Abstract: Vertical lift in an aircraft is produced by driving a column of air downwardly, through an annular thrust-flow channel which is formed in the body (fuselage) of the aircraft. The aircraft also has an aerodynamic shape which is capable of developing lift responsive to forward flight. The annular thrust-flow channel is provided with a flow control mechanism which is capable of directing the developed air flow in varying orientations between a substantially vertical (axial) orientation for developing stationary, vertical lift (i.e., hovering) and a vectored (angled) orientation for developing a vertical component for producing lift and a horizontal component for producing forward (or rearward) flight, or flight to either side.

Abstract: A lift rotor assembly for a compound aircraft having a fuselage, including at least one circular disk structure with a plurality of bladelets spaced peripherally thereabout, a drive shaft coupled to a power source at a first end for rotating the drive shaft at low torque, a hub coupled to each circular disk structure and being located concentrically about the drive shaft, a gear drive coupled to a second end of the drive shaft opposite the first drive shaft end, and a first gear coupled to the gear drive and the hub for the circular disk structure located adjacent to the gear drive, wherein the first gear is operated at high torque to rotate one of the circular disk structures. The lift rotor assembly also includes a gear reduction apparatus associated with the gear drive in order to operate the first gear at high torque, as well as a constant velocity joint connecting an upper portion and a lower portion of the drive shaft.

Abstract: A body lift airplane assembly including 1) a main air lift body assembly of substantial length and width; 2) a landing gear/wheel assembly retractably connected to the main air lift body assembly; 3) a fixed wing assembly secured to and extended above the main air lift body assembly and having a fixed wing member of a length equal to the width of the main air lift body assembly; 4) an engine propulsion power assembly having a pair of spaced jet engine pod assemblies mounted within engine cut-out portions in outer edges of the main air lift body assembly; and 5) a fin and rudder assembly of a V-shape connected to a central rear portion of the main air lift body assembly. The main air lift body assembly includes a main body assembly having outer peripheral side and rear edges formed with downwardly extended arcuate air lift portions to provide air lift characteristics to the overall main air lift body assembly.

Abstract: A turbine airfoil unit is described which enables an aircraft to ascend and descend vertically. Multiple turbine airfoil units may be arranged within a large disk-like structure and thereby overcome size limitations placed on helicopters by their rotors. One or more central engines providing a flow of air under pressure relative to ambient air supplies power to one or multiple turbine airfoil units. The pressurized air from the engines is funneled into the containing disk-like structure and distributed to all turbine airfoil units encompassed therein. The supplied air acts on the turbines to rotate the airfoils and thus create lift. The lift is transmitted to the disk-like structure and to the remainder of the aircraft by bearings between the turbine airfoil unit and the containing portion of the disk-like structure. The large disk-like structure is known in the popular culture as a flying saucer.

Abstract: A semiautonomously directed, autonomously controlled, gyroscopically stabilized, horizontal or vertical take off and landing (HOVTOL) flying apparatus employing two vertical lift devices equally and longitudinally spaced from the center of gravity of the apparatus; continuously integrated with a drive train apparatus, optional single or multiple power means; congruously connected thereto horizontal thrust devices. Integral to the vertical lift devices; pitch axis control devices situated at the exhaust orifices therein to vector said devices exhaust slip stream by a autonomous flight control system providing pitch stability. The autonomous flight control system providing continuously all flight control of the apparatus and said system being interfaced to a semiautonomous flight director device providing discrete flight direction function codes thereto.

Abstract: A flying craft (14) has a dish shaped body (18, 20, 21) with a convex upper surface (18) to provide lift. Engine means (1) in the form of a jet or rocket engine is housed in the body at the rear, while a duct (15) extends through the body from an air opening (15A) at the front of the craft (14) so as to direct air to the engine means (1) for example to serve as cooling and/or combustion air for the engine means. Additional thruster jets (16A, 16B) can be located on the bottom of the body for directional control. In a further embodiment (FIG. 12), an electric motor driven fan (37) is located in the duct (15) to form a ducted fan propulsion and unit for forward, slightly descending, movement of the craft (14A), while a more powerful jet or rocket engine (35) is located vertically in the craft to effect vertical ascent of the craft to an elevation where forward motion by the ducted fan propulsion unit can commence. A turbine fan driven alternator (27) can also be located in the ducting (15).

Abstract: A discus-shaped aircraft is provided with a peripheral jet arrangement for generating lift and, in the bottom of the aircraft, at least one rocket engine supplied with silicon hydride and compressed air and operated under conditions in which the silicon hydride is reacted with nitrogen of the compressed air to form silicon nitride while the nitrogen of the silicon hydride compounds reacts with oxygen to form H.sub.2 O.

Abstract: A hybrid aircraft is taught having VTOL, R-VTOL and S-STOL capabilities. The aircraft has a lifting body hull and four wing sections arranged in tandem which are pivotally moveable about their neutral axis. Each wing section has mounted thereon a pivotal propeller-rotor assembly for providing thrust substantially in a range between horizontal and vertical. The wings and propellers are integrated to the hull by an outrigger designed to be very stiff and to distribute forces from the wings and propellers to the hull. The hull is shaped to provide aerodynamic lift in an airstream and to facilitate construction by minimizing the number of panels of differing curvature required. The hull is formed of a pressure tensioned frame covered with semi-rigid panels, a lower cladding frame and bow and stem cladding nose cones. The semi-rigid panels covering the frame are formed of gas-tight and abrasion resistant laminate material and are connected to the frame by means of an interface rib and latch system.

Abstract: A flight vehicle which can be joined and firmly strapped to a load, the load being either a human pilot (P) or a remote-controlled pilot. The flight vehicle comprises a supporting frame for attaching to the load, a driving arrangement (100) incorporating a piston engine, and which is connected directly to the shrouded propeller (200) by means of a rotating drive shaft (108) for the purpose of setting up an air stream, also at least two jet pipes (300) which open into outlet nozzles (304, 305) mounted laterally alongside the load or the human pilot (P), whereby the said outlet nozzles can be adjusted to change the direction of the discharged air stream. It is by means of the outlet nozzles (304, 305) that the lift force is set up; this latter force enables the human pilot to lift off the ground to make hover or translatory flights.

Abstract: A ducted fan 20 provides lift to a flying vehicle 10. The ducted fan includes direction control vanes (1, 2, 3, 4) for controlling torques applied to the vehicle, and also includes lift negation vanes (305, 306, 307, 308), which control the available lift. The lift negation vanes are oriented with their longitudinal axes parallel to the forward-aft axis (9) of the vehicle in order to reduce drag at high forward velocities. The thrust negation vanes include fixed (305) and movable (305M) portions, with the movable portions rotatable so as to extend into the duct airflow to cause turbulence. The direction control vanes are airfoils arranged for rotation about their quarter-chord axes (410), which reduces the amount of torque required for rotation of the direction-control vanes. This, in turn, allows stepper motors (924a) to be used to drive the vanes. The effects of forward velocity on the ducted fan also creates effects which tend to pitch the vehicle nose-down.

Abstract: A reusable space craft having a disk-shaped casing which receives buoyancy upon horizontal travel through a gas atmosphere and three drive systems on the casing. A first drive system utilizes counter-rotating rotors driven by jet engines on the periphery. A second drive system utilizes a rocket rotor which can swing out from the both of the casing into an inclined position. The third drive system is a main thruster rocket at the center of the bottom fueled by an Si.sub.5 to Si.sub.9 silane propellant.

Abstract: The present invention pertains to an aircraft that is capable of converting between vertical flight or helicopter mode flight, and horizontal flight or airplane mode flight where a two-bladed rotor is employed as both helicopter rotor blades in vertical flight and as a fixed wing in horizontal flight. In vertical flight, a bearing connection between two fuselage sections enables a forward section supporting the rotor blades to rotate relative to an aft section of the aircraft fuselage about the longitudinal axis of the aircraft. The exhaust or thrust force created by the mode of power (either a propeller engine or a turbine jet engine) is partially routed over the exterior of the aircraft to provide both vertical and horizontal thrust force, and in one embodiment a portion of the exhaust is routed through the interiors of the rotor blades and out exhaust ports at the blades' distal ends to rotate the blades in vertical flight and to provide a thrust force for the blades in horizontal flight.

Abstract: The aircraft incorporates a primary and two control ducted propeller assemblies. The propellers are interconnected for rotation by a single engine. Each propeller assembly is inclined in horizontal flight and has two groups of louvers. When the groups of louvers in a propeller assembly are set to divert air horizontally in opposed directions, reduced vertical thrust is realized. In this manner, pitch and roll may be controlled in vertical flight. Vanes on the control ducts produce differential horizontal thrust to control yaw in the vertical mode. In horizontal flight, all groups of louvers are set to direct the flow aft to produce thrust for high speed forward flight.

Abstract: A vertical takeoff and landing heavier-than-air aircraft that includes a gyroscopic airfoil in the airstream of a ducted fan to cause vertical lift to the aircraft. The gyroscopic foil is both rotatably and pivotally attached to the aircraft such that it can be titled to provide directional control of the aircraft and, in at least one embodiment, has an adjustable airfoil forming part of the gyroscopic device such that the lift can be varied.

Abstract: In a vertical take-off and landing vehicle, the invention is a method for improving stability by virtue of establishing conversion of thrust vectors over the center of gravity of the vehicle while in the hover position. Through the use of selected angles of inclination of the thrust-generating devices, a positive static stability of the aircraft is maintained. In addition, the spars supporting the thrust-generating devices are mounted in a fixed angular relationship to the centerline of the aircraft's fuselage, to achieve the desired inclination of the thrust vectors of the lift-generating devices toward the centerline of the vehicle, by simple rotation of the spars on which the lift-generating devices are mounted.

Abstract: A thrust unit for an aircraft having a lift unit for propelling the aircraft in upward flight. The lift unit includes a duct for directing air substantially downwardly, the duct being shaped so that air exhausting from its downstream end is in a stream having substantially the same cross-sectional dimension of the duct at the downstream end, and an air pump disposed for inducing a draught of air through the duct. In use, the draught of air exhausting from the duct can produce an upward thrust and is substantially non-convergent.

Abstract: The invention is a propulsion system for powering an aircraft in both vertical and horizontal flight modes. In detail, the invention includes a pair of ducted lift fans mounted in the aircraft for providing thrust in the vertical flight mode. A pair of ducted cruise fans are mounted in the aircraft for providing thrust in the horizontal flight mode. Two sets of turboshaft engines are mounted in the aircraft with each of the sets comprising a plurality of the turboshaft engines, each turboshaft engine including an output shaft and having an optimal power output sufficient for powering one of the pair of ducted cruise fans in the horizontal flight mode. Each of the sets includes a sufficient number of the turboshaft engines to provide an optimal power output for powering one of the pair of ducted lift fans and one of the pairs of ducted cruise fans the vertical flight mode. A shafting system is mounted in the aircraft for coupling all of the turboshaft engines to the pairs of ducted fans.

Abstract: The invention is a propulsion system for powering an aircraft in both vertical and horizontal flight modes. In detail, the invention includes first and second gas-driven ducted lift fans mounted in the aircraft for providing thrust in the vertical flight mode. First and second shaft-driven ducted cruise fans that have inlet ducts and bypass air ducts that are mounted in the aircraft for providing thrust in the horizontal flight mode and supercharged air for the engines in all flight modes. First and second gas transfer ducts couple the bypass air ducts of the first and second ducted cruise fans to the first and second turbo compressors, respectively. First and second shaft-driven turbo compressors are mounted in the first and second gas transfer ducts, respectively. First and second high-pressure feed ducts couple the first and second shaft-driven turbo compressors to the first and second ducted lift fans, respectively.

Abstract: The aircraft comprises a rotor with a vertical axis arranged in a housing for generating a lift exceeding the weight of the aircraft. The housing is essentially shaped as a circular wing. A first way of guiding air is provided for controlling the air stream generated by the rotor, by means of which the position of the aircraft can be controlled in hovering flight. From hovering flight, the aircraft can be moved into a cruise flight, where the lift of the aircraft is generated aerodynamically by the circular wing of the housing and its forward thrust by a propeller. For the transition between hovering flight and cruise flight, a second way of guiding air is provided for controlling the pitch of the aircraft. The structure for the second way of guiding air is arranged outside a zone defined by the air stream of the rotor.

Abstract: The invention is a propulsion system for powering an aircraft in both vertical and horizontal flight modes. In detail, the invention comprises a gas-driven ducted lift fan mounted in the aircraft for providing thrust in the vertical flight mode. A turbofan engine is mounted in the aircraft that comprises a fan section for providing thrust in the horizontal flight mode and a turboshaft engine having an output drive shaft coupled to the fan section for driving same. A gas transfer duct is mounted in the aircraft having a first end adapted to receive exhaust air from the fan section and a second end coupled to the lift fan. A turbocompressor is mounted in the transfer duct and a combustor is mounted in the transfer duct between the turbocompressor and the lift fan, the combustor for receiving and burning fuel and providing combustion gases for driving the ducted left fan. A shafting system couples the turbocompressor to the output shaft of the turboshaft engine.

Abstract: An aircraft may have vertical take-off and landing capability including a power-generating mechanism, a propulsion-developing mechanism, and laterally extending wings. Each wing includes an aerodynamically composite airfoil having a lower camber possessing an aerodynamic thrust-flap. A rotor is provided at the free end of each wing for rotating in a plane parallel to the plane of the wing. The lower surface of each wing includes thrust flap aerofoils which may be moved to shape a convergent-divergent nozzle and with the cooperation of the rotor to produce thrust. The rotor is driven by a wing turbine embodied in the wing. Any combination of different power plants provides the initial stage of compressed air to the wing turbine and/or motive fluid.

Abstract: A lift augmentation system for aircraft which comprises a plurality of propellers parallel to an aircraft wing and inset parallel to and at the trailing edge of the wing. The propellers function to both directly produce vertical lift in the manner of helicopter blades and to augment air circulation over the wing to enhance lift produced by the wing. The propellers are set into the trailing edge of the wing along the length of the wing, with the inboard propellers preferably closely spaced to the fuselage to force air flow over the reducing taper of the fuselage. Each propeller is tiltable in all directions about a vertical axis through the propeller hub and the assembly of engine and propeller is hinged to the wing for pivoting in a plane substantially parallel to the aircraft axis.

Abstract: An engine and lift unit for rotary wing aircraft together with means for balancing of the rotational torque of the said wings is shown. The rotational torque is balanced by a blower propeller, disposed horizontally below the rotor, inside an enclosure including a vertical duct surrounding the blower propeller and whose lower open end exits under the fuselage of the aircraft. A horizontal duct opens into an intermediate zone of the vertical duct and exits out the rear of the aircraft. An adjustable shutter assembly is disposed in the junction of the two ducts allowing the creation of two adjustable air flows, one directed vertically downwards and the other directed towards the rear of the aircraft. The aircraft also has fixed wings, flaps, rudders and controls so the pilot can operate the aircraft in flight.

Abstract: The aircraft has a pair of rotors driven to counter-rotate within a housing. The housing has adjustable air guiding discuss for the rotor stream and a airfoil-like outer shape to generate lift at horizontal flight. The air guiding devices include a circular arrangement of a plurality of individual sectors having tangentially extending blades arranged in a zone below the rotors. In each sector the blades are adjustable in their position relative to the rotor stream. In at least some of the sectors, the blades are arranged in pairs for an adjusting movement in opposite relative sense. The air guiding devices allow precise and easy control of the aircraft maneuvers.

Abstract: A thrust deflector for use in VSTOL aircraft which has a pressurized gas generator. The thrust deflector consists of a number of adjacent nozzles. Each of the nozzles has a body with a first face and a second face. The nozzles further have an inlet for receiving pressurized gas from the pressurized gas generator and at least one outlet connected to the inlet for discharging pressurized gas from the nozzle. Each of the nozzles is rotatable from a first position in which the outlet directs pressurized gas downwardly, to a second position in which the outlet directs pressurized gas rearwardly. In the first position the first and second faces of the bodies of adjacent nozzles are spaced apart to permit air to flow between the nozzles. In the second position the first and second faces of adjacent nozzles are in contact preventing air passage between adjacent nozzles. The thrust deflector may be mounted in stub wings along either side of the fuselage or in a chordwise arrangement in the main wing of the aircraft.

Abstract: Amphibious aircraft having an aerodynamic wing attached to a main fuselage with a centrally positioned channel flow tunnel under the middle thereof. At least one large diameter in-fuselage ducted fan assembly is housed in a duct extending through the fuselage. At least one main helicopter-like rotary assembly provided on a supporting superstructure above the main fuselage. A tail is connected to the main fuselage and has areas appropriate anti-torque mechanisms. A common drive assembly is operatively linked to the fan assembly, the helicopter-like rotary assembly, and the anti-torque device.

Abstract: A thrust vectoring structure is provided for VSTOL aircraft having a pressurized gas generator and at least one rearward facing outlet with an opening for discharging pressurized gas from the pressurized gas generator. The thrust vectoring structure has a plurality of horizontal dividers extending between the sides of the opening. A front flap is rotatably mounted adjacent the front edge of the dividers and a rear flap is rotatably mounted adjacent the rear edge of the dividers. The flaps are rotatable from a horizontal position to a vertical position.

Abstract: A vertical and short take-off and landing aircraft comprising a fuselage, a set canard wings, a set of lift fan wings, air deflectors, lift wings, and a pusher propeller. The canard wings are attached forward of the center of gravity to the fuselage. The lift fan wings are attached about the fuselage generally about the center of gravity of the aircraft. The lift fan wings comprise a generally circular duct extending vertically through the wing, a multi-bladed fan mounted for free rotation axially in the duct, and a prime mover connected to the fan for selectively applying rotational torque to the fan. The air deflectors are arranged about the lift fan wing in a louver-type of system for directing even flow of air to the fan. The lift wings are attached to the fuselage aft of the center of gravity of the aircraft and generally at a location vertically higher than the lift fan wings. The pusher propeller is connected to the prime mover and attached to the fuselage aft of the lift Jan wings.

Abstract: An anti-torque system for use in a helicopter has an aft mounted horizontal fan submerged within a fuselage mounted, upward facing plenum. The fan operates off the mainpower source. The plenum has two controllable exit ports for counter torque control, fuselage pitch control and yaw control. The controllable exit ports are located along the longitudinal direction of the fuselage and each are substantially opposite each other. One port has a sufficiently sized area to effectively offset the torque of the main rotor while the other port has a sufficiently sized area to effectively provide autorotative yaw control. Both ports can be used simultaneous or singly.

Abstract: An amphibious vehicle comprises a fuselage having a pair of support pods at the front end thereof and a single support pod at the rear. In accordance with one embodiment of the invention, each pod has a fan therein and in accordance with another embodiment, the pods serve as floats. The vehicle has a top wing adjacent the rear thereof and a bottom wing adjacent the front, each of which have elevator surfaces thereon. Port and starboard engines are positioned adjacent the rear of the vehicle.

Abstract: By mounting a lift engine and a lift/cruise engine closely to the center of gravity of an aircraft and by orienting the respective engines such that the thrust axes thereof are arranged for ensuring that the vector sum of the lift engine thrust and the lift/cruise engine thrust pass through the center of gravity at all times, a fuel efficient aircraft can controllably takeoff and land vertically. To provide for vectoring the thrust of the respective engines, different nozzles are provided. Further, to provide for pitch, roll and yaw control, a vane assembly is coupled to the aircraft in such a way that it remains in alignment to the jet stream of the lift engine.

Abstract: A short takeoff and landing aircraft (10) and vertical/short takeoff and landing aircraft (10), having upper surface blowing engines (12, 14) on gull-shaped wings (24, 26) which may be tilted and translated by a variable incidence translation device (52). The translation means (80, 62, 64) is adapted to provide center of gravity travel trim and critical engine out moment trim. Thrust vectoring of the upper surface blowing engines is accomplished by a combination of the upper surface blowing and wing tilt, and vectoring of lower lift/boost engines (124, 126) is accomplished by swiveling nozzles (138, 140). Critical engine out lateral trim is accomplished by a combination of airplane bank and differential vectoring by the lower lift/boost engines (124, 126).

Abstract: A propulsion system for vertical take off and landing aircraft includes a forward compressor fan (40) and an aft compressor fan (42) downstream of the forward fan and in series flow communication with the forward fan. The forward and aft fans are positioned in a central duct (26). A gas turbine engine (44) is in series flow with the forward and aft fans for driving the fans. The forward fan, aft fan and turbine engine are interconnected by a common shaft (50). A forward diverter structure (100) is positioned downstream of the forward fan and is movable between a first position for diverting exhaust from the forward fan downwardly relative to the longitudinal axis of the aircraft while simultaneously permitting the introduction of air behind the forward diverter structure but ahead of the aft fan and a second position wherein the exhaust from the forward fan is channeled through the aft fan and turbine.

Abstract: A V/STOL aircraft comprising a fuselage, having three sets of wings that are offset lengthwise and vertically. The center set of relatively small relatively thick wings 34 between the canard 14 and the rear relatively thin relatively large aerodynamic lift wings 18 are equipped with identical lift fans 36 enclosed in the wing by upper and lower movable slotted deflectors 40. The attitude of the slatted deflectors may be varied to transition the present invention from hovering to forward flight, and vice versa. The present invention's lift fans are interconnected by a balanced power distribution system, to insure constant, efficient use of total power and provide symmetrical lift about the aircraft's center of gravity resistibility. In the event of an engine failure, the remaining lift is still properly distributed to maintain symmetrical lift, so as to maintain balance and operational control of the aircraft in the lift mode.