Abstract: The present invention herein is a disc shaped wing comprised two disc segments, an inner disc assembly and an outer disc assembly, that counter-rotate to enable vertical take off and landing. The inner disc assembly has a plurality of flap blades that open to provide lift during take off and landing and close to provide a substantially contiguous surface during horizontal flight. The outer disc assembly has a plurality of lower blades that contain retractable blades. During take off and landing the retractable blades extend to provide added lift and stability. The wing shape and counter-rotation also imparts greater stability and lift for horizontal flight.

Abstract: A variable diameter rotor blade assembly includes a rotor hub with multiple rotor blades each having an outboard blade section telescopically mounted to an inboard blade section. A reeling assembly includes a strap drum that extends and retracts a strap attached to each of the outboard blade sections to selectively change the diameter of the rotor blade assembly. The strap includes a body portion extending toward the drum and a termination portion attached to each of the outboard blade sections. The termination portion is made from a rigid fiber reinforced composite that has a higher rigidity than the body portion. A transition region is formed between the body portion and the termination portion and is made from a flexible matrix-fiber composite that has a higher rigidity than the body portion and a lower rigidity than the rigid fiber reinforced composite.

Abstract: An aircraft comprising a body and a plurality of disks rotatably coupled to the body. The disks may be configured to (i) rotate in the same or different directions, (ii) rotate at similar and/or different speeds, and (iii) provide lift and/or stability to flight of the aircraft.

Abstract: A VTOL-capable tilt-rotor airplane having a single tiltable large-diameter prop-rotor attached to an elongated power pod containing the collective and cyclical pitch mechanism, transmission, and engine. The tiltable power pod is disposed at the airplane's longitudinal axis and is partially buried within the depth of the fuselage and protrudes 3-4 ft (0.915-1.22 m) above the top of the fuselage in the VTOL mode. In the horizontal cruising mode, the power pod perched on top of the fuselage front section with the rotor blades protruding in front of the airplane's nose. A connecting bar is used to connect the power pod to the fuselage, allowing the power pod to travel significantly rearward and forward as required for proper balance as the power pod pivots 90 degrees during transition from VTOL mode to the cruising mode, without the power pod being excessively long and unwieldy.

Abstract: A flaperon operating device having a center pulley and a slider supported on a center shaft. When the center pulley and the slider are rotated about the center shaft, left and right driving pulleys are rotated in the same direction, whereby left and right flaperons are operated in opposite directions to provide aileron functions. When the slider is slid rearwards on the center shaft by an actuator, the left and right driving pulleys are rotated in opposite directions, whereby both the left and right flaperons are lowered to provide flap functions. If the left and right flaperons are lifted or lowered by a very small angle in the same phase by the actuator, boundary layers on main wings can be controlled to reduce the drag.

Abstract: A fixed wing rotorcraft uses differential thrust between wing mounted propellers to provide counter torque when the rotor is being powered by a power source. The rotorcraft is comprised of a fuselage to which fixed wings are attached. A rotor is attached on an upper side of the fuselage and provides lift at low speeds while the wings provide a majority of the lift at high speeds. When at high speeds the rotor may be slowed to reduce advancing tip speed and retreating blade stall. Forward thrust and counter torque is provided by propellers mounted on either side of the fuselage or even on the wings.

Abstract: The present invention relates to a system for the transformation of a traditional self-sustained horizontal take-off and landing aircraft into hybrid, integrated, self-sustained vertical take-off and landing and horizontal flight comprising, besides the propulsion system already provided in the aircraft, a hydraulic propulsion system, activating at least a blade rotor (1), to be used during the vertical take-off and landing and transition phases, said hydraulic system being powered by the engines of the aircraft, and at least an auxiliary engine (2), provided in a rear position and/or under the aircraft, said at least an auxiliary engine being progressively tiltable and swingable between two limit positions, respectively vertical position and horizontal position, said standard propulsion means of the aircraft being deactivated during the vertical take-off and landing and the transition and activated during the self-sustained horizontal flight, and said at least an auxiliary engine and said at least one auxili

Abstract: A system and method of automatically setting a flat rate engine power setting of an aircraft determines the weight of loaded cargo containers to determine the total gross weight of the aircraft prior to take-off, determines, from the total gross weight, the required flat rate engine power for the aircraft, such as by inputting the stored value into a look-up table, and automatically sets the flat rate setting of the aircraft's engines to correspond to the determined required engine power, prior to take-off, by sending the obtained required flat rate engine power as a command signal to an engine control system.

Abstract: The invention is related to air flight vehicles, such as vertical take-off and landing (VTOL) airplanes, helicopters and covercraft. The goal of this invention is to create an air rotor designed so that while after vertical take off or cover regime, one can be stopped, fixed in a specific position and hidden into the fuselage (gondola) thus eliminating of air resistance when the rotor is not in working state. On landing this rotor can be extended out, brought into rotation and used for creation of lift force and vertical landing. The indicated goal is achieved by means of the rotor made as single blade (uniblade). The author solved the problem of force and moment balance of single blade. The center of gravity of the counterweight is located below the horizontal plane, and the blade has the horizontal sway axle, that crosses the vertical rotor rotation axis. The author offer this rotor on single axis, on co-axis, and on different exiles.

Abstract: A method for reducing a nose-up pitching moment in an unmanned aerial vehicle during forward flight. The unmanned aerial vehicle includes counter-rotating rotor assemblies that are mounted within a duct. Each rotor assembly includes a plurality of rotor blades. The method involves adjusting the rotor blades to have substantially zero pitch. Then rotating the rotor assemblies to produce a virtual plane across the duct. The virtual plane is operative for substantially deflecting air passing over the fuselage away from the duct. In one embodiment of the invention, the method involves the further step of obstructing at least a portion of the bottom of the duct to inhibit air that is flowing across the bottom of the duct from passing into the duct.

Abstract: Once the rotor of a rotary-wing aircraft is held stationary in an indicated position, the method comprises steps consisting in placing the collective pitch control stick in a first predefined position corresponding to a first inclination of the blades about their longitudinal axes, in placing the cyclic pitch control stick in a second predefined position corresponding to a nose-up position of the rotary-wing aircraft, in modifying the length of the control system to cause the inclination of the blades about their longitudinal axes to go to a second value that is different from said first inclination value, in holding a rotary swashplate stationary by placing at least three locking connection rods between the rotary swashplate and a member integral in terms of rotation with a rotor mast, and in folding the blades by rotating each of them about a corresponding coupling pin for coupling it to a coupling member for coupling the blade to a rotor hub.

Abstract: A helicopter aircraft with an upper hollow center circular plenum in gaseous communication with a plurality of hollow hinged attached rotor blades. Below the plenum and in gaseous communication with it are two fan jet engines whose gaseous output can be inputted to the plenum and their attached hollow rotor blades through a operator controlled valve system. This same valve system can be adjusted to completely or partially by-pass the plenum and discharge the jet engines' gas to a common rear rudder located on the aircraft's to provide directional control to the aircraft when in flight. The plenum is shaped lenticular in cross section similar to an airplane wing to provide a lifting body when the helicopter is in forward flight.

Abstract: Rotor blade stowing system for stowing rotor blades that conserves storage space without adding significant weight or cost to the aircraft. The system includes a rotary actuator disposed on a blade grip member. A rotor blade is pivotally connected to the blade grip member. The rotary actuator is operably coupled to a blade pivoting cam and a locking cam. The system includes a cam follower linkage which has a first end which includes a blade pivoting cam follower and a locking cam follower and a second end. The blade pivoting cam follower follows the blade pivoting cam. The locking cam follower follows the locking cam. The second end of the cam follower linkage is coupled to the blade grip member. The system includes a shaft rotatably coupled to the blade grip member, a locking linkage bell crank operably coupled to the shaft, a delay cam coupled to the blade grip member, and a locking linkage idler operably coupled to the locking linkage bell crank.

Abstract: An aircraft structured particularly, as a whole to improve its capacity for accelerating by the means of transforming stored motion of mass into translocational motion of the aircraft; the aircraft is structured particularly, as a whole, to improve its capacities for storing motion of mass and for transforming stored motion of mass into translocational motion of itself; motion preferrably in stored as orbital motion of the aircraft's parts; the stored orbital motion preferrably is transformed by aerodynamic action into translocational motion of the aircraft; the means for storing orbital motion preferrably consists of a rotor, within the periphery of which are situated the aircraft's sustaining, propelling, motion transformation, fuel containment, and landing means; situated within said appended to a generally nonrotating fuselage are, respectively, a pilot area and a means for controlling the source of translocational flight; the preferred motion transforming means comprises a plurality of rotor blades, each

Abstract: A propeller for fluid propulsion comprises a pair of substantially rigid blades which rotate about their longest dimension in opposite directions, the blades each being oppositely helically twisted along the longest blade dimension and positioned together in synchronously opposite, rotatable condition, with the rotating blades passing by each other in closely spaced relation substantially without physical contact. The blades occupy a tubular housing enclosing the rotating blades in closely-spaced relation between the housing and blades. Further sealing is provided by each blade side carrying a hemicylindrical wall with a concave side facing outwardly, each hemicylindrical wall being helically twisted in a manner identical to the helical twist of the blade. The hemicylindrical walls have a cross-sectional diameter that permits, upon blade rotation, an edge of the other blade to sweep across the concave side of each hemicylindrical wall in closely spaced relation for sealing purposes.

Abstract: A dual-mode high speed rotorcraft is disclosed which combines the efficiency of a helicopter with the high-speed capability of a fixed wing aircraft. The rotorcraft includes a rotor for propulsion during low-speed flight and hover, which is stopped and locked to function as a fixed wing during a high-speed flight. Also included are a canard and a high-lift tail, which together function to provide substantially all of the lift for the rotorcraft during the transition between low and high-speed flight, so that the rotor may be unloaded while starting and stopping.

Abstract: A lift generating method and apparatus for aircraft is provided which generates lift in forward flight, in vertical flight or while hovering. A disk (24) is positioned between first and second counterrotating blade assemblies (22 and 36). The disk (24) generates lift in vertical flight or while hovering due to radial flow of air over an upper surface (28) thereof. In forward flight, the disk (24) functions as a fixed wing to generate lift. The assemblies (22 and 36) may be rotated to provide equal and opposite torques so that a torque compensating tail rotor is unnecessary.

Abstract: An elongate helicopter body including an orthogonally mounted rotatable and pivotally positionable rotor shaft fixedly mounting a solid, annular, convex blade member defined by a parabolic convex curve and terminating in an annular rim, wherein the rim is aligned generally orthogonal to the rotor shaft. Propulsion is provided by an enclosed CO2 cartridge, or alternatively a propulsion propeller in alignment with the body of the helicopter. Modifications of the instant invention include a lift propeller mounted underlying or overlying the solid blade and is of a generally equal diameter to that defined by the blade.

Abstract: A compound helicopter includes a main sustaining rotor for hover and low speed flight, a propeller for providing propulsion in high speed flight and an engine. Engine output power is controlled so as to ensure efficient use of available power in both modes of operation. A preferred form of control includes a variable area exhaust nozzle from a gas turbine engine which has the advantage also in providing an augmenting jet thrust during high speed flight.

Abstract: A blade pitch control system for a rotary wing aircraft which incorporates a mast and rotor which is pivotally adapted for movement of the mast between a generally horizontal stored position and a vertical position for operation in a helicopter mode. The pitch control system incorporates a motion amplification mechanism such as a star gear arrangement connected to the pitch horn to amplify control motions which are transmitted to the pitch horns through a push-pull control tube generally parallel to the folding axis of the rotor blade. In another embodiment, the push-pull tube inputs parallel to the mast axis. A locking mechanism retains the blades so pitch changes cannot be made during a predetermined portion of the blade coning cycle.

Abstract: An aircraft of any type supported by a rotor and having an auxiliary tail is provided with means that allows, at the moment of take-off, at least part of its tail to take an inclined position in relation to the position of flight. The invention is particularly applicable to autogyros.

Abstract: This helicopter invention uniquely has no anti-torque tail rotor. The tail propeller is used only for forward thrust during the airplane mode of flight and during the transition from vertical helicopter flight to forward airplane mode of flight, when the helicopter rotor may be feathered in a no-lift attitude.The anti-torque balancing forces during the hovering mode are developed by the differentially controlled aileron forces when the wings are aligned vertically with the vertically downward airflow from the helicopter rotor.There is also a vertically moveable horizontal airfoil on the tail cone, or tail boom, with controllable means which can provide anti-torque reaction forces during the helicopter hovering mode from the lifting rotor down flow air.An angular moveable tail fin assembly and rudder are provided to improve transition from VTOL hovering flight to horizontal airplane flight.

Abstract: In a vehicle or device a fluid motor is employed to drive rotary members, such as wheels, propellers, tracks. The motor is provided with an arrangement which includes a control means and an axially moveable member. By utilizing the control means, for example, by a flow of fluid, the axially moveable member is used to apply an action, which is not common to the usual operation of fluid motors. The arrangement may be used to arrest the rotor of the motor from rotation when no pressure is in the driving fluid line. It may also be used to control the pitch of propellers with variable pitch arrangements. Also possible is to use the arrangement to automatically obtain an auto-rotation of rotor blades on vertical axes of vertically take off and landing vehicles, when the pressure in the fluid line to the motors for driving the motors drops below a predetermined minimum of pressure.The speciality of the preferred embodiment which is shown in FIGS.

Abstract: A gas turbine engine for a compound helicopter comprises a core gas generator, an upstream fan, and a power turbine. Bypass air is selectively directable to either augmentor wings, or to a second power turbine which is mechanically coupled to the first power turbine.

Abstract: An aircraft having vertical take-off and landing capability including a nozzle-shaped fuselage housing a power-generating mechanism, a propulsion-developing mechanism at the rear end, and laterally-extending wings located forwardly of the rear end. Each wing includes an aerodynamically composite airfoil having a lower surface possessing a camber curvature. A propeller is provided at the free end of each wing for rotation in a plane parallel to the plane of the wing. The lower surface of each wing includes a thrust flap which may be moved between a first position in which the flap coincides with the camber curvature of the wing lower surface and the propeller provides primarily lift, and a second position in which the flap projects below the camber curvature of the wing lower surface to cooperate with the propeller to compress the flow of air therebetween thereby generating thrust useful for propelling the aircraft in a forward direction.

Abstract: A helicopter has two engines adapted to drive a main sustaining rotor and a plurality of auxiliary propulsion means through a transmission system that is selectively operable to vary the relative speeds of rotation of the sustaining rotor and the auxiliary propulsion means depending upon operating conditions.

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: The basic characteristics of an airplane and of a helicopter are combined into one flying craft: a HELIPLANE. This aircraft can fly forward like an airplane and hover like a helicopter. In the hovering mode, the craft lifting force is generated by gyrating blades and the craft control forces and moments are provided by a tail end propeller. In the forward flying mode, the craft lifting forces are generated by two wings and the gyrating blades. The propeller alone provides the forward propulsive thrust. The operations of the gyrating blades, of the craft control surfaces and of the power plant are all integrated, monitored and controlled to coordinate such operations during hovering, forward flight and any transition phase between hovering and forward flight. The gyrating blades never generate any forward propulsive thrust. The cyclic pitch motion of the gyrating blades needed to accommodate the craft forward flight velocity is induced by this forward velocity.

Abstract: A helicopter having the usual tiltable, vertical thrust and lift producing rotor, a separate forward thrust producing propeller as well as provisions for yaw control and compensation is improved in that the propeller is constructed as unshrouded propulsion device. A pair of flow deflecting rudders is arranged downstream from the propeller and symmetrically to both sides of the craft; a frame on the tail portion of the craft includes vertical shafts for pivotally mounting the rudders. A T shaped support structure in the frame includes regular elevational, horizontally extending stabilizer fins and carrier arms. An elevator is arranged upstream from the propeller and from one of the elevational stabilizer fins. The elevator reaches laterally beyond and longitudinally alongside the one fin or beyond a circle provided by the propeller.

Abstract: The present invention provides a single seat aircraft having the capabilities of vertical takeoff, landing and hovering operations utilizing the X-Wing as a conventional helicopter rotating wing. After transition to forward flight following takeoff, the rotating wing is stopped and becomes a fixed wing of "X" configuration. The aircraft utilizes two engines within the fuselage, one engine being positioned vertically above the other along the longitudinal axis of the aircraft, the particular arrangement of engines allowing aircraft size and weight to be substantially reduced.

Abstract: A compound helicopter shown in FIG. 1 of the drawings has wings 12 in addition to a helicopter rotor 14 and has twin powerplants 16 each including a low pressure compressor 18, a core engine 20, a power turbine 22 driven by the core engine and connected through a gearbox 32 to drive the helicopter rotor, and a variable area final, propulsion nozzle 24 which receives the exhaust from the power turbine. Augmentor wing flaps 28 are provided on the wings and fed with air from the low pressure compressor for providing additional lift and thrust from the wings. In operation, at take-off the nozzles 24 are fully opened and all of the power produced by the power turbines 22 is used in driving the helicopter rotor for producing lift. In addition, the augmentor wing flaps 28 are directed downwardly to provide lift. For forward flight the nozzles 24 are closed down, reducing the power to the rotor and slowing it down, while at the same time generating forward thrust.

Abstract: A compound helicopter shown in FIG. 1 of the drawings has wings 12 in addition to a helicopter rotor 14 and has twin powerplants 16 each including a low pressure compressor 18, a gas generator 20, a power turbine 22 driven by the gas generator and connected through a gearbox 32 to drive the helicopter rotor, and a variable area final propulsion nozzle 24 which receives the exhaust from the power turbine. Augmentor wing flaps 28 are provided on the wings and fed with air from the low pressure compressor for providing additional lift and thrust from the wings. The flaps 28 are pivotally mounted on the trailing edge of the wing and are movable to a position where the trailing edges of the flaps 28 obturate the flow through the gap between the flaps 28. In this position the flaps provide a means of decelerating the forward speed of the aircraft.

Abstract: A high wing, twin jet gyrodyne having air jet reaction, contrarotating rotors powered with bypass air from twin turbofan engines. Tail pipes from the turbofan engines are disposed parallel to and at opposite sides of a longitudinal duct for discharging bypass air rearwardly. Control valve means can control supply of bypass air selectively to the hollow rotor mast for driving the rotors and to the longitudinal air discharge duct. The aft portions of the tail pipes and of the air discharge duct are connected by a horizontal stabilizer and rudders are located in the slipstream discharged from the tail pipes and the air discharge duct. The wings have drop tip sections providing flotation outriggers in their downwardly projecting positions.

Abstract: A helicopter tail rotor (14) is provided with a thrust ring. The thrust ring comprises an annular airfoil (16) having a circular opening which is aligned coaxially with the rotor (14). The plane of the airfoil (16) is essentially parallel to the plane of the rotor (14) but slightly offset downstream from the rotor (14). The cross section of the airfoil (16) can have a wide variety of configurations including flat and cambered. The tip vortices (30) produced by the rotor (14) are captured near the downstream surface of the airfoil (16) to produce a circulating airflow (32) that draws air from the upstream region of the airfoil (16) through the opening therein. The aerodynamic action of the airfoil (16) widens the wake diameter of the wash from rotor (14), increases rotor (14) thrust efficiency, reduces the noise level of rotor (14), enhances transverse stability and lowers the vibration level experienced by helicopter (10). The airfoil (16) further serves as a guard to protect the rotor (14).

Abstract: A flexible helicopter rotor includes a vertical rotor axle, a mechanism for rotating the vertical rotor axle in a first rotational direction, and a plurality of segmented flexible airfoils secured to and extending radially from the vertical rotor axle, each segment of each airfoil forming a billowing, canopy-shaped surface as the vertical rotor axle is rotated. Each airfoil includes a cross spar extending radially from the vertical rotor axle and in turn supporting first and second leading edge spars and first and second keel spars. The forward ends of the leading edge spars and keel spars are joined to form an apex of the airfoil at a point ahead of the cross spar. A flexible membrane is secured to the first and second leading edge spars and to the first and second keel spars and is divided thereby to form the segmented flexible airfoil.

Abstract: This invention pertains to helicopter airborne load systems and composite aircraft configurations. The composite aircraft configurations are designed to allow a fixed wing aircraft to take off and land either vertically or in a short ground run when assisted by a rotary winged aircraft such as a helicopter, and includes a maneuverable probe system used to attach two aircraft to form a composite aircraft configuration, the fixed wing aircraft embodying the use of a receptacle or attachment device cooperative with the maneuverable probe to effect the uniting of the aircraft. The helicopter systems airborne includes the use of the probe to cooperate with special external pods capable of carrying loads, fuel and instrumented devices.

Abstract: An aircraft having a wing provided with a semicircular recess in its trailing edge. A powered rotor rotatable about the axis of the recess and having blades whose tips extend close to the semicircular edge below the upper surface of the wing. The rotor produces direct upward thrust on the aircraft and also creates low pressure over the wing and higher pressure below the wing to augment the direct upward thrust of the rotor. Centrifugally moving air impinges on the edge surface of the recess to produce forward thrust. .Iadd.