could be used to help move vehicle 50 in ways not attainable solely by aerodynamic control surfaces alone. Fig. 8 shows how a modern high-bypass fanjet 53 can be fitted with the instant invention 30 wherein the fan's own ducting 31 with addition of channelized wing cross-section 33 forms the ducted channel wing 30. The core exhaust can be fitted with a channel 36, see Fig. 18. The channelized core exhaust is typical of a Custer turbojet setup - and has been shown by Custer. By fitting both the fan section and the core section with channels 36 separated in space and placed around the vehicle 50 center of gravity, a novel structure of cooperating channels 36 is formed. The instant invention can be used to form a Harrier jump jet equivalent [see Fig. 18]. Jet setups can substitute for propeller setups in the instant case, and vice versa as well.

Note that in a multi-engine setup, at least one front engine 59 could exhaust to at least one ducted channelwing 30 ahead of the vehicle 50 center of gravity, CG. While at least one separate rear-mounted engine 59 could exhaust to at least one ducted channelwing 30 behind the vehicle 50 CG. This is another way to give greater design latitude for manufacturing differing vehicles 50. -And the number of engines 59 and devices 30 is as needed per each different design. Fig. 9 shows a very schematized vehicle 50 fitted with an instant invention 30. Passenger compartment 51 is at the front while engine compartment 52 is at the back. Fuel can occupy 53 while area 54 is payload. For a rocket, the fuel would occupy 54 while payload can be in 53. At the top is ducted channelwing 30 shown having flaps 40, ejector nozzle 43 and slats 44 adding lift in concert with it. It is mounted upon vehicle 50 via pivot 55. Pivot 55 can move instant channelwing 30 in either direction up or down which is shown by arrow 56. The means for this can be via known and standard jackscrews and any of a number of extant hydraulic, pneumatic and mechanical methods. Thus can the direction of thrust exiting channelwing 30 be varied for greater control of vehicle 50. Vehicle 50 can be a submarine, aircraft or even a ground vehicle. The ground vehicle can be a hovercraft or one fitted with wheels 85, caterpillar-type tracks (not shown) or other such device. The instant disclosure, hence, also teaches a roadable aircraft, among other machines, using ducted channelwings 30 for both lift and propulsion in simultaneous fashion. Adding the teachings of Fig. 19, this disclosure teaches an amphibian roadable aircraft, etc. For the rocket, the instant device 30 would provide atmospheric propulsion and thus enhanced overall safety, control and rocket fuel savings. For the submarine, the high lift would allow it to be designed as an aircraft instead of as a balloon. This new design parameter would allow submarines to be more maneuverable and faster than the present neutrally buoyant balloon/blimp-emulating designs. (Heavier- than-air aircraft are faster than blimps.) The instant invention can make many varying types of vehicles far more efficient and useful over a far greater design range than as compared to the prior art. Dual-cycle engines 59, such as those Soviet Quebec-class subs used -or any other type- can allow multi-environmental media vehicles 50. These type vehicles 50 can be a great transport boon.

Flap system 40 is also included for higher lift needs. As can be added, leading edge channel wing 45, not shown in this particular Figure, can be used in conjunction with all other lift devices. Addition of other high lift devices and thrust enhancers to the basic invention 30 are at the option of vehicle designers.

Fig. 10 shows a vehicle 50 from the front. This particular vehicle 50 has two ducted channelwings 30 flanking an engine 59. This configuration is not the only one available to designers. As before, shafts, plumbing and other necessary accoutrements to making the propulsion work are not shown here for the sake of clarity. Depending upon size, weight and needs of vehicle 50, engine 59 can be reciprocating, diesel-electric as in locomotives or turbine electric such as made by Capstone Turbine Corp. or shaft or straight turbine such as the PT-6 made by Pratt and Whitney Aircraft Corp or the CFM models by General Electric. These are all suggestive, not exhaustive. Ramjets and even SCRAMJETS or rockets' efflux can also increase lift on a vehicle 50 by using the instant invention. Future propulsion from this disclosure forward need never be without close-coupled lift enhancement to the propulsor. These vehicles can be called " LIFTCRAFT™ ". As to the shafts, in aeronautic applications, esp. VTOL, shafting must have redundancy built right into the vehicle. Redundancy in the past has meant dual 6496

shafts and cross shafts to prevent propulsor failure in the event of one engine out. Or instantly, one shaft out. "Critica 1 i ty- 1 "-type contra-rotating co-axial shafts are still such that each of them would best be nested as per the instant teaching. A shaft can be eliminated by breaking, cracking or via some other structural failure. Towards that end, Fig. 11 shows a redundant nested shaft 60. Like a laminated panel or a laminated wood propeller, yet not necessarily cemented together, nested shaft 60 comprises at least one encircling tubular shaft 61 that envelops inner shaft 62. They may or may not be in full physical contact. They may or may not be laminated pieces. Shaft 62 is shown as solid with shaft 61 in breakaway cross-section. However, since tubular cross-sections are known to have excellent strength properties, shaft 62 may also be tubular. For that matter, shaft cross-sections may be any shape as desired by a designer. Added strain gages (not shown) can tell an operator or mechanic whether or not inner shaft 62 has failed. So may periodic inspections and testing. Each shaft 61 or 62, etc. could be designed to carry the entire load. Thus, should one shaft fail, the other will maintain flight integrity until the whole machine can be landed.

Fig. 12 shows nested shaft 60 ending in nested gears 66. Inner shaft 62 ends in separate inner gear 67 while outer shaft 61 ends in separate outer gear 68. It is certainly possible to have shaft 60 end in a single, non-redundant, standard gear. But the instant invention enhances safety.

The nesting of both shafts and gears provides maximum redundancy using the minimum of space, materials, and weight. As stated, should one shaft or gear break, the adjoining one will still work due to the natural cleft between them, and will allow the vehicle 50 a chance to land before any other one breaks. It is a type of crack-stopping design. It, however, can use standard, non-exotic materials.

In similar fashion, a redundant universal joint and/or flexible shafts (not shown) may be manufactured after the manner here described. Further, any connection- and power delivering- device may similarly be constructed for redundancy as taught herein. Fig. 13 shows a redundant shaft 60 and gears 66 as a power shaft meeting redundant driven shafts and gears 63, 64, 65. Taking the power and splitting it among the three driven shafts where each driven shaft turns a propeller 39 may produce a VTOL propeller driven vehicle 50. -See Fig. 14. Using the same frame of reference as Fig. 1, Fig 15 shows the device 30 of Fig. 1 turned through 90-degrees such that the channel 36 faces the viewer. Likewise, Fig. 16 shows that same device 30 turned upside down such that the channel's top wing surface 34 is now facing the "ground." The mechanism for turning the entire device 30 is already well known to the prior art as that which moves the exhaust nozzles directing air from the Pegasus engine in the Harrier Jump Jet; the AV 8-B in U. S. military designation.

By rotating the lift vector as shown in Figs. 1, 15, 16, the vehicle 50 can be made to do highly-flight-path-alterable maneuvers not possible with straight wings alone. It may also make standard, straight wings unnecessary in some applications.

In addition, rotating the lift vector may find use in counteracting against engine 59 torque. Thus may such structure and operations have far-reaching and synergistic results to any vehicle 50 made after the teachings disclosed herein. Counteracting engine torque can be accomplished by a simple extension of airfoil 33 further up the side of duct 31 than is shown. The increased lift off to one side performs the torque-nulling operation. The extra "channel" 36 fragment can be placed anywhere along a duct 31 that will perform the job. It does not necessarily have to be structurally connected to the lifting propulsor channelwing 36 itself. A variable-camber airfoil 33 can be computer-controlled to continuously null out differing amounts of torque.

Furthermore, adding a variable camber to the wing section 33 can vary the lift itself produced by the overall lifting propulsor 36. There are many ways to do so. Fig. 16 shows a pivot 70 around which the distal end of the top wing surface 34 may move so to change the camber of the channelwing 30. Fig. 17 6496

shows top wing surface 34 rotated about pivot 70 in a detail of the distal end of the wing section 33 of device 30.

Even though no accompanying standard straight or swept wing section for vehicle 50 is shown, save for Fig. 33, the preferred embodiment does not preclude same. Straight or swept wings are far too well known in the art to waste drawing space on them. Said wings could be attached to the channelwing 30 in either high, low or typical Custer-taught midpoint positions. Wings could also be attached to other parts of vehicle 50 whether or not they are attached to instant device 30. Instant invention 30 can very well work alone without a standard wing attached to it.

Furthermore, the preferred embodiment does not preclude any combination of ducted channelwing 30 and any or all of the above structure as desired for any particular vehicle 50 design for land, air and/or water ~ and/or an amphibious or triple-medium-capable LIFTCRAFT.™ Add submarine capability and one has a potential four-fold capability vehicle 50. The Figures following show some further possible configurations for vehicle 50. The several Figures of the drawing do NOT exhaust nor preclude other vehicle 50 configurations as may be desired, designed or promulgated in the future by those skilled in the art. In the various types of potential vehicles 50, propulsors 39 could in fact be fluid-dynamic propulsors capable of operating in and through more than one environmental medium.

Fig. 18 shows device 30 in a jet engine 59 - Harrier-type configuration. It is placed into a vehicle 50 with channelwings 36 placed at the end of engine ducting 75. This handles the fan exhaust of the engine and allows high lift forward of the vehicle 50 center of gravity. Channelwing 36 placed at the end of engine ducting 76 handles the exhaust from the engine core. This provides lift for that part of vehicle 50 aft of the center of gravity of the vehicle 50.

Note that core section or other turbine-type engine exhaust nozzles can have individually movable nozzle pieces at their extreme ends. These pieces or "tail feathers" as they are also colloquially known in the military, help to direct T U 03/06496

the airflow of the exhaust stream by moving the thrust vector off from straight rearward and are also used to aerodynamically optimize the exhaust gasses. Cambering or variably cambering the lower tail feathers in accordance with the teachings of this disclosure may generate quite significant additional lift at the extreme aft end of a vehicle using only an otherwise-standard jet engine. Rocket nozzles could be similarly designed.

The entire rear nozzle can also be made rotatable to effect rotating the lift vector of the channel-wing "tail feather" pieces in any direction required by flight and/or desired by the pilot. The Harrier Jump Jet has already shown means for rotating nozzle structures. Similar type rotation-effecting structure can very well be used here to rotate the "tail feather" channel wing sections. Proper design of a "tail feather" ducted channelwing 30 can even eliminate the need for horizontal stabilizers if not the entire drag-producing aerodynamic tail section.

Rotating the lift vector may also do away with the need for aerodynamic control surfaces. If the lift produced by invention 30 is high enough for the vehicle 50, then it is possible for vehicle 50 to fly in a fully controlled manner via use of the thrust and lift vectoring alone! Thus, it may be made flyable in a controlled manner without use of wings and their accoutrements - and weight ~ and drag ~ and aerodynamic complications ~ etceteras. The Joint Strike Fighter has shown how to vary the thrust vector to effect

VTOL properties upon a supersonic cruise airplane. Because of the teachings herein, the Joint Strike Fighter and others like it need not bend the rear nozzle through a full 90 degrees. Regular or tail feather channel wings placed at the end of the engine exhaust duct will provide a significant amount of lift. Due to this lift and even using flaps 40, the thrust vector need not be mechanically bent nearly as much as does the present aft structure of the Joint Strike Fighter. This is more efficient and will probably weigh less. Variable camber on tail feather channel wings can vary lift produced in differing flight regimes. Flaps 40 may here be normally out of the jet exhaust and then may be mechanically brought into it when needed for even more lifting; or simply placed in Fig. 3 fashion. At least one channel wing 36 may be placed behind the exhaust duct 75, 76 and then the tail feathers, standard or as modified per this disclosure, placed after it or them. Modified tail feathers mounted as described can then give back- to-back serial lifting devices, those placed in series, for even greater lift generation at the rear of any suitable Liftcraft™ vehicle 50.

Serial airfoil cross sections 33 of the ultra-high lift type (i.e.: 132:1 L/D ratio, etc.) can be used to great advantage here as well.

Note also that otherwise-standard wing vortex generators can be placed upon the lift-generating apparatus of the instant invention as well. Same can be made retractable using a simple lever device after the manner of say a Navy tailhook. It is now known that insect wings produce a vortex on the downstroke and no vortex on the upstroke. This intermittent vortex generation allows the insect to produce ultra-high lift (insect bodies are "too fat" to fly otherwise). That the vortex disappears on the upstroke is necessary to allow the insect to stay in the air.

Airplane wings (as well as the insects') will crash if they produce a continuous vortex. This is even though the vortex produces a high vacuum above its wings when the vortex exists. The purpose of wings is to maintain a continuous or rather-continuous or laminar-type airflow across them so to maintain continuous lift. A large enough vortex will break up the continuous flow of air. It will turn laminar flow into turbulent flow. Turbulent flow can destroy lift.

Therefore, this disclosure for instant invention teaches the intermittent introduction of wing vortex generators to the airstream and/or propulsor efflux in order to allow otherwise-standard and/or channel wings to produce ultra-high- lift, yet not crash the vehicle. The frequency of intermittent vortex generator introduction to the airstream and their positioning on the wings should be a function of the wing design, wing loading and its basic lifting characteristics. The frequency of vortex generator introduction above the boundary layer and their multiple or single positioning on the wing, would be an aerodynamic design consideration. Its optimization solution is not for this structure disclosure. Propwash/propulsor efflux staggerwings (not shown, but per the Beech aircraft) can also be used in the instant invention. They, as any normal straight or swept wings, may also use the instant teaching of intermittent vortex generation to produce higher lift.

Another method of varying the thrust vector is to enable nested flat plates (not shown as sheet metal type plates are not new) to direct the exhaust stream airflow downward. This can be done as does and/or in concert with the Fowler Flaps 40 taught herein. Said nested plates, whether straight or curved, would operate in exactly the same manner with substantially the same machinery as do the Fowler Flaps. Flat plates, however, would not necessarily generate lift. Flat plates coming down in concert with the Fowler Flaps could be used to form a type of duct. Both of them close-coupled together could direct the exhaust downward. Because of the lift generated by channelized airfoil section 33 and without necessarily bending down the entire exhaust duct to 90 degrees, the instant novel setup may more easily effectuate vertical lift. Lesser bending decreases costs and structural problems involved in design of VTOL aircraft. Efficiency also increases resulting in the need for lesser peak engine power generation to accomplish the task.

With the retracting flat plate configuration, the extended flat panels may then be partially lifted to impart initial forward speed from hover; then all up. With the design of "two-dimensional" nozzles (square-shaped ones), the addition of flaps, channel-type wings and the teachings herein become easier to translate into cut metal. Two-dimensional ducted channelwings 30 with all their potential accoutrements could be cheaper to make than fully circular ones.

Fig. 19 is a front view of a V-twin-hull boat where at least one hydrofoil- lifting device 89 is placed within the V of the hull and connected to the dual hulls. In this configuration, the instant device 30 works in synergistic concert with the hydrofoil 89 to lift the boat vehicle 50 out of the water, decrease drag and even sonar signature, increase gas mileage and speed. The vehicle 50 could also be a catamaran or trimaran as well other designs; such as a SWATH and the multi-hulled like. Or a swamp-capable airboat could use this power-lift configuration. Device 30 could be located in or out of the water. Using it can produce a practical seaplane. Hydrofoil 89 would not require the seaplane to have a "step." Engine 59 placed above water in horizontal sections of boat 50 would minimize sonar-detectable sounds to produce a "stealthier" boat 50.

Hydrofoil 89 inventive equivalent could be used alone without device 30 being placed upon a vehicle 50. No seaplane may be possible here without standard wings. Having no full device 30 probably means having no amphibious roadable seaplane as regular wings, historically, make that impractical. An amphibian vehicle 50 could be designed with wheels 85 (see Fig. 9) placed inside the multiple hulls. Here hydrofoil 89 could enclose the wheel axles. Hydrofoil 89 could also be retractable to clear obstacles when needed. The retraction could in fact be a simple raising to a higher level above the keels. Or it could telescope within one or both hulls. Or it could be attached between a side hull and the bottom of a horizontal section of the boat 50 hull (none shown).

Fig. 20 is a front view of a hovercraft 50 in a guideway 77. Hovercraft skirt 83 helps support the vehicle 50 while devices 30 work to minimize the supporting air pressure power required within skirt 83 while simultaneously generating enough thrust to move the hovercraft 50 along its route.

In hovercraft mode, vehicle 50 can move as an essentially "frictionless" ground vehicle. The vehicle can be train, trolley, busses, autos, trucks and whatever is needed for every particular application. It could even be an individual backpack! -Or at least one mounted upon a stand.

Using device 30 as mounted upon a stand could make the long-sought personal VTOL a practical device that now becomes easy to make and use. Or even a flying motorcycle. The uses for the instant invention are unlimited. Ducted channelwings 30 are placed above the guideway 77. Skids 78 can be directly attached to the underside of devices 30. Or as shown, skids 78 can be attached to ground effect lift-generating wings 80. Alternatively, skids 78 may instead be supporting-wheels-78 which make vehicle 50 easier to move at startup. The vehicle 50 may sit upon the devices 30 until the skirt 83 lifts the vehicle 50 off the guideway or it gets lift under a combination of skirt 83 and channelwings 30. Or forward movement can also generate lift over the wing surfaces 80 and 79. In taking a cue from the Russian Ekranoplan, gas exiting from the devices 30 can be made to do even more lifting by being blown under stubby wings 79. This then becomes a very high lift ground effect machine 50. Stubby wings 79, in a trolley car for example, can be used as a stairstep to allow passengers access to the car 50 from street level. By using the very same mechanism as is now found on city busses, wings 79 can also be made wheelchair accessible by translating up and down from street level to car level and finally into enroute operational position.

As shown in Fig. 20, vertical wing 81 may be placed at the ends of wing 79 (and/or 80) to keep blown airflow under vehicle 50. This will add to the lift vehicle 50 experiences. It will prevent pedestrians from being blown away by the air discharge from a street trolley 50. It will prevent wasted air discharge. This type of vehicle can be an excellent type of high-speed rail machine with the guideway 77 standing in for steel rails. Guideway 77 can be far cheaper to build than a standard, or especially high-speed, railroad rail track bed.

Note also that in Fig. 20, device 30 gas output can be partially bled off to fill skirt 83. This would be done in the same manner as the typical top-fed blower design found in extant hovercrafts. Naturally however, the instant skirt design would be side-fed. With all the extra lift the instant invention generates, the amount of air needed to fill skirt 83 need not be as much as a normal straight hovercraft requires to lift the vehicle 50. Its skirt would not drag along the guideway as much. This setup can go a long way to reducing maintenance of any hovercraft skirt; or even wheels and/or tires. 6496

Note that skids 78 may run the entire length of the vehicle 50 and be used for the sole purpose of spreading the weight of vehicle 50 out over a large surface area of guideway 77 so that the guideway 77 need not be built to support point loads. Point loads would be produced by wheels 85 (Fig. 9) which, as stated above, can be used to start vehicle 50 rolling or moving forward while the aerodynamic lifting surfaces 79 and 80 with or without use of hovercraft skirt 83 build up force to take the whole vehicle and its weight off the guideway 77. Hence the guideway 77 may be built as cheaply as possible.

With the instant redundant structural teachings and multiple engines, the instant invention 30 can be made to run at all times even if one engine goes out. Thus, with the continuously-provided lift of working devices 30, any point loads would be continuously minimized throughout the vehicle 50's route.

With any of the above, vehicle 50 could break down or stop between stations and not subject guideway 77 to point forces it was not designed to take. At stations, guideway 77 would of course be fully designed to handle point wheel loads. There can be as many skids 78 as necessary to protect guideway 77 enroute. Restarting from an enroute stop can be done by bleeding more than normal air from devices 30 to fill skirt 83 and lift the whole of vehicle 50 off the guideway 77 before forward motion is established. [This can also be "standard" procedure.] It will just take longer to get up to speed than if only a minimum needed amount of air is bled from devices 30 to support skirt 83. Maximizing rearward airflow would maximize forward motion. Naturally, a plurality of wheels 85 can be used to spread out vehicle 50's weight over guideway track 77. The ducting required to bleed air from devices 30 to the skirt 83 could also be designed to itself sport a wing section 33 on its own upper surface to maintain lift or even add to the overall lift. See Fig. 37. This wing could find use as a biplane-type wing section placed into the propeller 39 discharge airflow. The duct could be made movable, as via a scissors-type jacking mechanism, in an in- and-out fashion to selectively take a larger portion of device 30 propwash as may be needed to fill skirt 83 to the point necessary for the needed operation. 03 06496

Wheels 85 can be retractable (not shown, but well-known) to clear skids 78 so that the skids 78 can do their jobs. Wheels 85 could thus retract enroute. For a street trolley, retractable wheels 85 can be used as brakes to assure the stopping of vehicle 50 when necessary. They could also be used as extra safety steering devices in a light rail equivalent application. The hovercraft design eliminates the added weight and complexity of supporting wheels, axles, frames and whatever is needed in conjunction with rolling designs. Weight on the street is much lessened and will not interfere with nor destroy macadam, concrete or any street materials. It also allows for higher speeds to be reached faster. This description is not limited to just the individual vehicles 50 mentioned herein.

Hovercraft trolley 50 could be designed without using device 30. Skirt 83 would then require more power to operate than when using the synergistic device 30. Device 30 would minimize lifting power requirements of the skirt 83. Further, forward motion of vehicle 50 would also require more engine 59 power than by using the synergistic device 30. Device 30 provides both forward motion and lifting power from one source. Its efficacy is extremely hard to beat. Fig. 21 shows the hovercraft 50 of Fig. 20 in a guideway 77 having integral noise-attenuating walls 93. Ducted channelwing 30 is shown from its own front sitting upon pivot 90. In this configuration, device 30 is pivotable in the horizontal plane. Thus the thrust vector can be slewed in a side-to-side, lateral fashion. This can effect steering. It can be actuated via jackscrews, etc. Other vehicle 50 configurations are not excluded from using this structure. The noise-attenuating walls 93 can be used by ground effect lift generating wings 80 as they provide more surface area upon which to generate even more lift. Purely vertical walls 96 can be used to aerodynamically keep vehicle 50 within guideway 77 via ground effect wings 80. Hence, the vehicle 50 would remain within guideway 77 using dynamic stability. Here wings 80 could be extended out vertically to follow the contours of walls 93 and 96. Walls 96 could be used in place of the sloping walls 93. Walls 93 could be used alone and still produce dynamic stability. Wall lip 99 could be used to keep vehicle 80 within guideway 77. It could be matched by wing tip lip 86. Thus, ground effect aerodynamic forces could alone provide dynamically stable guidance for keeping vehicle 50 within the confines of guideway 77. Wing tip bumper wheels 85 could also be used to prevent vehicle 50 from leaving the guideway 77 by bumping wall lip 99. Ground effect guiding forces could add to the vehicle's innate lifting abilities.

Obviously and clearly, the act of slewing devices 30 could be used along with rudders 41 to steer vehicle 50 down the guideway 77. However, there is nothing preventing dynamic stability to be used either in its stead or as an adjunct to manual steering. This gives full directional stability in a simple, low- cost guidance arrangement. (Wheels 85, besides being placed on the tips of wings 80, naturally can be made useful in normal steering as well.)

A universal pivot 90 allowing movement of device 30 in all directions, up, down, and side-to-side, could be useful in any vehicle 50.

With the plurality of computers and microchip processors aboard all manner of vehicles today, many of them controlling vehicle engine functions, a typical one of such computers (i.e.: 190, Fig. 32) and/or microprocessors can be used to control engine 59 speed and consequently the vehicle 50 speed. They could act like mechanical governors.

A computer system can be designed to sample guideway traffic speeds and then direct all engine 59 governors to maintain the same individual vehicle speed throughout the length of guideway 77. Such a computer system could be made to manage travel flow within guideway 77. It could receive inputs from sensors imbedded into, say, the walls 93 and/or 96 that told it what speed vehicles 50 were going within the guideway 77. There would be instantaneous variables involving entering and exiting, i.e.: speeding up and slowing down, vehicles 50. The computer system would have to input those variables, define a set of stored performance parameters for each vehicle 50 so to maintain safe distance between them and also not slow down the prime vehicle ~ which probably would be the train. Thus a properly designed system would be able to manage traffic flow throughout the length of guideway 77.

The computer system would receive the sensor inputs via wiring or wireless methods and would process them to find actual vehicle 50 speeds. The processing would then measure those actual speeds as against the stored vehicle 50 performance parameters ~ like how fast each type of vehicle 50 made after the manner of the instant invention can accelerate, decelerate and the like. After processing these vehicle speeds, the system would then use the sensors to transmit speed demands for the governors of each vehicle 50. Thus, it could manage the entire traffic flow down the length of the guideway 77.

Computers and processing, meaning calculating speed differences and differentials required to match vehicular speeds, needs only fairly standard chip processors and the skilled programmer's art to embody.

Also, upon entering guideway 77, each vehicle 50 may be identified so to be charged a toll for use of guideway 77. Florida's Turnpike uses a radio- frequency reporting vehicle sensor technology it brands as "Sun Pass" to identify cars and automatically extract tolls without slowing down the cars. This same technology is also being used by oil companies to automatically charge for gasoline at the pumps. It can also be used to make the instant very high speed guideway 77 a limited access pathway where only vehicles 50 made after the instant invention, or vehicles of one type or design may travel. Sensors can detect the passing of vehicles from the increase in noise or magnetic levels as the vehicles pass the sensors. This sound, magnetic or other level increase can then be transformed into a radio frequency blip and transmitted to the controlling computer via radio. Placing two sensors together and measuring the time differential between them as the vehicle(s) pass gives an electronic measure of their speed. This method can then produce a clear and controllable output or "picture" of the activity on the guideway or roadway. This output can then be used to keep vehicles apart and safe as they move at high speed along the path. The simple dynamic stability guidance of the guideway 77 and ground effect wings 80 acting thereupon, allows vehicle 50 to travel down the guideway at very high speeds safely. Thus, a high speed guideway could allow small, private vehicles to safely enter between oncoming high speed traffic such as large trains and the like. High speed would here be in excess of 100 mi. / hour.

By having the same type of vehicle 50 in one guideway, safety, high speed and dynamic control can all be preserved.

Speed of each vehicle can be monitored by radar, lidar and any suitable means. Each vehicle could then be equipped with an engine governor. The governor could be mechanical or computer-enabled.

In the instant invention, however, the engine governor could be electronically, optically or suitably slaved to like signals sent by speed detectors made integral with the guideway 77 and integrated into a system computer. The incoming signals would be suitably converted, as in a typical remote control vehicle 50 control system, to control the governor speed.

Here, instead of slowing down the vehicles 50, the governors would be directed to come up to speed quickly upon entry into the guideway 77 and to maintain very high speed as well as safe spacing between vehicles 50 ~ and so the system could automatically prevent accidents. Traffic positions may be generated via noise detectors embedded within guideway 77 and transmitted in suitable fashion to a central computer 190.

By the above method, guideway 77 can be made to monitor the progress of both high speed trains and high speed private vehicles 50 at the same time. Thus even private vehicles 50 can be monitored all the way to their exit destinations. Mixed high speed traffic can safely traverse guideway 77.

Fig. 22 shows a vehicle 50 flying above electrical power lines 99 having pickup 100 sliding along electric power feed wires 103. Here device 30 is electric motor 59 powered. Vehicle 50 can be independently-owned and private or can be bus and train-like or public transportation. Wires 103 are shown supported upon pylons or towers 105. Optionally, they can be made part of guideway 77 with pickup 100 on a very short leash 106 or directly connected to vehicle 50. Guideway 77 could find useful space under the lines 99.

In the Figure 22 configuration, infrastructure can be minimized as all that is needed is already-existing power lines and a special addition to their tops. The weight of vehicle 50 will not impact the power lines 99. A breakdown could find the vehicle 50 falling off to the sides of lines 99 as would station stops.

Fig. 23 is a close-up view of towers 105 supporting insulator 109 and feed wires 103. In this close-up, pickup 100 is shown as having two conductors 115. Insulator 120 separating the two conductors 115 is connected to the tow line 106. Clearly, should conductors 115 be directly attached to vehicle 50 on opposite sides of it, insulator 120 would actually be replaced by vehicle 50 itself, (cf. Figs. 30+) This pickup 100 design is not the only design available nor the only design possible - such as one that wraps around wires 103 to hold on, etc. The two conductors 115 form the opposite sides of an electrical circuit that powers the electric motor 59 for driving device 30. In this configuration, vehicle 50 is a reverse trolley - the lift-generating vehicle itself being above the wires instead of below them. It is a "catenary lifter."

Fig. 24 shows a tower 105 with a single upright being held in place by guy wires 129. At the top are wires 103 and insulators 109. Insulators 109 also have posts 123 that support bumpers 126. Bumpers 126 prevent conductors 115 from contacting supports 105. Contact could short out the system.

Fig. 25 shows towers 105 from between them. Conductors 115 are contacting wires 103 that are each supported by insulator 109. Conductors 115 are held in place on top of wires 103 under leash 106. Insulators 109 support wires 103 and prevent the electrical current carried by wires 103 from shorting out to ground through towers 105. Insulator 120 supports both conductors 115 and itself is held by tether 106 to vehicle 50.

Fig. 26 is a side view of the pickup 100 of Fig. 25. Here it is seen that conductors 115 can in fact be aerodynamically-shaped with the wing section mounted "upside-down". This exemplary mounting allows conductors 115 to be held by aerodynamic forces down upon wires 103. The purpose of this is to assure electrical contact as vehicle 50 moves along the route.

Insulator 120 is seen to reach well below conductors 115 and is the part designed to be able to make accidental contact with towers 105 or bumpers 126. It can even impact wires 103 without causing shorts.

Fig. 27 shows a side view of vehicle 50 with device 30 represented here solely by propulsor 39. Device 39 can be a bare prop, "unducted fan" or the like. A flap system 40 is behind vehicle 50. Multiplanes 33-1,2 are in device 39 propwash. Fig. 28 shows the (electric) vehicle 50 with front and rear props 39. Propulsors 39 are mounted in the figure as if they were used alone and being required to generate lift but no forward motion. Forward motion can be applied by turning props 39 vertically as prototyped elsewhere - such as the military Osprey. Instant novel efflux-environment multiplanes 33-X [X indicating the maximum number of optional wing sections 33 for an application, i.e. from 1 to X] can help increase lift as taught herein without causing unwanted vibrations, but use of full device 30 here is still more efficient and more structurally safe, and far more safe to people in the exterior environment.

Fig. 29 is another mounting method for insulators 109 and wires 103. Pickup 100 is shown between them in working position. Fig. 30 shows electric hovercraft 50 operating within guideway 77. The guideway 77 is mounted atop posts 105 having guy wires 129. It has vertical walls 96 to maintain vehicle 50 within guideway 77. Conductors 115 take electricity from wires 103 which run the length of guideway 77. Due to walls 96, insulators 109 need have no bumpers 126. Fig. 31 shows towers 105 erected in water, canals or swamp while hovercraft 50 continues travel onward without necessity of guideway 77. Electric hovercraft 50 being capable of travel over any surface, this configuration can remove it from ground traffic while eliminating the need for expensive bridges or other infrastructure. On-board diesel- to micro-turbine- electric powered hovercraft 50 can then eliminate wires 103 and insulators 109 thus eliminating further infrastructure such as posts 105.

Fig. 32 shows hovercraft 50 in guideway 77 where water channel 130 has been placed therein at bottom. Hovercraft 50 has conductors 115 but is also fitted with diesel-electric motor 59 and battery 133. Tether 106 here ends in hydrofoil 89 which, because of water's far higher density than air (some 800 times), provides extremely large lift to hovercraft 50. This is another method to maximize the lift and minimize the bleed air requirements from instant propulsion device 30 so to fill skirt 83. Guideway 77 can carry infrastructure such as aqueduct 130 and wires 103.

Note that hovercraft 50 could operate above water, canals or swamps utilizing the hydrofoil lifting means 89. This hydrofoil 89 could be retractable. The mechanism for so retracting could be the same as that used to retract aircraft wheels 85. Or it could be a lot simpler mechanism wherein the hydrofoil 89 would simply swing up and down as a Navy tailhook does.

Naturally the vehicle 50 of Fig. 32, as in all other vehicles herein disclosed or contemplated, may propel themselves in many differing manners. Not all such manners are here disclosed. And clearly a hovercraft and boat need not operate with the instant device 30 but instead may use the additional synergistically-novel high-lift devices disclosed without it. For instance, props 39 may be bare with their discharge impacting instantly-taught rearward-mounted propwash multiplanes 33-X. But all vehicles and structures that may be applied in any instant context are here covered as equivalents by the instant disclosure. Fig. 33 shows a vehicle 50 made after the manner of the instant invention operating in the air rights over a railroad. Guideway 77 is supported by bridge section 140 which is held up by pylons 105. Wires 103 are moved up to engage electrical conductors 115 via stilts 139 on the left side of Fig. 33. Pylons 105 also support stilts 139. Wires 103 are placed directly atop guideway 77 on the right side of Fig. 33 to show one alternative placement, as are walls 93. Frictionless train 50 has propulsors 30 shown using propellers 39 at its high corners in this version. Props 39 would get operating energy from power generator 59 through suitable shafts, which could be redundant shafts 60. Passengers could enter train 50 through the guideway 77 at stations or could have other direct access to train 50 in stations. Standard (high) wing 145 is added for even more additional lift. Multiwings (not shown) naturally may also be added.

Sound attenuating section 93 is added to guideway 77 on the right side of Fig. 33. Even though section 93 is shown added as if added as an afterthought, for the purposes of effectuating this disclosure, it may still be considered as integral with the structure of guideway 77. The material here for 77 and 93 could be concrete. Note: the use of porous concrete can minimize environmental considerations, yet still provide a suitable guideway 77 for the instant flying vehicle. Such considerations would involve drainage, materials, etc.

Finally, a channelized wing 36 in the standard Custer position encircling the lower outer path of the prop 39 tips is not the only configuration taught herein. Additional straight -or instead- channelized wings 36, could be designed to be placed behind and within the propwash itself of prop 39 or of jet, rocket, propeller or other efflux. See Fig. 34. Channel or straight wings 36 may be attached to duct 31 via a pivot 71. Pivot 71 would allow wings 36 to move the lift vector off the vertical (as framed by duct 31). Arrow 56 shows the activation movement of pivot 71. Moving the lift vector backwards [i.e.: away from, or at an angle away from duct 31] can help in slowing down a vehicle 50 and bringing it to a stop and/or hover. It can also help in flying vehicle 50 backward. This would effectively uncouple the lift vector from the efflux thrust generator. There could be many uses for such an uncoupling. Naturally, the pivot 71 allows re- coupling the parts again. This could be a useful but different means for varying the lift from the use of pivot 70 (See Figs. 16, 17). A standard wing 145 can be placed between devices high enough (Fig. 33) to clear the vehicle for even more extra lift - as well as be directly attached to vehicle 50.

Thus, propulsor and close-coupled efflux wings can be combined with other lifting means to effect maximum lift. A way of so combining is to directly attach (not shown) the lifting propulsor, say, with or to an aerodynamic control surface. In doing this, when control laws are implemented, not only do the control surfaces move, but also as a result of the mechanical attachment, the lifting propulsor similarly moves in concert with the control surfaces. This allows such surfaces to be made smaller, lighter and with less mechanical structure while still maintaining full control.

Control laws may be either well known wire and pivot devices, hydraulic activators, or modern computer-implemented fly-by-wire devices producing inputs and responses to those inputs. In hydraulic, fly-by-wire and some other modes, the propulsor and control surfaces do NOT have to be mechanically connected. They may be slaved together via the activators responding to the control law computer inputs. In this manner, mechanically separate elements may behave physically as if they were mechanically attached.

The multi- channelized wings 36 may be designed after the manner of typical Custer low-path types. Or this disclosure teaches that after the manner of biplane, or tri-planes, half-arc channelized wings 36 may also be placed within the propwash of both the lower and upper part of the prop 39 arc in multiplane fashion. This multiplane fashion would then add significant lift to the instant device 30 while the multiplanes 33-X may also be designed to aerodynamically interact with each other so as to effectively form nozzles to speed up the discharge airflow even more than with normal propwash. This is another type of thrust enhancement. Also, those "effective nozzles" could blow even faster- moving air across staggerwing multiplanes which would be placed directly behind them. The staggerwings seeing even faster airflow off the "nozzles" than the multiplanes would add even more lift to the overall device. Multiplane airfoil section 33-3 in the upper arc discharge propwash of propulsor 39 would follow that high arc in its curving structure instead of following the dipping arc below the hub 38. Fig. 34 shows that the multiplane wings could also be straight horizontal in extent across duct 31. Fig. 34 shows a triplane configuration. This is also used in Fig. 35 which shows a street trolley vehicle 50 utilizing device 30 to fill skirt 83 directly from ahead while window 150 allows the driver who sits in seat 153 above engine 59 to see forward. Fig. 36 is a side view of the trolley vehicle 50 of Fig. 35. Device 30 blows air across multiplanes 33-1, 33-2 and 33- 3 for additional lift to help hoist engine 59 weight along with the weight of the driver sitting in seat 153. Towards the rear of vehicle 50 the passengers sit in multiple seats 153. Skirt 83 raises the whole of vehicle 50 along with all passengers and driver. This basic configuration also would do well as a light rail equivalent vehicle 50. Once again, ridding oneself of the need for expensive rails and railbed construction and continuing maintenance thereof, or the high weight of road wheels, axles, etc., the instant invention does the same job far more efficiently. Skirt nozzle 160 can help push vehicle 50 along yet still give pressure. Additional devices 30 may be placed atop trolley vehicle 50 or attached to its rear panel such that additional lift may be balanced across the vehicle 50. In the trolley/light rail vehicle 50 configuration, at least one wheel 85 can help brake and steer. Without bearing the entire weight of vehicle 50, wheel 85 can be a cheap and efficient safety factor for street travel.

Vehicle 50 could also make use of existing canals and rivers within city limits. By stopping at stations or actually crawling out of the water to stop on the side of regular streets, vehicle 50 can run everywhere the canals and rivers go without added infrastructure cost to municipalities.

Note that in the trolley/light rail application, vehicle 50 is shown with device 30 blowing air directly into skirt 83 as opposed to the typical prior art configuration of an engine and propulsor on top of the vehicle 50 with the skirt being filled by downward-directed airflow. This description is not exhaustive of applications that could use such direct frontal skirt filling structural means. Fig. 37 shows that device 30 may be mounted at the top of vehicle 50 with its channelwing working below its roof 185 and its lower airstream blown directly downward (say via a duct 31-1 located behind Fig. 35's driver seat 153) to fill skirt 83 while the rest of its airstream blows across its roof 185 to produce the necessary thrust in the ambient environment. Note that duct 31-1 maintains the instant invention's close-coupled lifting devices via airfoil section 33 placed upon the top of duct 31-1 and at the roofline 185 of the roof of vehicle 50.

A mechanical lifting mechanism (not shown but such as a scissors-lift) could clearly be used in any typical fashion to move device 30 up and down so that duct 31-1 could take a progressively bigger and then smaller bite, as needed, out of the rearward airstream exiting duct 31 from prop 39.

In Figs. 35, 36 thrust is produced within the vehicle 50 itself with its airflow exiting at hole 160 supported by bar 161. Though a rear- or top-mounted device 30 could also push the vehicle 50 and add or balance even more lift. Fig. 38 shows a novel structure for vehicle 50. The weight of, say, passengers sitting on seats 153 is suspended from the top of preferably true arch 170 via suspender 172. The true arch 170 is one of the strongest structures available. Instant invention 30 can be mounted atop one of the arches 170. Arch base 178 is prevented from splaying outward by connector piece 174, which has clip" or flange 176 doing the actual preventing. It is seen that a closed- circuit of the structural forces is established by the instant invention.

Naturally, freight containers, medical stretchers or anything that might be needed to be moved by vehicle 50, can replace seats 153.

The true arch structure 170 can be made ultra light with greater strength than steel. Use of very high tensile strength aramid fiber to make the connector piece 174 and its flange 176 would well serve the cause. Arch 170 could be made of resin-impregnated honeycomb paper using polyurethane adhesive to bind two layers of graphite/carbon fiber cloth - imbued with epoxies - to the honeycomb base. The two could be bonded together in any manner typical of composite structures. Suspender 172 could be similarly produced.

Fig. 39 shows two structural arches 170 from the side. Vehicle 50 skin 180 can be mere aircraft-type fabric. Here, the skin 180 need not necessarily carry the loads. Longitudinal connector 182 ties the entire vehicle structure together from front to back. Longitudinal connector 182 also need not necessarily carry any loads. The instant structure is unique in that the weight of each item carried by the vehicle 50 is self-supported by the individual arch 170 and its own individual structural circuit upon which that weight is hung. Longitudinal connector 182, similar to aircraft stringers, here simply keeps the vehicle 50 exterior in one piece against aerodynamic and other forces as may materialize. Vertical suspender 172 preferably places the loads upon the top of arch 170 where the arch 170 is strongest. Suspender 172 may or may not necessarily be attached to connector piece 174. It is shown attached.

Thus the combination of ultra-high lift device 30 and ultra light-weight vehicle 50 arch structure 170 having low- or un-loaded stringers 182 produces a potential Liftcraft, VTOL, Single-Stage-to-Orbit, train or vehicle with absolute minimum of all-up weight. The weight can be distributed discretely under each arch or can be hung between arches and be held by more than one arch.

Lower arch 170 (not shown) may be connected base-to-base with the shown upper arch to give more internal room within vehicle 50; flange 176 may here be a binding band encircling the base connection between top and bottom arches. It would still serve the purpose of keeping the arch bases from splaying out. But as a full band, it may be even more efficient in performing that job.

A method for using the instant vehicle 50 would be to place computer 190 (Figs. 32, 33) and hotelier items aboard it including gambling equipment with a 2-way, computerized data link to a base station at a headquarters. Although the placing of hotelier items aboard a vehicle is old; and 2-way ship-to-shore radio is old; the combination herein of using a computerized remote data transfer link to handle activity aboard the vehicle 50 with an electronic activity tracking program at headquarters to service the sale-related very personal needs of individual customers after the sale and delivery of the vehicle 50, or of the service provided to a patron by the vehicle 50 after the service has been delivered, is novel.

In the case of gambling, people could set up accounts at headquarters, which could be located anywhere in any nation. The vehicle could be located anywhere in any nation including any nation ot erthan where the headquarters is. As they board the vehicle and began playing, the computerized on-board tracking system would track their individual play. The computerized on-board tracking system would simultaneously update the players' accounts at a remote headquarters, as via e-mail. After the trip, the accounts would be settled at headquarters leaving those on board to enjoy their time and journey with no money worries. The on-board computer memory may also be trip-specific; changed with each outing. The patrons can then change their needs for their next ride any time after they return and leave the vehicle. More than one vehicle 50 may be involved in any and all of the transactions that may take place. Also, pre-programmed customer trip cards can have an electronically memorized set amount of money encoded at headquarters that the patron may use on board the vehicle. These trip cards may also be recharged by the patrons' credit cards via real time telephone or data link. This would be done in a fashion similar to how long-distance telephone cards are sold and recharged. The original vehicle purveyor may also use the data link to service the vehicle 50 buyer after the sale on a completely individual and worldwide basis. Manufacturers have never before done this.

The use of a computerized data link having data transfer contact to do more than connect a patron of a purveyor to the Internet is novel. Law enforcement passes criminal information from place to place via data nets. Casinos similarly pass photos and maybe more information about so-called "cheats" from one to another. But no one does exactly what is being taught herein. Not even Microsoft ® uses the Internet to service the very personal needs of individual customers after its patrons purchase the wares of the purveyor.

Use of the instant vehicle 50 and the instant computerized data link can allow a vehicle 50 purveyor to service its patrons with ongoing and continuing inventory-specific and other supply needs on an ongoing and specific individual vehicle 50 basis worldwide.

Or a vehicle 50 purveyor could similarly attend to its vehicle 50 buyers' personal needs after the sale. Again, this could be inventory-specific and supply- replenishment-type commercial needs. Micromanaging may be accomplished via the vehicle 50 data link or the on-board games purveyor could also maintain personal, individual contact with each patron after the patron leaves the games.

Vehicle 50 owner can attend to its patrons' post-play personal gambling needs using such things as financial links and to other personal requirements via the computer 190 and data transfer link as taught herein.

An American Indian tribe can own such a vehicle for the purpose of expanding their reservation gambling operations beyond the borders of their own reservation.

So it is seen that there may be more than one use for the instant novel means for providing an after-sale data transfer link allowing a purveyor to handle the very personal, individualized needs of each of its customers that is here described. It can be means for remotely servicing the personal sale-related needs of a purveyor's patrons not only after the sale, but also on a worldwide basis. Its overall purpose is to set up residual income for the purveyor. IN OPERATION, a ducted channelwing 30 is disclosed in which the rotating machinery is fully protected through the full 360 degrees of its arc, but the duct 31 itself is not so long as to cancel the lift produced by the channelized lifting airfoil wing section 33 and/or 33-X partially following the arc around at least the lower portion of the rotating machinery. Upon this basic ducted channelwing 30 configuration, various high lift devices from triple-slotted flaps 40 to slotted leading edge slats 44 may be added along with a leading edge channelwing 46 and multiplanes. To the mix may be added variable wing section camber and a host of other lifting mechanisms from those utilizing ground effect to hydrofoils. A significant number of varying types of vehicles 50 may then be designed and used under all manner of environs for all manner of uses. Further, channelwings 36 may be stacked in the propwash one above the other emulating multiplanes 33-X. Doing this not only greatly increases lift, but can also, when properly designed, even increase thrust!

The device 30 may be pivoted in any direction to vary the thrust vector. Pivoting the back end downwards enables takeoff by not only providing high lift, but also by directing thrust downward. Pivoting it side-to-side allows for faster turns and may also eliminate the need for aerodynamic control surfaces.

Pivoting just wings 33 and or 33-X irrespective of the direction of duct 31 allows the lift vector to be more precisely controlled. This then helps in starting and stopping forward motion of a carrying vehicle 50.

The need for aerodynamic control surfaces can be reduced or even eliminated by rotating the lift vector from straight vertical to any number of other directions as needed.

For hovercraft-type vehicles 50, the instant invention 30 may be placed sideways to or even straight in front of vehicle 50 to fill the hovercraft skirt 83, as well as be placed in the manner of the more standard vertical skirt filling.

Highly redundant shafts 60 comprised of multiple, nested tubes not only transfer the engine power safely but also provide a measure of failure resistance. This fail-safe resistance allows the power to be continuously transmitted to the device(s) 30 even though one of the nested shafts 60 may fail. Nested shafts 60 may turn standard single gears. Along with nested shafts 60 come preferred nested gears 66. The pairing continues the redundant safety factor of the instant invention. In similar fashion, nested shaft 60 may turn U-joints, flexible shafts or any connection device that may be envisioned for any need, whether nested or not. The nesting may be triple, quadruple or from dual up to whatever is needed. These connection devices can also be redundant as taught herein.

Each of the shafts in the nesting position should, but not necessarily may, be capable of handling the entire load required of the shaft.

Guideway 77 with integral noise reduction walls 93 and 96 may be provided for limited accessibility along a route. It can also provide easier, low- cost guidance to a vehicle 50. And it can be used to activate dynamically stable guidance to the vehicle via ground effect forces upon low wings 80 attached to the vehicle 50. Wheels 85 can replace skirt 83 with aerodynamic ground effect providing lift. Straight or even sweptback wings produce a lot of drag, are heavy, and contain complicated internal structures. Use of the instant invention 30 along with its accompanying equipment as described "in concert with" will produce a very high lift vehicle 50 that may be used under and on the water, on the ground and in the air. It further may eliminate the need for straight or swept wings.

It may also eliminate the need for tail section control surfaces.

Wheels and hydrofoils may be retractable as desired.

Various types of vehicles from lifting bodies to individual seats may use the instant high lift devices under various conditions and infrastructure. Vehicle 50 structure, especially by using a true arch 170, can be made minimally heavy yet remain quite strong. Additionally, use of lightweight composite materials to make the vehicles' structures can enhance the strength / weight ratio.

With the addition of an on-board computer 190 having a remote data link to another one at a headquarters or on another vehicle, individualized service can be established that can meet the personalized needs of a patron after initial sales. The method of remotely meeting highly personalized and individual buyer needs by a vehicle purveyor related to the sale - after the sale - is also novel,

The specification above has endeavored to enable those skilled in the art to make and use the invention while the following peripheral claims are to be used to set the scope and metes and bounds of the disclosure. While it may be possible for those skilled in the art to design equivalent structure to that disclosed herein, the disclosure of one embodiment, to the extent foreseeable to the inventor or beyond, does not discount others as might be envisioned by those skilled in the art. The following claims are meant, whether in original or amended form, to cover the full classical doctrine of equivalents. The best of the inventor's skill, writing ability and his command of language is never meant to be a limiting factor.

Thus, I claim:

Claims

igh lift device, comprising: Propulsor rotating machinery;

Full enclosing protection around said propulsor rotating machinery; At least one lifting airfoil section at the discharge end of said propulsor rotating machinery;

Said lifting airfoil section having means for partially encircling said propulsor rotating machinery; and

Said means for partially encircling having means for generating lift not canceled by opposing structure. 2. The high lift device of Claim 1 wherein said device is two-dimensional.

3. The high lift device of Claim 1 wherein said device has additional means for enhancing thrust of said propulsor rotating machinery.

4. The high lift device of Claim 1 wherein said at least one lifting airfoil section has means for placing multiple ones of said lifting airfoil sections in multiplane fashion behind said full enclosing protection and located within the fluid discharge of said propulsor rotating machinery.

5. The high lift device of Claim 4 wherein said multiple lifting airfoil sections have means for enhancing thrust of said propulsor rotating machinery. 6. The high lift device of Claim 1 wherein said means for partially encircling and said full enclosing protection move separably and in concert with one another.

7. The high lift device of Claim 1 wherein said at least one lifting airfoil section has means for additionally enhancing lift by having means for placing more than one of said lifting airfoil section in serial fashion behind said full enclosing protection.

8. The high lift device of Claim 1 wherein said at least one lifting airfoil section has vortex generators thereupon.

9. The high lift device of Claim 8 wherein said vortex generators are intermittently placed into said discharge of said propulsor.

10. The high lift device of Claim 1 wherein at least one additional means for providing lift is placed in concert with said high lift device. 11. The high lift device of Claim 10 wherein said additional means for providing lift is a hydrofoil, flap, slat, hovercraft skirt and as desired, a plurality of devices that serve as said means.

12.The high lift device of Claim 10 wherein said at least one additional means for providing lift is used in concert with others of said additional means for providing lift. 13. The high lift device of Claim 1 wherein jet engine tail feathers as modified per the instant disclosure are said means for providing lift.

14.The high lift device of Claim 1 wherein said device is means for providing lift for many vehicles of differing design and purpose. 15. The high lift device of Claim 14 wherein said vehicles have means for using structural arches for maximum strength. 16. The high lift device of Claim 15 wherein the discrete weight carried by said vehicles is self-supported by each individual one of said structural arches. 17. The high lift device of Claim 1 wherein said device has means for making vehicles each having means for operating in more than one environmental medium.

18. The high lift device of Claim 1 wherein said device has means for varying lift produced by said device. 19. The high lift device of Claim 1 wherein said device is means for providing simultaneous lift and propulsion for a train and a boat as needed. 0. The high lift device of Claim 19 wherein said train has means for lifting said train off the ground for travel without wheels via at least said device and additionally via additional means for providing lift as needed.

21. The high lift device of Claim 19 wherein said train has means for guiding said train, said means for guiding having integral means for noise reduction across the ambient environment through which said train passes. 22.The high lift device of Claim 19 wherein said boat has means for making a seaplane. 23. The high lift device of Claim 1 wherein there is at least one computer on board at least one carrying vehicle, there is at least one computer at a headquarters, a data link connects at least both said computers, said data link is means for both said computers being in data transfer contact across a distance, said data transfer contact is mutual between both said computers, at least both said computers are means for allowing a purveyor to establish and maintain individual service to each of its customers personally on a worldwide basis as means for meeting specific sale-related individual needs of each of said customers on an ongoing basis after sales of said vehicle is completed. 24.The high lift device of Claim 1 wherein said device has means for connecting at least one power generator to said device via at least one nested redundant shaft. 25.The high lift device of Claim 24 wherein said nested redundant shaft operates similarly redundant connection devices. 26. A nested redundant shaft, comprising: At least two shaft structures; Said shaft structures nested one within another; Said shaft structures having means for handling the stress and strain load for an application; and

Each said shaft structure having means for taking over said stress and strain load should another one of said shaft structures fail. 27.The shaft of Claim 26 wherein said nested shaft structures each has means for handling the entire stress and strain load for an application.

28. The shaft of Claim 26 wherein said nested shaft structures attach to other redundant connection devices. 29. The shaft of Claim 26 wherein said nested shaft structures attach to respectively nested gears. 30. The shaft of Claim 29 wherein said nested gears enable other redundant connection devices. 31. The shaft of Claim 29 wherein said nested gears serve as means for driving other nested and single gears as needed and as designed for given applications. 32.The shaft of Claim 26 wherein said nested shafts all serve as means for driving a single gear. 33. The shaft of Claim 32 wherein said single gear serves as means for driving other nested and single gears as needed and as designed for given applications. 34. A high-lift-generating boat, comprising:

Said boat having at least two hulls;

At least one powered fluid-dynamic propulsor enabling said boat to move;

At least one hydrofoil lifting device attached in working position to at least two of said hulls simultaneously; and

Said working position having means for remaining fixed and being retractable as needed in a given application. 35. The boat of Claim 34 wherein said at least one hydrofoil is attached in concert with at least one high lift propulsion device. 36.The boat of Claim 35 wherein said at least one high lift propulsion device has means for making a seaplane vehicle. 37.The boat of Claim 34 wherein said at least one hydrofoil is used to enclose a wheel axle for an amphibian vehicle. 38. The boat of Claim 37 wherein at least one high lift propulsion device has means for making an amphibian seaplane vehicle combination.

39. The boat of Claim 35 wherein said at least one high lift propulsion device has means for thrust enhancement. 40. A high-lift-generating frictionless train comprising: A train; Aerodynamic propulsion for said train;

Means for generating lift in concert with said aerodynamic propulsion; A guideway; and

Said means for generating lift floating said train above said guideway. 41. The train of Claim 40 wherein said guideway is means for directional guidance.

42. The train of Claim 40 wherein said means for floating is a hovercraft skirt. 43. The train of Claim 40 wherein said means for floating is a ground effect generating wing. 44.The train of Claim 43 wherein said ground effect generating wing works in concert with a noise attenuating wall. 45.The train of Claim 40 wherein said means for floating is at least one wing used in concert with air discharge from said aerodynamic propulsion. 46. The train of Claim 40 wherein said means for floating is a multiple combination of said aerodynamic propulsion in concert with said means for generating lift and at least one other said means for generating lift. 47. The train of Claim 40 wherein a plurality of said means for generating lift is placed in serial fashion behind said aerodynamic propulsion.

48. The train of Claim 40 wherein certain of said means for generating lift also has means to form stairsteps and wheelchair-accessible devices. 49. The train of Claim 40 wherein said guideway has a noise attenuating wall structurally integral with it.

50. The train of Claim 40 wherein said train has wheels as means for rolling said train at least to and from a complete stop. 51. The train of Claim 40 wherein said train has wheels as means for steering said train. 52. A vehicle comprising:

Means for traveling within at least one fluid; At least one fluid-dynamic propulsor enabling said means for traveling; At least one high-lift device close-coupled with said propulsor; Means for powering said propulsor; Means for controlling said vehicle; and

Said at least one high-lift device close-coupled with said propulsor are together means for providing lift and propulsion to said vehicle simultaneously. 53. The vehicle of Claim 52 wherein said vehicle has means for frictionless travel over a surface. 54.The vehicle of Claim 53 wherein said surface has means for tracking a plurality of said vehicles traveling over said surface at the same time. 55. The vehicle of Claim 53 wherein said means for frictionless travel is a hovercraft, hovercraft skirt and skirt nozzle. 56.The vehicle of Claim 55 wherein said hovercraft has wheels for steering and braking, and said wheels are retractable, all as means for operating as needed per the requirements of, and design of said vehicle. 57. The vehicle of Claim 52 wherein said fluid-dynamic propulsor has means for generating enhanced thrust. 58. The vehicle of Claim 52 wherein said fluid-dynamic propulsor is two- dimensional. 59. The vehicle of Claim 52 wherein said vehicle has means for guidance of said vehicle built to act in concert with a specially-built surface. 60. The vehicle of Claim 59 wherein said specially-built surface has means for tracking at least one of said vehicles traveling along said surface.

61. The vehicle of Claim 52 wherein said vehicle has means for enabling passengers access to said vehicle integral with said at least one high- lift device.

62. The vehicle of Claim 52 wherein said vehicle has means for travel over and within multiple solid and fluid media.

63. The vehicle of Claim 52 wherein said vehicle has means for making a ground-traveling amphibian seaplane.

64. The vehicle of Claim 52 wherein said vehicle has means for making a submersible amphibian air and sea plane. 65. The vehicle of Claim 52 wherein said vehicle has means for making a

VTOL.

66. The vehicle of Claim 52 wherein said vehicle has means for making a quadruple media vehicle having means for operating under and on the water, on the land and in the air even out to space. 67. The vehicle of Claim 52 wherein said high lift device is as described and has additional ones as described in Claims 2-22 and 42-48 above.

68. The vehicle of Claim 52 wherein said vehicle has structure where discrete weight is supported via at least one individual structural circuit with a plurality of said weight-bearing individual structural circuits placed in series lengthwise along the length of said vehicle.

69. The vehicle of Claim 52 wherein said vehicle has a plurality of said at least one high-lift devices.

70. The vehicle of Claim 69 wherein said plurality of said at least one high- lift devices are placed in series behind said propulsor. 71. The vehicle of Claim 52 wherein said vehicle has said propulsor and said at least one close coupled high-lift device with means for being intermittently uncoupled based upon aerodynamic need.

72. The vehicle of Claim 52 wherein said at least one high-lift device has means for intermittent vortex generation.

73. The vehicle of Claim 52 wherein said vehicle has means for utilizing infrastructure and operating without infrastructure.

74.The vehicle of Claim 52 wherein said vehicle has internal structure built around the arch. 75.The vehicle of Claim 52 wherein said vehicle has redundant, nested power transferring structure.

76.The vehicle of Claim 52 wherein said vehicle is a catenary lifter.

77. The vehicle of Claim 52 wherein said vehicle has a computerized data link on board. 78. The vehicle of Claim 77 wherein said computerized data link comprises a computer, means for placing individual patron information into memory in said computer, means for transferring said patron information from said computer to at least a headquarters; and means for servicing the vehicle-purpose-related personal needs of said patrons after the sale of and onboard use of said vehicle on a worldwide basis by said headquarters via said data link.

79. The vehicle of Claim 78 wherein said means for transferring and said memory is means for tracking the continuing needs of said patrons.

80. The vehicle of Claim 78 wherein said memory is temporary and renewable every trip of said vehicle.

81. The vehicle of Claim 78 wherein said headquarters has means for transferring data to more than one of said vehicle.

82. The vehicle of Claim 78 wherein said headquarters is also aboard one of said vehicles. 83. The vehicle of Claim 78 wherein said means for transferring contains information about money. 84.The vehicle of Claim 78 wherein said means for transferring is used to replenish supplies and give other value for and to said patron. 85. The vehicle of Claim 78 wherein said vehicle is owned by an American Indian tribe.

86. The vehicle of Claim 85 wherein said vehicle is used by said American Indian tribe to expand their casino operations beyond the borders of their own reservation.

87.The vehicle of Claim 85 wherein said vehicle is a train. 88. A guideway, comprising:

Means for supporting a vehicle;

Means for attenuating sound produced by said vehicle; and

Said means for supporting a vehicle and said means for attenuating sound are structurally integral. 89. The guideway of Claim 88 wherein said means for supporting also is means for guiding said vehicle enroute.

90. The guideway of Claim 88 wherein said means for attenuating sound also is means for guiding said vehicle enroute.

91. The guideway of Claim 88 wherein said guideway is raised above another surface.

92. The guideway of Claim 88 wherein said guideway feeds said vehicle into an ambient environment.

93. The guideway of Claim 88 wherein said guideway has an integral, built-in water channel. 94. The guideway of Claim 88 wherein said guideway is means for carrying infrastructure. .

95. The guideway of Claim 94 wherein an integral, built-in water channel is part of said infrastructure.

96. A vehicle structure, comprising: At least one arch;

Means for hanging weight upon said arch; Means for preventing the base of said arch from spreading; and Means for maintaining longitudinal shape of said vehicle. 97.The vehicle of Claim 96 wherein said vehicle has propulsion with close- coupled lift enhancement.

98.The vehicle of Claim 96 wherein said vehicle has more than one of said arch attached said base-to-said base to produce more volume within said vehicle.

99.The vehicle of Claim 96 wherein said vehicle carries interior weight upon each said arch individually.

100. A lift enhancing device, comprising: Means for accelerating an airstream; Means for providing lift;

Said means for accelerating an airstream having means for directing said airstream over said means for providing lift; and

Said device is means for providing forward motion and lifting power from a single source simultaneously.

101. The lift enhancing device of Claim 100 wherein said means for accelerating is a SCRAMJET, ramjet, propeller and rotating compressor and turbine and, as needed, a plurality of means for so accelerating airstreams.

102. The lift enhancing device of Claim 100 wherein said means for accelerating has means for operating in more than one fluid media.

103. The lift enhancing device of Claim 100 wherein a plurality of said means for providing lift are mounted serially.

104. The lift enhancing device of Claim 100 wherein said means for providing lift have intermittently retractable vortex generators.

105. The lift enhancing device of Claim 100 wherein said device has additional close-coupled means for providing lift. 106. The lift enhancing device of Claim 100 wherein said means for providing lift and said means for accelerating airstreams are intermittently close-coupled and de-coupled. 107. The lift enhancing device of Claim 100 wherein said device has nested, redundant connection devices and shafts.

108. The lift enhancing device of Claim 100 wherein said device is two dimensional.

109. Method for utilizing a vehicle, comprising: Providing a computer onboard said vehicle; Providing e-mail and Internet connections for said computer;

Providing equipment for use by a user to be placed in said vehicle; Providing a vehicle-use-related database for storage in said computer; Providing after market support via telephone and via said e-mail and internet connections for said user on an individual basis; Providing for said individual basis to be fully customized in detail for each said user's own personal needs related to use and purpose of said vehicle; and Said after market support is serviced after the sale of goods and services.

110. The method of Claim 109 wherein said database is reinitialized before the start of each trip of said vehicle. 111. The method of Claim 109 wherein said user's related needs are tracked after sale of said vehicle.

112. The method of Claim 109 wherein said user's said related needs are satisfied after the sale.

113. The method of Claim 109 wherein said equipment is gambling equipment.

114. An apparatus, comprising: At least one vehicle; Computer on said vehicle;

Means for sending and receiving e-mail and using the internet connected to said computer in operative condition;

A customer using said vehicle;

A manufacturer providing said vehicle;

Inventory of supplies placed on said vehicle by said manufacturer for said customer; Supply tracking program in said computer; Means for entering use of said supplies into said supply tracking program;

Means for tracking said inventory on hand by said customer using said supply tracking program;

Means for informing said manufacturer of said customer's need for replacement of said supplies via use of said e-mail and said internet;

Means for satisfying said customer's said needs by said manufacturer after the sale of said vehicle to said customer has been completed and said customer is on location away from said manufacturer's headquarters operating said vehicle; Whereby said manufacturer may produce a specific, useful, tangible, concrete result for said customer even though said vehicle has left said manufacturer's location and is operating as it was designed to do on said customer's separate and even far-removed location; and

Whereby said manufacturer may realize a residual income from said vehicle sale.

115. The apparatus of Claim 114 wherein said manufacturer is in fact the buyer of said vehicle and said customer is in fact the customer of said buyer and said inventory is an inventory of personal information about said buyer.

116. The apparatus of Claim 114 wherein said inventory is related to the gambling industry.

117. Private guideway travel control, comprising: providing a limited access guideway; allowing private vehicles to enter said guideway; identifying said private vehicles; charging tolls to said identified private vehicles; directing said vehicle to safely enter between oncoming traffic; controlling the acceleration of said vehicle as needed; and monitoring said vehicle's progress along said guideway to its exit destination.

118. The method of Claim 117 wherein a computer and radio-frequency reporting vehicle sensors together do said monitoring.

119. The method of Claim 117 wherein vehicle sensors use sound to sense the presence of vehicles for said identifying. 120. The method of Claim 117 wherein vehicle sensors use magnetics to sense the presence of vehicles for said identifying.

121. The method of Claim 117 wherein public vehicles also have access to said guideway and are monitored.

122. A method of using a computer system to manage traffic flow, comprising: storing in said computer system a plurality of variables describing vehicle performance parameters and vehicle speeds; defining a plurality of possible performance scenarios of said traffic flows; receiving in said computer system sensor input regarding actual vehicle speeds; using said computer system to process said actual and said stored performance parameters and vehicle speeds to arrive at vehicle speed demands; using said speed demands for setting speed governors on the engines of said vehicles; and transmitting from said computer system to said vehicle, said speed demands.

123. The method of Claim 122 wherein said method uses radio-frequency reporting vehicle sensors to produce said sensor input.

124. The method of Claim 122 wherein said vehicle sensors use sound to sense the presence of vehicles.

125. The method of Claim 122 wherein said vehicle sensors use magnetics to sense the presence of vehicles.

126. The method of Claim 122 wherein said method is used to take tolls from said vehicles while said vehicles maintain high speed along the route.