CA1333901C - Separable cylindrical wing aircraft - Google Patents
Separable cylindrical wing aircraftInfo
- Publication number
- CA1333901C CA1333901C CA 506753 CA506753A CA1333901C CA 1333901 C CA1333901 C CA 1333901C CA 506753 CA506753 CA 506753 CA 506753 A CA506753 A CA 506753A CA 1333901 C CA1333901 C CA 1333901C
- Authority
- CA
- Canada
- Prior art keywords
- fuselage
- aircraft
- wing
- airfoils
- cylindrical
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
Links
- 238000000926 separation method Methods 0.000 claims abstract description 25
- 241000272517 Anseriformes Species 0.000 claims description 13
- 230000035939 shock Effects 0.000 claims description 9
- 230000033001 locomotion Effects 0.000 claims description 8
- 238000010276 construction Methods 0.000 claims description 5
- 230000003247 decreasing effect Effects 0.000 claims description 3
- 230000007246 mechanism Effects 0.000 claims 4
- 238000005096 rolling process Methods 0.000 claims 4
- 229910003460 diamond Inorganic materials 0.000 abstract description 6
- 239000010432 diamond Substances 0.000 abstract description 6
- 238000011084 recovery Methods 0.000 description 8
- 230000000712 assembly Effects 0.000 description 4
- 238000000429 assembly Methods 0.000 description 4
- 230000000694 effects Effects 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 230000000087 stabilizing effect Effects 0.000 description 2
- 235000015842 Hesperis Nutrition 0.000 description 1
- 235000012633 Iberis amara Nutrition 0.000 description 1
- ATJFFYVFTNAWJD-UHFFFAOYSA-N Tin Chemical compound [Sn] ATJFFYVFTNAWJD-UHFFFAOYSA-N 0.000 description 1
- 239000002775 capsule Substances 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 239000012530 fluid Substances 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 230000021715 photosynthesis, light harvesting Effects 0.000 description 1
- 230000001681 protective effect Effects 0.000 description 1
- 238000009877 rendering Methods 0.000 description 1
- 238000009987 spinning Methods 0.000 description 1
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D25/00—Emergency apparatus or devices, not otherwise provided for
- B64D25/08—Ejecting or escaping means
- B64D25/12—Ejectable capsules
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C39/00—Aircraft not otherwise provided for
- B64C39/06—Aircraft not otherwise provided for having disc- or ring-shaped wings
- B64C39/068—Aircraft not otherwise provided for having disc- or ring-shaped wings having multiple wings joined at the tips
Landscapes
- Engineering & Computer Science (AREA)
- Aviation & Aerospace Engineering (AREA)
- Business, Economics & Management (AREA)
- Emergency Management (AREA)
- Aerodynamic Tests, Hydrodynamic Tests, Wind Tunnels, And Water Tanks (AREA)
- Toys (AREA)
Abstract
An aircraft comprising a fuselage and a vertical fin; a first set of airfoils having the form of a cylindrical wing extending outwardly and for-wardly from the said tail fin; a second set of airfoils in the form of wings extending outwardly and backwardly from a frontal section of the fuselage at a lower elevation than the first set of airfoils; and a third set of airfoils extending outwardly and backwardly from a frontal section of the fuselage at a lower elevation than the first set of airfoils and at a higher elevation than the second set of airfoils. The second and third sets of wings extend outwardly and connect at their tips with the first set of wings by means of streamlined surfaces in order to minimize induced air drag. The first and second pairs of wings along with the fuselage present a double triangle or diamond shape in the top plan view and a partial circular shape in the front elevational view.
The third pair of wings presents similar shapes with respect to the first airfoils and fuselage in the top plan and front elevational views. Additionally, a unique wing structure is disclosed for the cylindrical wing where the upper and lower cambers vary along the span of the wing to enhance lift and vertical stability such that the cylindrical wing acts as a lifting as well as a directional component. Finally, a unique separation process of the fuselage and wing structures affords a safe and un-powered descent of the aircraft components in the event of an aborted flight.
The third pair of wings presents similar shapes with respect to the first airfoils and fuselage in the top plan and front elevational views. Additionally, a unique wing structure is disclosed for the cylindrical wing where the upper and lower cambers vary along the span of the wing to enhance lift and vertical stability such that the cylindrical wing acts as a lifting as well as a directional component. Finally, a unique separation process of the fuselage and wing structures affords a safe and un-powered descent of the aircraft components in the event of an aborted flight.
Description
- 1 333qOl DESCRlPrION
This invention relates generally to novel and advantageous improve-ments in joined wing aircraft, and more particularly, to aircraft of the type stated which utilize a series of airfoil structures including a variable airfoil cylindrical wing joined by other members which all act together to improve the aerodynamical stability of the aircraft, and the whole wing assembly once being detached from the fuselage, affords an unprecedented means of recuperating the separated components in the event of an aborted flight.
Following is a brief description of the prior art, firstly in U.S. Patent No. 4,365,773 to Wolkovitch which discloses an aircraft which employs a pair of first wings extending outwardly and forwardly from the vertical fin and a pair of second wings extending outwardly and backwardly from the t`orward portion of the fuselage at a lower elevation than the first airfoils.
The pairs of wings along with the fuselage present a double triangle or diamond shape in both front elevational view and top plan view. Wolkovitch also incorporates winglets structurally connecting the wing tips of the corresponding first wings and second wings, said winglets having airfoil surt`aces extending vertically substantially beyond the tip ends of the first and second wings. Wolkovitch also discloses a wing structure where the average thickness varies along the chord of the wing. Wolkovitch further discloses a plurarity of tail fins known as twin tail fins to which are connected a series of flat wings. However, in the Wolkovitch patent, as disclosed, the front elevational view cannot produce a partial circular shape unless infinitesimally small first pairs of flat wings are connected to infinite numbers of second pairs of dihedral wings, thus rendering his concept of no apparent advantages due to the numerous joints and wings causing h-lel~l~nce drag.
Furthermore, Wolkovich's wing design does not propose a variable ,.~.
~ 333~0 1 airfoil wing where the upper and lower camber, thus the average thickness, varies along the span of the wing such that the upper portion of the cylindrical wing acts for lift, and the lower portion of the wing acts as a winglet for lateral stability, as will be disclosed further in this description.
Canadian Patent No. 380,491 to Keough discloses a safety landing device for aircraft, comprising a housing adapted to an aircraft, containing a parachute, securing means, weights, cables, and manually controlled means for deploying the parachute. This apparatus and like components common in parachute and recovery systems form no part of this invention. Moreover, Keough makes no mention of a separable fuselage at or near the wing assemblies.
Canadian Patent 791,550 to Wiant discloses a recovery package for retrieving a special purpose test capsule deployed from a rocket-powered carrier vehicle at high altitude, numerically in the 300,000 to 400,000 feet range. Wiant's patent refers to spacecraft, and not aircraft which are incapable of such altitudes, and similarly to Keough, Wiant does not disclose a separable aircraft fuselage. The parachute deploying apparatus and like components common in parachute and recovery systems form no part of this invention.
U.S. Patent 3,881,671 to Bouchnik teaches means for safely lowering a joined fuselage section by means of a parachute, the fuselage section also having manoeuverable airfoils. However, Bouchnik's invention provides for auxiliary pivotable wings which are deployed after the cabin separation occurs, said auxiliary wings in the deployed position being pivoted forwardly and providing an increased glider wing surface. Further, Bouchnik claims the use of a parachute system is to stabilize the detachable cabin section once severed from the fuselage. Also, Bouchnik describes the use of a rocket in the detachable cabin section to provide power for reclimbing. Bouchnik does -not imply, nor can it be suggested from his disclosure, that the cabin section of his aircraft, once detached from the fuselage, has the capacity of non-assisted free-flight of reclimbing with the aid of stationary fixed wings located at the front of the cabin, or fuselage, and deployment of a parachute at near-zero vertical speed, such that the detached portion of the aircraft descends in an upright position. Bouchnik's claims are for a gliding or a longitudinal descent only.
U.S. Patent 2,941,764 to Lee discloses an aircraft comprising a fuselage having a rear and front section capable of being detached from said rear section in an emergency, said front section being equipped with flaps for stability which are deployed upon dislocation. Lee's flaps have no function in the aircraft's manoeuverability in normal flight. Further, Lee discloses the aid of rockets actuated with said flaps to compensate for the initial pitch and roll motions to prevent tumbling. The present invention discloses frontal fixed-wings, in the form of canards, which act for manoeuverability in normal flight, and upon a fuselage separation, said canards act non-assisted for the pitch and roll motion controls of the severed frontal portion of the fuselage.
This is not held to be obvious trom Lee's disclosure.
The inadequacies of the prior art have been resolved by the present invention which provides for an aircraft comprising a fuselage; a first cylindrical airfoil connected to a vertical tail fin and eYtending outwardly and convexly therefrom; a second and optional third airfoi] connected at a forward portion of the fuselage and at a lower elevation than the first cylindrical airfoil and f~xtending outwardly from the fuselage, the third airfoil located at a higher elevation on the fuselage than the second airtoil, the first airt`oil extending forwardly and second and third airfoils extending rearwardly, the second airfoil connecting the t`irst airt`oil at a lower elevation than the third airfoil connecting the first airfoil.
A variation of the invention further includes a separation compartment in the fuselage located at or near the front of the wing assemblies, an additional fourth set of wings, or canards, located ahead of the separation compartment, said separation co-~pa~llllell~ providing for a dislocation of the fuselage from the wing assemblies in the event of an aborted flight for a slow descent of the separated components by means of parachute deploying apparatus common to both separated components, the parachute deploying apparatus and like components common in parachute and recovery systems forming no part of this invention. The purpose of the canards are to right the nose of the fuselage up to a stall point, and to prevent a rotating motion of the fuselage. Ordinary manoeuvering capabilities of the whole aircraft in normal flight are held to be evident for the canards.
Still another part of the present invention is a wing construction for an aircraft comprising a cylindrical wing member having an airfoil surface, a leading edge and a trailing edge, and variable outer and inner cambers.
Cross-sectionning along the span of the cylindrical wing member, beginning at the vertical t;n connection, the outer camber being positive (convex) and the inner camber being negative (concave) for maximum lit`t, and continuing along the cylindrlcal wing span the outer camber becoming slighter in convexity and the inner camber nearing zero (flat) at or near the circular wing's 45 degree point as viewed from the front elevational view and, still continuing along the cylindrical wing span, the outer camber still becoming slighter in convexity whilst the inner camber increases from zero or flat camber to positive (convex) camber until both outer and inner cambers become equal at or near the second wing's connection if the said second wing has zero degree in dihedral angle, or at the circular wing's 90 degree point as viewed from the front elevational view, the circular wing at this point serving the same purpose as a winglet t`or lateral stability. Allowing the lower second airfoils to have a negative dihedral angle, and still continuing along the span of the cylindrical wing in a similar fashion, the outer camber still decreasing in convexity and nearing to zero or flat camber whilst the inner camber increases in convexity up to a point at or near the circular wing's 135 degree locality as viewed from the front elevational view. Still continuing along the circular wing's span in a similar fashion, the outer camber becoming negative (concave) and the inner camber becoming larger in convexity for m;lximum lift. If the circular wing would be unfurled into a flat wing, the cylindrical wing's outer and inner cambers being analogous to a flat wing's top and bottom cambers respectfully, it can be shown that the conventional flat wing's top camber would vary from positive (convex) camber at its origin to negative (concave) camber at its tip and, similarly its bottom camber would vary from negative (concave) camber at its origin to positive (convex) camber at the flat wing's tip. Such a flat wing configuration is not practical in conventional aircrafts and the variable airfoil concept presented forth can only be applicable to a circular, cylindrical or elliptical wing design.
It is an overall aim of the present invention to provide a joined wing aircraft having an improved strength to weight ratio, relatively superior stiffness, and minimal aerodynamic drag.
It is also an aspect of this invention to provide a joined wing aircraft with an improved wing structure containing a cylindrical wing member which possesses unequaied lifting and directional capacities, as well as circum-ferentially distributed out-ot:plane loads onto said cylindrical wing.
Yet another object of the present invention is to procure a joined wing aircraft having superior characteristics whilst being marginally inexpensive to manufacture.
Still another aim of the present invention is to provide a joined wing aircraft having a separable wing assembly from the fuselage as a safety measure for recuperating separated components by means of parachutes common in parachute recovery systems.
Another aspect of the present invention is to provide a joined wing aircraft having a separable wing assembly from the fuselage as a means of storage.
Other objects and advantages of the present invention may present themselves from the following description when considered with the accom-panying drawings, in which:
Fgure 1 is a top plan view of a joined wing aircraft with a cylindrical wing;
Figure 2 is a side elevational view partly in section of the aircraft of Fg. l;
Figure 3 is a t`ront elevational view of the joined wing aircraft of Figs. 1 and 2;
Figure 4 is a t`ront perspective view of the aircraft of Fgs. 1-3;
Fgure 5 is a rear perspective view of the aircraft of Figs. 1-4;
Figure 6 is a sequential diagram of the sat`ety features of this embodiment;
Figure 7 is an elevational sectional view of Line III-III of Fg. 1, illustrating a joined wing aircraft fuselage's release mech:~ni.~m.~;
Figure 8 is a graphical representation illustrating an analysis of the lift capacities of individual wings of a cylindrical joined wing aircraft;
Fgure 9 is a t`ragmentary front elevational view of a cylindrical wing;
Figure 10-a is a sectional view of Lines a-a, b-b, c-c, and d-d of Figure 9, if maximum lift is desired;
Figure 10-b is a sectional view of Lines a-a, b-b, c-c, and d-d of Fgure 9, if maximum speed is desired;
Fgure 11-a is a diagrammatic front plan view illustrating an analysis of the lifting and directional components acting upon the cylindrical wing;
Fgures 11-b and 11-c are graphical representations of the lift and directional components, respectively, illustrated in Fgure 11-a;
Flgure 12 is a top plan view of a variation of a joined wing aircraft with a cylindrical wing configuration, comprising the first cylindrical airfoil connected to the tail fin, and a second set of flat wings extending from the tips of the first wing connected forward to the fuselage;
Figure 13 is a front elevational view of the aircraft of Fig. 12.
Referring now in more detail and by reference characters to the drawings which designate identical or corresponding practical embodiments of the invention throughout the several views, Fig. 1 illustrates a joined wing aircraft having a fuselage 10, into which are arranged the passenger compartment 11 and the cockpit 12 in the frontal section of the fuselage, a cargo hold 14 in the rearward end of the fuselage, and a protective "airspace"
15, or separation compartment, separating the passenger compartment and the cargo hold. Also connected at the rearward end of the fuselage is an upwardly extended tail fin 21.
The joined wing aircraft illustrated is provided with a cylindrical wing assembly 20 which comprises of two or more distinct sets of airfoils at the rearward end of the fuselage, prior to the airspace 15 located forwardly of the wing assembly 20. A first cylindrical airfoil 24 is structurally affixed to the uppermost portion of the tail fin 21. This wing 24 extends radially or convexly downward and forward to the fuselage therefrom. The obvious difference and unique advantages of this cylindrical wing over conventional flat wings will be disclosed further in this specification.
At or near the tip of the cylindrical wing is structurally aMxed a second pair of lower wings 23, extending forwardly and inwardly to the fuselage, structurally connecting the fuselage ~ ald of the separation compartment 15, at a lower elevation to the connection of said cylindrical wing and rear vertical fin.
It can be observed that these lower wings and circular wing, along with the fuselage, present a circular shape in the front elevational view as illustrated in Flgure 3, and a diamond or double triangle shape in the top plan view as illustrated in Figure 1.
At an intermediate point along the span of the cylindrical wing 24, between the rear vertical tin junction to the cylindrical wing 24, and the cylindrical wing tips connection to the second pair of lower flat wings 23, there may also be a third set of flat wings 22 connecting the cylindrical wing 24, said third set of wings 22 extending forwardly and inwardly to the fuselage from the cylindrical wing junction, structurally connecting the fuselage rearward of the separation compartment 15, at an upper location on said fuselage than the second set of lower flat wings 23.
It can also be observed that these upper third set of flat wings and the cylindrical wing, along with the fuselage, present a circular shape in the front elevational view as illustrated in Figure 3, and a double triangle or diamond shape in the top plan view as shown if Flgure 1.
The connections of the individual wing tips to each other may be by means of streamlined surfaces: whether they be structurally rigid junctions, as that for the first cylindrical airfoil 24 to the tail fin 21; engine housings 26, as that for the third set of flat wings 22 connecting the cylindrical wing 24.
It should be held obvious that variations thereof may exist, such as wheel fairings at the junction of the cylindrical wing 24 and the lower second set of flat wings 23. Water floats and engine housings may comprise yet another variation of streamlined surfaces at this last junction.
At the forward-most section of the aircraft may be located a pair of ~ 333901 canards 25, as viewed in Fgures 1 to 6.
On each of the individual wing structures, there may be located on the trailing edges of the airfoils hinged or pivoted surfaces. Ailerons 27 or like components common in aircraft lift and manoeuvering capacities may be located on the second set of lower flat wings 23, upper set of flat wings 22, and front set of canards 25. Additionally, rudders 28 or like components common in controlling or stabilizing the position of an aircraft about its vertical axis may be located on the vertical tail fin 21 and at a mid-position on the cylindrical airfoil 24.
Referring now to Figure 2 and cross-sectionning along the fuselage 10, the wall 30 between the passenger compartment 11 and the separation compartment 15, and that between the separation compartment 15 and the cargo hold 14, have an absorbant capacity or property common to shock attenuation devices in aircraft design.
Referring also to Fgure 6-a to 6-e which shows a sequential illustration of the safety benefits as well as the novelty to the application of the separation compartment 15 to conventional joined wing configurations, only in such a case as a certain aircraft is fitted with a joined wing rearward of the separation chamber 15 and a set of canards 25 forward of said separation compartment.
Strategically located release-type mech~nicms 31, of the type common to aerospace separation devices, as shown in Figures 2 and 7, manually or automatically activated, would separate the fuselage 10 from the rear wing assembly 20 in an emergency while the aircraft is in flight, causing a disjunction 32 of the fuselage 10' from the joined wing assembly 20' rearward of the separation compartment 15.
Upon dislocation 32 or immediately thereafter, a primary parachute 40 is deployed t`rom the rear of the joined wing assembly 20', which then unfolds one or more main parachutes 41, thus decelerating the speed of the severed joined wing assembly 20' and preventing possible collision from the fore section of the fuselage 10'.
While in free flight, manually or automatically controlled manoeuvers are undertaken by the canards 25 to right the nose of the fuselage 10' up to a stall point, and to prevent a rotating or spinning motion of the fuselage.
At, near, or after the vertical stall point, a primary parachute 40 is deployed from the nose cone 16, which then unfolds one or more main parachutes 41, thus providing a slow descent for the fuselage 10', these parachute deploying devices and associated equipment being common mech~ni~m~ in parachute recovery systems.
In the event of the landing site being land, an absorbant wall 30 common in aircraft impact energy dissipation located at the rear of the fuselage 10' would provide a dampening effect.
The cylindrical wing assembly 20', or any other joined wing assembly, with the engines 26 de-activated, could be brought down safely in a similar fashion using one or more parachutes 41 common in parachute recovery systems. An absorbant wall 30 at the front of the dislocated joined wing assembly 20', could also be incorporated to provide a dampening effect upon impact following the slow descent of the joined wing assembly.
This disjunction of the frontal portion of the fuselage 10' from its rearward portion 20', or joined wing assembly, is also useful for storage purposes.
Flgure 8 illustrates the lift capacities of a test model using conven-tional theories and, following the laws of similarity in fluid dynamics, is applicable to larger scale prototypes.
Figure 9 and Figures 10-a and 10-b illustrate the unique construction of the cylindrical wing, comprising an airfoil surface 50, a leading edge 51, .. .
1 3 ~
a trailing edge 52, a variable outer camber 53, and a variable inner camber 54. As sectionally viewed along Lines a-a through d-d of Figure 9, for maximum lift, the outer camber 53 of the cylindrical wing varies from positive camber at the tail fin junction to negative camber along the radial span of the wing, as represented in Views a-a through d-d of Figure 10-a.
Similarly, as sectionally viewed along Lines a-a through d-d of Figure 9, for maximum lift, the inner camber 54 of the cylindrical wing varies from negative camber at the tail fin junction (View a-a) to positive camber along the radial span of the wing, as represented in Views a-a through d-d of F gure 10-a.
The outer and inner cambers of the cylindrical wing being analogous to the upper and lower cambers of a conventional flat wing, it can be observed that this type of wing structure where the upper and lower cambers vary in such a tashion along the span of the airt`oil would not be practical in a flat wing structure.
Also, as sectionally viewed along Lines a-a through d-d of Figure 9, for maximum speed, the outer camber S3 of the cylindrical wing varies from positive camber at the tail fin junction (View a-a) to no less than zero or flat camber along the radial span of the wing, as represented in Views a-a through d-d of Figure 10-b.
Similarly, as viewed along Lines a-a through d-d of Fgure 9, for maximum speed, the inner camber 54 of the cylindrical wing varies from positive camber at the tail fin junction to no less than zero or flat camber along the radial span of the wing, as shown in Views a-a through d-d of Fgure 10-b. Again, the outer camber 53 and inner camber 54 of the cylindrical wing being analogous to the upper and lower cambers, repectively, of a conventional flat wing, it can be observed that this type of wing structure as represented in Figure 10-b where the upper and lower cambers vary in such a fashion along the span of the airfoil would not be practical on a conventional flat wing structure.
Fgure 11-a typically illustrates a diag,al"",;t~ic front plan view of an analysis of the vectorial forces acting upon the cylindrical wing. Fgure 11-b shows how the lifting components Fy~ represented as the ordinate, varies in magnitude versus the degree or location along the cylindrical wing, repre-sented as the abscissa. F~ure 1 l-c demonstrates how the directional components Fy~ represented as the ordinate, varies in magnitude versus the angle or location along the cylindrical wing, represented as the abscissa. It can be observed that both these components vary in an exponential or almost sinusoidal form. It is clear that such a wing lift profile and directional profile cannot be attained in a conventional flat wing structure.
Fgure 12 illustrates a plan view of a variation of a joined wing aircraft with a cylindrical wing configuration. The joined wing aircraft illustrated is provided with a cylindrical wing assembly 20 which comprises a first cylindrical airfoil 24 structurally aMxed to the uppermost portion of the tail fin 21. This cylindrical wing 24 extends radially or convexly downward and t`orward to the fuselage 10 therefrom.
At or near the tip of the cylindrical wing 24 is structurally affixed by means of a streamlined surface connection 26 a second set of lower wings 23, extending forwardly and inwardly from said connection 26, structurally connecting at a frontal portion of the fuselage 10.
On each of the individual wing structures, there may be located on the trailing edges of the airfoils hinged or pivoted surfaces. Ailerons 27 or like components common in aircraft lifting and manoeuvering capacities may be located on the second set of lower flat wings 23, and the uppermost portion of the cylindrical wing 24. Additionally, rudders 28 or like components common in controlling or stabilizing the position of an aircraft about its vertical axis may be located on the vertical tail fin 21, and at tbe lower portion of the cylindrical wing 24.
It can be observed that these lower flat wings 23 and circular wing 24, along with the fuselage, present a circular shape in the front elevational view as illustrated in Figure 13, and a diamond or double triangle shape in the top plan view as illustrated in Figure 12.
Figure 13 illustrates the front elevational view of a variation of the joined wing aircraft shown in Figure 12. It may be held obvious to those skilled in the art of aircraft construction that variations of Figures 12 & 13 by incorporating more flat wing assemblies would yield multiple diamond or double triangle shapes.
It can be observed from Figures 11-a through 11-c that the force components acting upon the cylindrical wing are of highest magnitude nearest their junctions, and hence produce an improved aerodynamic quality to the joined wing configuration. Stronger structural members at these locations, along with the proportionately distributed forces along the circumference of the wing, minimi7e~ fluttering of said cylindrical wing, and is advantageous over conventional flat wings where the acting forces are equal in magnitude and direction throughout the span of said flat wings.
Thus, it has been described and illustrated a novel and unique cylindrical wing being part of a joined wing assembly for an aircraft, in which the cylindrical wing is joined by members which provide a structural connection and also enhances the aerodynamic capacities of the aircraft, hence fulfilling all the associated objects and advantages sought therefor. There has also been illustrated and described a unique and novel fuselage separation for an aircraft in which the disjoined fore and aft portions of the aircraft thereof are recuperated by means of parachutes common in parachute recovery systems, and which fult`ills all the associated objectives and advantages sought therefor.
It should be understood that any changes, modifications, variations or other applications or uses will become apparent to those skilled in the art upon consideration of this disclosure and its associated drawings, and all such changes, modifications, variations, or any other applications which do not depart from the scope and spirit of the invention are considered to be covered by the invention which is limited only by the accompanying claims.
This invention relates generally to novel and advantageous improve-ments in joined wing aircraft, and more particularly, to aircraft of the type stated which utilize a series of airfoil structures including a variable airfoil cylindrical wing joined by other members which all act together to improve the aerodynamical stability of the aircraft, and the whole wing assembly once being detached from the fuselage, affords an unprecedented means of recuperating the separated components in the event of an aborted flight.
Following is a brief description of the prior art, firstly in U.S. Patent No. 4,365,773 to Wolkovitch which discloses an aircraft which employs a pair of first wings extending outwardly and forwardly from the vertical fin and a pair of second wings extending outwardly and backwardly from the t`orward portion of the fuselage at a lower elevation than the first airfoils.
The pairs of wings along with the fuselage present a double triangle or diamond shape in both front elevational view and top plan view. Wolkovitch also incorporates winglets structurally connecting the wing tips of the corresponding first wings and second wings, said winglets having airfoil surt`aces extending vertically substantially beyond the tip ends of the first and second wings. Wolkovitch also discloses a wing structure where the average thickness varies along the chord of the wing. Wolkovitch further discloses a plurarity of tail fins known as twin tail fins to which are connected a series of flat wings. However, in the Wolkovitch patent, as disclosed, the front elevational view cannot produce a partial circular shape unless infinitesimally small first pairs of flat wings are connected to infinite numbers of second pairs of dihedral wings, thus rendering his concept of no apparent advantages due to the numerous joints and wings causing h-lel~l~nce drag.
Furthermore, Wolkovich's wing design does not propose a variable ,.~.
~ 333~0 1 airfoil wing where the upper and lower camber, thus the average thickness, varies along the span of the wing such that the upper portion of the cylindrical wing acts for lift, and the lower portion of the wing acts as a winglet for lateral stability, as will be disclosed further in this description.
Canadian Patent No. 380,491 to Keough discloses a safety landing device for aircraft, comprising a housing adapted to an aircraft, containing a parachute, securing means, weights, cables, and manually controlled means for deploying the parachute. This apparatus and like components common in parachute and recovery systems form no part of this invention. Moreover, Keough makes no mention of a separable fuselage at or near the wing assemblies.
Canadian Patent 791,550 to Wiant discloses a recovery package for retrieving a special purpose test capsule deployed from a rocket-powered carrier vehicle at high altitude, numerically in the 300,000 to 400,000 feet range. Wiant's patent refers to spacecraft, and not aircraft which are incapable of such altitudes, and similarly to Keough, Wiant does not disclose a separable aircraft fuselage. The parachute deploying apparatus and like components common in parachute and recovery systems form no part of this invention.
U.S. Patent 3,881,671 to Bouchnik teaches means for safely lowering a joined fuselage section by means of a parachute, the fuselage section also having manoeuverable airfoils. However, Bouchnik's invention provides for auxiliary pivotable wings which are deployed after the cabin separation occurs, said auxiliary wings in the deployed position being pivoted forwardly and providing an increased glider wing surface. Further, Bouchnik claims the use of a parachute system is to stabilize the detachable cabin section once severed from the fuselage. Also, Bouchnik describes the use of a rocket in the detachable cabin section to provide power for reclimbing. Bouchnik does -not imply, nor can it be suggested from his disclosure, that the cabin section of his aircraft, once detached from the fuselage, has the capacity of non-assisted free-flight of reclimbing with the aid of stationary fixed wings located at the front of the cabin, or fuselage, and deployment of a parachute at near-zero vertical speed, such that the detached portion of the aircraft descends in an upright position. Bouchnik's claims are for a gliding or a longitudinal descent only.
U.S. Patent 2,941,764 to Lee discloses an aircraft comprising a fuselage having a rear and front section capable of being detached from said rear section in an emergency, said front section being equipped with flaps for stability which are deployed upon dislocation. Lee's flaps have no function in the aircraft's manoeuverability in normal flight. Further, Lee discloses the aid of rockets actuated with said flaps to compensate for the initial pitch and roll motions to prevent tumbling. The present invention discloses frontal fixed-wings, in the form of canards, which act for manoeuverability in normal flight, and upon a fuselage separation, said canards act non-assisted for the pitch and roll motion controls of the severed frontal portion of the fuselage.
This is not held to be obvious trom Lee's disclosure.
The inadequacies of the prior art have been resolved by the present invention which provides for an aircraft comprising a fuselage; a first cylindrical airfoil connected to a vertical tail fin and eYtending outwardly and convexly therefrom; a second and optional third airfoi] connected at a forward portion of the fuselage and at a lower elevation than the first cylindrical airfoil and f~xtending outwardly from the fuselage, the third airfoil located at a higher elevation on the fuselage than the second airtoil, the first airt`oil extending forwardly and second and third airfoils extending rearwardly, the second airfoil connecting the t`irst airt`oil at a lower elevation than the third airfoil connecting the first airfoil.
A variation of the invention further includes a separation compartment in the fuselage located at or near the front of the wing assemblies, an additional fourth set of wings, or canards, located ahead of the separation compartment, said separation co-~pa~llllell~ providing for a dislocation of the fuselage from the wing assemblies in the event of an aborted flight for a slow descent of the separated components by means of parachute deploying apparatus common to both separated components, the parachute deploying apparatus and like components common in parachute and recovery systems forming no part of this invention. The purpose of the canards are to right the nose of the fuselage up to a stall point, and to prevent a rotating motion of the fuselage. Ordinary manoeuvering capabilities of the whole aircraft in normal flight are held to be evident for the canards.
Still another part of the present invention is a wing construction for an aircraft comprising a cylindrical wing member having an airfoil surface, a leading edge and a trailing edge, and variable outer and inner cambers.
Cross-sectionning along the span of the cylindrical wing member, beginning at the vertical t;n connection, the outer camber being positive (convex) and the inner camber being negative (concave) for maximum lit`t, and continuing along the cylindrlcal wing span the outer camber becoming slighter in convexity and the inner camber nearing zero (flat) at or near the circular wing's 45 degree point as viewed from the front elevational view and, still continuing along the cylindrical wing span, the outer camber still becoming slighter in convexity whilst the inner camber increases from zero or flat camber to positive (convex) camber until both outer and inner cambers become equal at or near the second wing's connection if the said second wing has zero degree in dihedral angle, or at the circular wing's 90 degree point as viewed from the front elevational view, the circular wing at this point serving the same purpose as a winglet t`or lateral stability. Allowing the lower second airfoils to have a negative dihedral angle, and still continuing along the span of the cylindrical wing in a similar fashion, the outer camber still decreasing in convexity and nearing to zero or flat camber whilst the inner camber increases in convexity up to a point at or near the circular wing's 135 degree locality as viewed from the front elevational view. Still continuing along the circular wing's span in a similar fashion, the outer camber becoming negative (concave) and the inner camber becoming larger in convexity for m;lximum lift. If the circular wing would be unfurled into a flat wing, the cylindrical wing's outer and inner cambers being analogous to a flat wing's top and bottom cambers respectfully, it can be shown that the conventional flat wing's top camber would vary from positive (convex) camber at its origin to negative (concave) camber at its tip and, similarly its bottom camber would vary from negative (concave) camber at its origin to positive (convex) camber at the flat wing's tip. Such a flat wing configuration is not practical in conventional aircrafts and the variable airfoil concept presented forth can only be applicable to a circular, cylindrical or elliptical wing design.
It is an overall aim of the present invention to provide a joined wing aircraft having an improved strength to weight ratio, relatively superior stiffness, and minimal aerodynamic drag.
It is also an aspect of this invention to provide a joined wing aircraft with an improved wing structure containing a cylindrical wing member which possesses unequaied lifting and directional capacities, as well as circum-ferentially distributed out-ot:plane loads onto said cylindrical wing.
Yet another object of the present invention is to procure a joined wing aircraft having superior characteristics whilst being marginally inexpensive to manufacture.
Still another aim of the present invention is to provide a joined wing aircraft having a separable wing assembly from the fuselage as a safety measure for recuperating separated components by means of parachutes common in parachute recovery systems.
Another aspect of the present invention is to provide a joined wing aircraft having a separable wing assembly from the fuselage as a means of storage.
Other objects and advantages of the present invention may present themselves from the following description when considered with the accom-panying drawings, in which:
Fgure 1 is a top plan view of a joined wing aircraft with a cylindrical wing;
Figure 2 is a side elevational view partly in section of the aircraft of Fg. l;
Figure 3 is a t`ront elevational view of the joined wing aircraft of Figs. 1 and 2;
Figure 4 is a t`ront perspective view of the aircraft of Fgs. 1-3;
Fgure 5 is a rear perspective view of the aircraft of Figs. 1-4;
Figure 6 is a sequential diagram of the sat`ety features of this embodiment;
Figure 7 is an elevational sectional view of Line III-III of Fg. 1, illustrating a joined wing aircraft fuselage's release mech:~ni.~m.~;
Figure 8 is a graphical representation illustrating an analysis of the lift capacities of individual wings of a cylindrical joined wing aircraft;
Fgure 9 is a t`ragmentary front elevational view of a cylindrical wing;
Figure 10-a is a sectional view of Lines a-a, b-b, c-c, and d-d of Figure 9, if maximum lift is desired;
Figure 10-b is a sectional view of Lines a-a, b-b, c-c, and d-d of Fgure 9, if maximum speed is desired;
Fgure 11-a is a diagrammatic front plan view illustrating an analysis of the lifting and directional components acting upon the cylindrical wing;
Fgures 11-b and 11-c are graphical representations of the lift and directional components, respectively, illustrated in Fgure 11-a;
Flgure 12 is a top plan view of a variation of a joined wing aircraft with a cylindrical wing configuration, comprising the first cylindrical airfoil connected to the tail fin, and a second set of flat wings extending from the tips of the first wing connected forward to the fuselage;
Figure 13 is a front elevational view of the aircraft of Fig. 12.
Referring now in more detail and by reference characters to the drawings which designate identical or corresponding practical embodiments of the invention throughout the several views, Fig. 1 illustrates a joined wing aircraft having a fuselage 10, into which are arranged the passenger compartment 11 and the cockpit 12 in the frontal section of the fuselage, a cargo hold 14 in the rearward end of the fuselage, and a protective "airspace"
15, or separation compartment, separating the passenger compartment and the cargo hold. Also connected at the rearward end of the fuselage is an upwardly extended tail fin 21.
The joined wing aircraft illustrated is provided with a cylindrical wing assembly 20 which comprises of two or more distinct sets of airfoils at the rearward end of the fuselage, prior to the airspace 15 located forwardly of the wing assembly 20. A first cylindrical airfoil 24 is structurally affixed to the uppermost portion of the tail fin 21. This wing 24 extends radially or convexly downward and forward to the fuselage therefrom. The obvious difference and unique advantages of this cylindrical wing over conventional flat wings will be disclosed further in this specification.
At or near the tip of the cylindrical wing is structurally aMxed a second pair of lower wings 23, extending forwardly and inwardly to the fuselage, structurally connecting the fuselage ~ ald of the separation compartment 15, at a lower elevation to the connection of said cylindrical wing and rear vertical fin.
It can be observed that these lower wings and circular wing, along with the fuselage, present a circular shape in the front elevational view as illustrated in Flgure 3, and a diamond or double triangle shape in the top plan view as illustrated in Figure 1.
At an intermediate point along the span of the cylindrical wing 24, between the rear vertical tin junction to the cylindrical wing 24, and the cylindrical wing tips connection to the second pair of lower flat wings 23, there may also be a third set of flat wings 22 connecting the cylindrical wing 24, said third set of wings 22 extending forwardly and inwardly to the fuselage from the cylindrical wing junction, structurally connecting the fuselage rearward of the separation compartment 15, at an upper location on said fuselage than the second set of lower flat wings 23.
It can also be observed that these upper third set of flat wings and the cylindrical wing, along with the fuselage, present a circular shape in the front elevational view as illustrated in Figure 3, and a double triangle or diamond shape in the top plan view as shown if Flgure 1.
The connections of the individual wing tips to each other may be by means of streamlined surfaces: whether they be structurally rigid junctions, as that for the first cylindrical airfoil 24 to the tail fin 21; engine housings 26, as that for the third set of flat wings 22 connecting the cylindrical wing 24.
It should be held obvious that variations thereof may exist, such as wheel fairings at the junction of the cylindrical wing 24 and the lower second set of flat wings 23. Water floats and engine housings may comprise yet another variation of streamlined surfaces at this last junction.
At the forward-most section of the aircraft may be located a pair of ~ 333901 canards 25, as viewed in Fgures 1 to 6.
On each of the individual wing structures, there may be located on the trailing edges of the airfoils hinged or pivoted surfaces. Ailerons 27 or like components common in aircraft lift and manoeuvering capacities may be located on the second set of lower flat wings 23, upper set of flat wings 22, and front set of canards 25. Additionally, rudders 28 or like components common in controlling or stabilizing the position of an aircraft about its vertical axis may be located on the vertical tail fin 21 and at a mid-position on the cylindrical airfoil 24.
Referring now to Figure 2 and cross-sectionning along the fuselage 10, the wall 30 between the passenger compartment 11 and the separation compartment 15, and that between the separation compartment 15 and the cargo hold 14, have an absorbant capacity or property common to shock attenuation devices in aircraft design.
Referring also to Fgure 6-a to 6-e which shows a sequential illustration of the safety benefits as well as the novelty to the application of the separation compartment 15 to conventional joined wing configurations, only in such a case as a certain aircraft is fitted with a joined wing rearward of the separation chamber 15 and a set of canards 25 forward of said separation compartment.
Strategically located release-type mech~nicms 31, of the type common to aerospace separation devices, as shown in Figures 2 and 7, manually or automatically activated, would separate the fuselage 10 from the rear wing assembly 20 in an emergency while the aircraft is in flight, causing a disjunction 32 of the fuselage 10' from the joined wing assembly 20' rearward of the separation compartment 15.
Upon dislocation 32 or immediately thereafter, a primary parachute 40 is deployed t`rom the rear of the joined wing assembly 20', which then unfolds one or more main parachutes 41, thus decelerating the speed of the severed joined wing assembly 20' and preventing possible collision from the fore section of the fuselage 10'.
While in free flight, manually or automatically controlled manoeuvers are undertaken by the canards 25 to right the nose of the fuselage 10' up to a stall point, and to prevent a rotating or spinning motion of the fuselage.
At, near, or after the vertical stall point, a primary parachute 40 is deployed from the nose cone 16, which then unfolds one or more main parachutes 41, thus providing a slow descent for the fuselage 10', these parachute deploying devices and associated equipment being common mech~ni~m~ in parachute recovery systems.
In the event of the landing site being land, an absorbant wall 30 common in aircraft impact energy dissipation located at the rear of the fuselage 10' would provide a dampening effect.
The cylindrical wing assembly 20', or any other joined wing assembly, with the engines 26 de-activated, could be brought down safely in a similar fashion using one or more parachutes 41 common in parachute recovery systems. An absorbant wall 30 at the front of the dislocated joined wing assembly 20', could also be incorporated to provide a dampening effect upon impact following the slow descent of the joined wing assembly.
This disjunction of the frontal portion of the fuselage 10' from its rearward portion 20', or joined wing assembly, is also useful for storage purposes.
Flgure 8 illustrates the lift capacities of a test model using conven-tional theories and, following the laws of similarity in fluid dynamics, is applicable to larger scale prototypes.
Figure 9 and Figures 10-a and 10-b illustrate the unique construction of the cylindrical wing, comprising an airfoil surface 50, a leading edge 51, .. .
1 3 ~
a trailing edge 52, a variable outer camber 53, and a variable inner camber 54. As sectionally viewed along Lines a-a through d-d of Figure 9, for maximum lift, the outer camber 53 of the cylindrical wing varies from positive camber at the tail fin junction to negative camber along the radial span of the wing, as represented in Views a-a through d-d of Figure 10-a.
Similarly, as sectionally viewed along Lines a-a through d-d of Figure 9, for maximum lift, the inner camber 54 of the cylindrical wing varies from negative camber at the tail fin junction (View a-a) to positive camber along the radial span of the wing, as represented in Views a-a through d-d of F gure 10-a.
The outer and inner cambers of the cylindrical wing being analogous to the upper and lower cambers of a conventional flat wing, it can be observed that this type of wing structure where the upper and lower cambers vary in such a tashion along the span of the airt`oil would not be practical in a flat wing structure.
Also, as sectionally viewed along Lines a-a through d-d of Figure 9, for maximum speed, the outer camber S3 of the cylindrical wing varies from positive camber at the tail fin junction (View a-a) to no less than zero or flat camber along the radial span of the wing, as represented in Views a-a through d-d of Figure 10-b.
Similarly, as viewed along Lines a-a through d-d of Fgure 9, for maximum speed, the inner camber 54 of the cylindrical wing varies from positive camber at the tail fin junction to no less than zero or flat camber along the radial span of the wing, as shown in Views a-a through d-d of Fgure 10-b. Again, the outer camber 53 and inner camber 54 of the cylindrical wing being analogous to the upper and lower cambers, repectively, of a conventional flat wing, it can be observed that this type of wing structure as represented in Figure 10-b where the upper and lower cambers vary in such a fashion along the span of the airfoil would not be practical on a conventional flat wing structure.
Fgure 11-a typically illustrates a diag,al"",;t~ic front plan view of an analysis of the vectorial forces acting upon the cylindrical wing. Fgure 11-b shows how the lifting components Fy~ represented as the ordinate, varies in magnitude versus the degree or location along the cylindrical wing, repre-sented as the abscissa. F~ure 1 l-c demonstrates how the directional components Fy~ represented as the ordinate, varies in magnitude versus the angle or location along the cylindrical wing, represented as the abscissa. It can be observed that both these components vary in an exponential or almost sinusoidal form. It is clear that such a wing lift profile and directional profile cannot be attained in a conventional flat wing structure.
Fgure 12 illustrates a plan view of a variation of a joined wing aircraft with a cylindrical wing configuration. The joined wing aircraft illustrated is provided with a cylindrical wing assembly 20 which comprises a first cylindrical airfoil 24 structurally aMxed to the uppermost portion of the tail fin 21. This cylindrical wing 24 extends radially or convexly downward and t`orward to the fuselage 10 therefrom.
At or near the tip of the cylindrical wing 24 is structurally affixed by means of a streamlined surface connection 26 a second set of lower wings 23, extending forwardly and inwardly from said connection 26, structurally connecting at a frontal portion of the fuselage 10.
On each of the individual wing structures, there may be located on the trailing edges of the airfoils hinged or pivoted surfaces. Ailerons 27 or like components common in aircraft lifting and manoeuvering capacities may be located on the second set of lower flat wings 23, and the uppermost portion of the cylindrical wing 24. Additionally, rudders 28 or like components common in controlling or stabilizing the position of an aircraft about its vertical axis may be located on the vertical tail fin 21, and at tbe lower portion of the cylindrical wing 24.
It can be observed that these lower flat wings 23 and circular wing 24, along with the fuselage, present a circular shape in the front elevational view as illustrated in Figure 13, and a diamond or double triangle shape in the top plan view as illustrated in Figure 12.
Figure 13 illustrates the front elevational view of a variation of the joined wing aircraft shown in Figure 12. It may be held obvious to those skilled in the art of aircraft construction that variations of Figures 12 & 13 by incorporating more flat wing assemblies would yield multiple diamond or double triangle shapes.
It can be observed from Figures 11-a through 11-c that the force components acting upon the cylindrical wing are of highest magnitude nearest their junctions, and hence produce an improved aerodynamic quality to the joined wing configuration. Stronger structural members at these locations, along with the proportionately distributed forces along the circumference of the wing, minimi7e~ fluttering of said cylindrical wing, and is advantageous over conventional flat wings where the acting forces are equal in magnitude and direction throughout the span of said flat wings.
Thus, it has been described and illustrated a novel and unique cylindrical wing being part of a joined wing assembly for an aircraft, in which the cylindrical wing is joined by members which provide a structural connection and also enhances the aerodynamic capacities of the aircraft, hence fulfilling all the associated objects and advantages sought therefor. There has also been illustrated and described a unique and novel fuselage separation for an aircraft in which the disjoined fore and aft portions of the aircraft thereof are recuperated by means of parachutes common in parachute recovery systems, and which fult`ills all the associated objectives and advantages sought therefor.
It should be understood that any changes, modifications, variations or other applications or uses will become apparent to those skilled in the art upon consideration of this disclosure and its associated drawings, and all such changes, modifications, variations, or any other applications which do not depart from the scope and spirit of the invention are considered to be covered by the invention which is limited only by the accompanying claims.
Claims (12)
1. An aircraft comprising:
a fuselage;
an extended vertical tail fin located in proximity to the rearmost part of said fuselage;
a first cylindrical airfoil forming a junction with the tail fin and extending outwardly and forwardly from said tail fin, this cylindrical airfoil having variable cross-sectional outer and inner camber construction, the outer camber being positive at this junction and decreasing in magnitude along the radial span of the wing, and the inner camber being negative at this junction, for maximum lift, said inner camber varying along the radial span of the wing, decreasing in convexity to eventually revert to an increasing concavity, or positive camber, purposely for the circumferential distribution of the out-of-plane forces exerted onto the cylindrical wing such that the vertical forces, or the vectorial lift components, being greater at or near the tail fin junction, decrease exponentially along the radial span of the wing from said junction, and the horizontal forces, or vectorial directional components, being nil at the tail fin junction, increase exponentially along the radial span of the cylindrical wing from said junction, such that the vertical vectorial forces of the cylindrical wing's upper portion act as a lifting medium, and the horizontal vectorial forces of the lower section of the wing act for lateral or directional capabilities, and;
a second set of airfoils in the form of flat wings connected at a frontal portion on the fuselage to, and at a lower elevation than, the vertical tail fin connection, said second set of airfoils extending outwardly and backwardly from the frontal portion of the fuselage, and connecting the tips of the first airfoil by means of streamlined surfaces; the vertical tail fin, cylindrical airfoil, and second set of airfoils forming a first wing assembly.
a fuselage;
an extended vertical tail fin located in proximity to the rearmost part of said fuselage;
a first cylindrical airfoil forming a junction with the tail fin and extending outwardly and forwardly from said tail fin, this cylindrical airfoil having variable cross-sectional outer and inner camber construction, the outer camber being positive at this junction and decreasing in magnitude along the radial span of the wing, and the inner camber being negative at this junction, for maximum lift, said inner camber varying along the radial span of the wing, decreasing in convexity to eventually revert to an increasing concavity, or positive camber, purposely for the circumferential distribution of the out-of-plane forces exerted onto the cylindrical wing such that the vertical forces, or the vectorial lift components, being greater at or near the tail fin junction, decrease exponentially along the radial span of the wing from said junction, and the horizontal forces, or vectorial directional components, being nil at the tail fin junction, increase exponentially along the radial span of the cylindrical wing from said junction, such that the vertical vectorial forces of the cylindrical wing's upper portion act as a lifting medium, and the horizontal vectorial forces of the lower section of the wing act for lateral or directional capabilities, and;
a second set of airfoils in the form of flat wings connected at a frontal portion on the fuselage to, and at a lower elevation than, the vertical tail fin connection, said second set of airfoils extending outwardly and backwardly from the frontal portion of the fuselage, and connecting the tips of the first airfoil by means of streamlined surfaces; the vertical tail fin, cylindrical airfoil, and second set of airfoils forming a first wing assembly.
2. An aircraft comprising:
a fuselage;
an extended vertical tail fin located in proximity to the rearmost part of said fuselage;
a first cylindrical airfoil forming a junction with the tail fin and extending outwardly and forwardly from said tail fin, this cylindrical airfoil having variable cross-sectional outer and inner camber construction, both outer and inner cambers being positive at this junction, for maximum speed, said cambers varying along the radial span of the wing from positive camber at the tail fin junction to no less than zero or flat camber elsewhere along the span of the wing, purposely for the circumferential distribution of the out-of-plane forces exerted onto the cylindrical wing such that the vertical forces, or vectorial lift components, being greater at the tail fin junction, decrease exponentially along the radial span of the wing from said junction, and the horizontal forces, or the vectorial directional components, being nil at this tail fin junction, increase exponentially along the radial span of the cylindrical wing from said junction, such that the vertical vectorial forces of the cylindrical wing's upper portion act as a lifting medium, and the horizontal vectorial forces of the lower section of the cylindrical wing act for directional capabilities, and;
a second set of airfoils in the form of flat wings connected at a frontal portion on the fuselage to, and at a lower elevation than, the vertical tail fin connection, said second set of airfoils extending outwardly and backwardly from the frontal portion of the fuselage, and connecting the tips of the first airfoil by means of streamlined surfaces; the vertical tail fin, cylindrical airfoil and second set of airfoils forming a first wing assembly.
a fuselage;
an extended vertical tail fin located in proximity to the rearmost part of said fuselage;
a first cylindrical airfoil forming a junction with the tail fin and extending outwardly and forwardly from said tail fin, this cylindrical airfoil having variable cross-sectional outer and inner camber construction, both outer and inner cambers being positive at this junction, for maximum speed, said cambers varying along the radial span of the wing from positive camber at the tail fin junction to no less than zero or flat camber elsewhere along the span of the wing, purposely for the circumferential distribution of the out-of-plane forces exerted onto the cylindrical wing such that the vertical forces, or vectorial lift components, being greater at the tail fin junction, decrease exponentially along the radial span of the wing from said junction, and the horizontal forces, or the vectorial directional components, being nil at this tail fin junction, increase exponentially along the radial span of the cylindrical wing from said junction, such that the vertical vectorial forces of the cylindrical wing's upper portion act as a lifting medium, and the horizontal vectorial forces of the lower section of the cylindrical wing act for directional capabilities, and;
a second set of airfoils in the form of flat wings connected at a frontal portion on the fuselage to, and at a lower elevation than, the vertical tail fin connection, said second set of airfoils extending outwardly and backwardly from the frontal portion of the fuselage, and connecting the tips of the first airfoil by means of streamlined surfaces; the vertical tail fin, cylindrical airfoil and second set of airfoils forming a first wing assembly.
3. An aircraft as claimed in claim 1, comprising a third set of flat wings, connected at a frontal portion of the fuselage at a higher elevation than the second set of airfoils and at a lower elevation than the first cylindrical airfoil, said third set of airfoils extending outwardly and backwardly from the frontal portion of the fuselage, and connecting the first set of airfoils by means of streamlined surfaces at an intermediate point between the vertical fin connection and the lower second set of airfoils connection to the first cylindrical airfoil; the vertical fin, cylindrical airfoil second and third set of airfoils forming a second wing assembly.
4. An aircraft as claimed in claim 1 wherein the first wing assembly is located at the rearward end of the fuselage, and a third set of flat wings, or canards, is located at the forward end of the fuselage.
5. An aircraft as claimed in claim 3 wherein the second wing assembly is located at the rearward end of the fuselage, and a fourth set of flat wings, or canards, is located at the forward end of the fuselage.
6. An aircraft as claimed in claim 2, comprising a third set of flat wings, connected at a frontal portion of the fuselage at a higher elevation than the second set of airfoils and at a lower elevation than the first cylindrical airfoil, said third set of airfoils extending outwardly and backwardly from the frontal portion of the fuselage, and connecting the first set of airfoils by means of streamlined surfaces at an intermediate point between the vertical fin connection and the lower second set of airfoils connection to the first cylindrical airfoil; the vertical fin, cylindrical airfoil, second and third set of airfoils forming a second wing assembly.
7. An aircraft as claimed in claim 2 wherein the first wing assembly is located at the rearward end of the fuselage, and a third set of flat wings, or canards, is located at the forward end of the fuselage.
8. An aircraft as claimed in claim 6 wherein the second wing assembly is located at the rearward end of the fuselage, and a fourth set of flat wings, or canards, is located at the forward end of the fuselage.
9. An aircraft as claimed in claim 4 having a separation compartment located along the fuselage, at an intermediate location of the first wing assembly and the forward third set of flat wings, said separation compartment purposely for the dislocation of the fuselage containing mechanisms common in aircraft disjunctions into two distinct portions in the event of an aborted flight, or for storage purposes;
control surfaces in the form of ailerons on the first wing assembly and third set of flat wings which can be manoeuvered separately under normal flight;
same ailerons on the third set of flat wings located on the forward end of the fuselage which can be manoeuvered to right the nose of the fuselage and control the rolling motions of said fuselage in the event of a disjunction in mid-flight;
common parachute deployment systems in the nose of the aircraft for a vertical rear descent of the disjoined frontal portion of the aircraft;
common parachute deployment systems in the rear of the aircraft for a vertical forward descent of the first wing assembly in the event of a disjunction in mid-flight;
an absorbant wall common in impact energy dissipating systems for aircraft located in the front of the disjoined rear section of the fuselage containing the first wing assembly for dampening the landing shock in the event of an aborted flight;
an absorbant wall common in impact energy dissipating systems for aircraft located in the back of the disjoined frontal portion of the fuselage to damper the landing shock.
control surfaces in the form of ailerons on the first wing assembly and third set of flat wings which can be manoeuvered separately under normal flight;
same ailerons on the third set of flat wings located on the forward end of the fuselage which can be manoeuvered to right the nose of the fuselage and control the rolling motions of said fuselage in the event of a disjunction in mid-flight;
common parachute deployment systems in the nose of the aircraft for a vertical rear descent of the disjoined frontal portion of the aircraft;
common parachute deployment systems in the rear of the aircraft for a vertical forward descent of the first wing assembly in the event of a disjunction in mid-flight;
an absorbant wall common in impact energy dissipating systems for aircraft located in the front of the disjoined rear section of the fuselage containing the first wing assembly for dampening the landing shock in the event of an aborted flight;
an absorbant wall common in impact energy dissipating systems for aircraft located in the back of the disjoined frontal portion of the fuselage to damper the landing shock.
10. An aircraft as claimed in claim 5 having a separation compartment located along the fuselage, at an intermediate location of the second wing assembly and the forward fourth set of flat wings, said separation compart-ment purposely for the dislocation of the fuselage containing mechanisms common in aircraft disjunctions into two distinct portions in the event of an aborted flight, or for storage purposes;
control surfaces in the form of ailerons on the second wing assembly and fourth set of flat wings which can be manoeuvered separately under normal flight;
same ailerons on the fourth set of flat wings located on the forward end of the fuselage which can be manoeuvered to right the nose of the fuselage and control the rolling motions of said fuselage in the event of a disjunction in mid-flight;
common parachute deployment systems in the nose of the aircraft for a vertical rear descent of the disjoined frontal portion of the aircraft;
common parachute deployment systems in the rear of the aircraft for a vertical forward descent of the second wing assembly in the event of a disjunction in mid-flight;
an absorbant wall common in impact energy dissipating systems for aircraft located in the front of the disjoined rear section of the fuselage containing the second wing assembly for dampening the landing shock in the event of an aborted flight;
an absorbant wall common in impact energy dissipating systems for aircraft located in the back of the disjoined frontal portion of the fuselage to damper the landing shock.
control surfaces in the form of ailerons on the second wing assembly and fourth set of flat wings which can be manoeuvered separately under normal flight;
same ailerons on the fourth set of flat wings located on the forward end of the fuselage which can be manoeuvered to right the nose of the fuselage and control the rolling motions of said fuselage in the event of a disjunction in mid-flight;
common parachute deployment systems in the nose of the aircraft for a vertical rear descent of the disjoined frontal portion of the aircraft;
common parachute deployment systems in the rear of the aircraft for a vertical forward descent of the second wing assembly in the event of a disjunction in mid-flight;
an absorbant wall common in impact energy dissipating systems for aircraft located in the front of the disjoined rear section of the fuselage containing the second wing assembly for dampening the landing shock in the event of an aborted flight;
an absorbant wall common in impact energy dissipating systems for aircraft located in the back of the disjoined frontal portion of the fuselage to damper the landing shock.
11. An aircraft as claimed in claim 7 having a separation compartment located along the fuselage, at an intermediate location of the first wing assembly and the forward third set of flat wings, said separation compartment purposely for the dislocation of the fuselage containing mechanisms common in aircraft disjunctions into two distinct portions in the event of an aborted flight, or for storage purposes;
control surfaces in the form of ailerons on the first wing assembly and third set of flat wings which can be manoeuvered separately under normal flight;
same ailerons on the third set of flat wings located on the forward end of the fuselage which can be manoeuvered to right the nose of the fuselage and control the rolling motions of said fuselage in the event of a disjunction in mid-flight;
common parachute deployment systems in the nose of the aircraft for a vertical rear descent of the disjoined frontal portion of the aircraft;
common parachute deployment systems in the rear of the aircraft for a vertical forward descent of the first wing assembly in the event of a disjunction in mid-flight;
an absorbant wall common in impact energy dissipating systems for aircraft located in the front of the disjoined rear section of the fuselage containing the first wing assembly for dampening the landing shock in the event of an aborted flight;
an absorbant wall common in impact energy dissipating systems for aircraft located in the back of the disjoined frontal portion of the fuselage to damper the landing shock.
control surfaces in the form of ailerons on the first wing assembly and third set of flat wings which can be manoeuvered separately under normal flight;
same ailerons on the third set of flat wings located on the forward end of the fuselage which can be manoeuvered to right the nose of the fuselage and control the rolling motions of said fuselage in the event of a disjunction in mid-flight;
common parachute deployment systems in the nose of the aircraft for a vertical rear descent of the disjoined frontal portion of the aircraft;
common parachute deployment systems in the rear of the aircraft for a vertical forward descent of the first wing assembly in the event of a disjunction in mid-flight;
an absorbant wall common in impact energy dissipating systems for aircraft located in the front of the disjoined rear section of the fuselage containing the first wing assembly for dampening the landing shock in the event of an aborted flight;
an absorbant wall common in impact energy dissipating systems for aircraft located in the back of the disjoined frontal portion of the fuselage to damper the landing shock.
12. An aircraft as claimed in claim 8 having a separation compartment located along the fuselage, at an intermediate location of the second wing assembly and the forward fourth set of flat wings, said separation compart-ment purposely for the dislocation of the fuselage containing mechanisms common in aircraft disjunctions into two distinct portions in the event of an aborted flight, or for storage purposes;
control surfaces in the form of ailerons on the second wing assembly and fourth set of flat wings which can be manoeuvered separately under normal flight;
same ailerons on the fourth set of flat wings located on the forward end of the fuselage which can be manoeuvered to right the nose of the fuselage and control the rolling motions of said fuselage in the event of a disjunction in mid-flight;
common parachute deployment systems in the nose of the aircraft for a vertical rear descent of the disjoined frontal portion of the aircraft;
common parachute deployment systems in the rear of the aircraft for a vertical forward descent of the second wing assembly in the event of a disjunction in mid-flight;
an absorbant wall common in impact energy dissipating systems for aircraft located in the front of the disjoined rear section of the fuselage containing the second wing assembly for dampening the landing shock in the event of an aborted flight;
an absorbant wall common in impact energy dissipating systems for aircraft located in the back of the disjoined frontal portion of the fuselage to damper the landing shock.
control surfaces in the form of ailerons on the second wing assembly and fourth set of flat wings which can be manoeuvered separately under normal flight;
same ailerons on the fourth set of flat wings located on the forward end of the fuselage which can be manoeuvered to right the nose of the fuselage and control the rolling motions of said fuselage in the event of a disjunction in mid-flight;
common parachute deployment systems in the nose of the aircraft for a vertical rear descent of the disjoined frontal portion of the aircraft;
common parachute deployment systems in the rear of the aircraft for a vertical forward descent of the second wing assembly in the event of a disjunction in mid-flight;
an absorbant wall common in impact energy dissipating systems for aircraft located in the front of the disjoined rear section of the fuselage containing the second wing assembly for dampening the landing shock in the event of an aborted flight;
an absorbant wall common in impact energy dissipating systems for aircraft located in the back of the disjoined frontal portion of the fuselage to damper the landing shock.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA 506753 CA1333901C (en) | 1986-04-15 | 1986-04-15 | Separable cylindrical wing aircraft |
| CA000616745A CA1337067C (en) | 1986-04-15 | 1993-10-04 | Separable rear-descent-fuselage aircraft |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA 506753 CA1333901C (en) | 1986-04-15 | 1986-04-15 | Separable cylindrical wing aircraft |
Related Child Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000616745A Division CA1337067C (en) | 1986-04-15 | 1993-10-04 | Separable rear-descent-fuselage aircraft |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1333901C true CA1333901C (en) | 1995-01-10 |
Family
ID=4132899
Family Applications (2)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA 506753 Expired - Fee Related CA1333901C (en) | 1986-04-15 | 1986-04-15 | Separable cylindrical wing aircraft |
| CA000616745A Expired - Lifetime CA1337067C (en) | 1986-04-15 | 1993-10-04 | Separable rear-descent-fuselage aircraft |
Family Applications After (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000616745A Expired - Lifetime CA1337067C (en) | 1986-04-15 | 1993-10-04 | Separable rear-descent-fuselage aircraft |
Country Status (1)
| Country | Link |
|---|---|
| CA (2) | CA1333901C (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR3135252A1 (en) * | 2022-05-09 | 2023-11-10 | Laurent Mouission | Arched biplane wing |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6840478B2 (en) * | 2002-01-14 | 2005-01-11 | Robert Jonathan Carr | Aircraft internal wing and design |
| FR3031958A1 (en) * | 2015-01-23 | 2016-07-29 | Franck Andre-Marie Guigan | VARIABLE GEOMETRY PROPELLER |
-
1986
- 1986-04-15 CA CA 506753 patent/CA1333901C/en not_active Expired - Fee Related
-
1993
- 1993-10-04 CA CA000616745A patent/CA1337067C/en not_active Expired - Lifetime
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR3135252A1 (en) * | 2022-05-09 | 2023-11-10 | Laurent Mouission | Arched biplane wing |
Also Published As
| Publication number | Publication date |
|---|---|
| CA1337067C (en) | 1995-09-19 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US5086993A (en) | Airplane with variable-incidence wing | |
| US20200407060A1 (en) | Novel aircraft design using tandem wings and a distributed propulsion system | |
| US20240166260A1 (en) | Folded wing multi rotor | |
| CA2177155C (en) | Deployable wing | |
| US4408737A (en) | Method and apparatus enabling a horizontal landing of a flying body | |
| US4691879A (en) | Jet airplane | |
| USRE36487E (en) | Airplane with variable-incidence wing | |
| JPH06293296A (en) | Pilotless aircraft for effecting vertical take off and landing and level cruise flight | |
| CN101559832A (en) | Fast hybrid helicopter with large range | |
| US5878979A (en) | Method and apparatus for landing a wing | |
| US3599904A (en) | Semirigid airfoil for airborne vehicles | |
| WO2009038586A1 (en) | Hybrid parachute | |
| US7334756B2 (en) | Ground-effect craft and method for the cruising flight thereof | |
| US3743218A (en) | Semi-rigid airfoil for airborne vehicles | |
| CA1333901C (en) | Separable cylindrical wing aircraft | |
| US3788578A (en) | Semi-rigid airfoil for airborne vehicles | |
| US3154269A (en) | Deployable, inflatable ring-wing airfoil | |
| Bennett et al. | Design, development & flight testing of the NASA X-38 7500 ft2 parafoil recovery system | |
| US3730458A (en) | Jet-controlled aircraft with trim and control fins | |
| RU2082651C1 (en) | Light flying vehicle | |
| RU222496U1 (en) | Vertical take-off and landing unmanned aerial vehicle | |
| Bottomley | The tandem-wing concept applied to modern transports | |
| US11767108B2 (en) | Aircraft (drone) | |
| Barzda | Rotors for recovery. | |
| Gato et al. | Innovative aerodynamics-The sensible way of restoring growth capability to the EA-6B Prowler |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MKLA | Lapsed |