CA2471887A1 - Aero hoverjet mk-1 - Google Patents
Aero hoverjet mk-1 Download PDFInfo
- Publication number
- CA2471887A1 CA2471887A1 CA002471887A CA2471887A CA2471887A1 CA 2471887 A1 CA2471887 A1 CA 2471887A1 CA 002471887 A CA002471887 A CA 002471887A CA 2471887 A CA2471887 A CA 2471887A CA 2471887 A1 CA2471887 A1 CA 2471887A1
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- Prior art keywords
- pilot
- jet
- flight
- controlled
- aero
- 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.)
- Abandoned
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Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02K—JET-PROPULSION PLANTS
- F02K1/00—Plants characterised by the form or arrangement of the jet pipe or nozzle; Jet pipes or nozzles peculiar thereto
- F02K1/40—Nozzles having means for dividing the jet into a plurality of partial jets or having an elongated cross-section outlet
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C3/00—Wings
- B64C3/10—Shape of wings
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C15/00—Attitude, flight direction, or altitude control by jet reaction
- B64C15/02—Attitude, flight direction, or altitude control by jet reaction the jets being propulsion jets
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02K—JET-PROPULSION PLANTS
- F02K1/00—Plants characterised by the form or arrangement of the jet pipe or nozzle; Jet pipes or nozzles peculiar thereto
- F02K1/06—Varying effective area of jet pipe or nozzle
- F02K1/12—Varying effective area of jet pipe or nozzle by means of pivoted flaps
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02K—JET-PROPULSION PLANTS
- F02K1/00—Plants characterised by the form or arrangement of the jet pipe or nozzle; Jet pipes or nozzles peculiar thereto
- F02K1/54—Nozzles having means for reversing jet thrust
- F02K1/74—Reversing at least one flow in relation to at least one other flow in a plural- flow engine
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
- F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
- F05D2220/00—Application
- F05D2220/90—Application in vehicles adapted for vertical or short take off and landing (v/stol vehicles)
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Aviation & Aerospace Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Toys (AREA)
Abstract
The Aero Hoverjet is a internal self lifting platform capable of vertical take off & landing that is also capable of directional aeronautical flight that achieves its overall capability by converting pre-thrust energy into internal self lift via Aeronautic Induction Lift Traps whilst concurrently using its post-thrust energy for total directional control movement and or non-movement via pilot control of Inter-dependant Pincer Flexevons whilst overall pilot operation is facilitated via usage of pilot enhancing G-Force Jet Saddle flight control system.
Description
-~ of ~~-DBBCRIPTION
Aero Hover~ets are the neat generation of high performance self lifting platforms that achieve vertical take ~ff &
landing that are also capable. of pil~t controlled eitreme directional aeronautic flight.
The ~b~ect of the Aero Hover~et is to introduce, standardize and facilitate upon the entire aerospace industry a combined "internal self lifting & directional propulsion technology".
The Aero Hover~et relies upon three distinct interconnected inv~ntions that allow the Aero Hover~et to achieve controlled "internal self lift & extreme directional pilot flight".
The names ~f these three inventions upon the Aer~ Hover~et;
1) Aer~nautic Induction Lift Traps.
Aero Hover~ets are the neat generation of high performance self lifting platforms that achieve vertical take ~ff &
landing that are also capable. of pil~t controlled eitreme directional aeronautic flight.
The ~b~ect of the Aero Hover~et is to introduce, standardize and facilitate upon the entire aerospace industry a combined "internal self lifting & directional propulsion technology".
The Aero Hover~et relies upon three distinct interconnected inv~ntions that allow the Aero Hover~et to achieve controlled "internal self lift & extreme directional pilot flight".
The names ~f these three inventions upon the Aer~ Hover~et;
1) Aer~nautic Induction Lift Traps.
2) Inter-dependant Pincer Flexevons.
3) G-F~rce Jet Saddle.
Prior t~ the invention of the Aero Hover~e.t, the aerospace industry had isolaaed 15 different ways in which a vehicle could achieve vertical take ~ff do landing before progress could be attempted into directional flight.
These 15 different ways are visually represented in Figure 1 ~f the attached drawings and furthermore correspond with the f~llowing alphabetical listing within Figure 1;
(a) Opposing Propellor Tailsitter.
(b) Opposing Pr~pellor open Discs.
(c) Directional Ducted Discs.
(d) Buried Discs.
(e) helicopters. . .
(f) Autogyros.
(g) Tiltrotors.
(h) Tiltprops.
(i) Tiltducts.
Tiltwings.
(k) Jet Tailsitter.
(1) Lift~ets.
(m) Augmented Lift~ets.
(n) Tilt,~ets.
(o) Vectored Thrust.
-3 of 35-Restructuring of Bernoulli's Principle is the foundation of Aero Ii~ver~et technology.
The restructuring of Bernoulli's Principle is visually represented in Figure 2. of the attached drawings.
The visual representations contained within Figure 2 are alphabetically listed as the following summations;
Ca) Venturi (b) Airfoil (c) Aeronautic Induction Lift Trap The corresp~nding technical information pertaining to the restructuring of Bernoulli's Principle as visually reprea anted via (a)~ (b) and (c) within Figure 2 is: as follows;
The essence of Bernoulli's Principle is that when a fluid (air) flmwing through a tube reaches a constriction or narrowing of the tubes the speed of the fluid flowing through that constriction is increased and its pressure is decreased. This event wag demonstrated within a Yenturi.
Please note within the Venturi represented within Figure 2 that the airflow is travelling from right to left.
As a result of this events all true aeronautic vehicles that relie upen true aeronautic lift generate thier true aeronautic lift by propelling an airfoil through the atmosphere.
The airfoil is attached to the exterior of the aeronautic vehicle whereafter it is post-thrust energy that propells the attached airfoil through the relative atmosphere that results in the event of decreased pressure above the airfoil ta~be managed in a way that allows the overall vehicle to fly.
Please note that the Airfoil within Figure 2 is moving from right to left. The Aeronautic Induction Lift Trap within Figure 2 reverses the practice of propelling an airfoil through the atmosphere via the usage of post-thrus.t~ energy that is used in contemp~rary aeronautic practice. Instead, the Aeronautic Induction Lift Trap uses pre-thrust engine air intake energy t~ suck the atmosphere through a ~ Venturi whereby aeronautic lift is generated from within the AILT
by the increased airflow and resultant decrease in pressure over the partial airfoil contained within the AILT itself.
Please note that the airf low within the HILT is moving from right to left as was originally demonstrated within a ~enturi.
~~ of 35-The figures contained within ~'igur~ 1 relied upon post-thrust energy to achieve thrust lift and or genuine aeronautic lift.
The Aero Hover~et is the ~nly VTOL directional vehicle to achieve its self lift via usage of pre-thrust energy.
The restructuring of Bernoulli's Principle as represented in Figure ~ confirms that Aero Hover~et technology does facilitate an applied mergance of Lift & Thrust. .
In essence, the Aer~ Hover~et is a true hover vehicle via the fact it generates its overall lift via internal force.
A visual representation of an Aero Hover3et that has been perfected with industrial design application of the;
- Aeronautical Induction Lift Trap (AILT for abridgment), - Inter-dependant Pincer Fleaevons (IPF for abridgment), - G-Force Jet Saddle (G2JS for abridgment), yet; said visual representation is not limited to said industrial design and or subsequent industrial designs associated with Aero Hover~ets in any shape or form as of yet created and or,disclosed as an Aero Hover~et is, attached in the following sequential Figure listing as;
Figure Aero Hover~et partial side view., Figure ~ Aero Hover~et transparent partial side view., Figure 5 Aero Hover~et transparent side view., Figure 6 Aero Hover~et top view., Figure 7 Aero Hover~et transparent top view.
Figure 8 Aero Hover~et G2JS flight control system., Figure 9 Aero Hover3et front view., Figure 10 Aero Hover~et pilot controls to hover., Figure 11 Aero Hover~et pilot controls to fly forward.
Figure 12 Aero Hover~et pilot controls to fly starboard., Figure 1,3 Aero Hover~et pilot controls to fly to port., Figure 14 Aero Hover~et pilot controls to climb., Figure 15 Aero Hover~et pilot controls to dive., Figure 16 Aero Hover~et pilot controls to fly reverse., Figure 1~ Aero Hover~et pilot controls to spiral forwards., Figure 18 Aerv Hover~.et pilot controls to reverse spiral whereas the attached pages of 5 through l6~of the overall 35 pages contain relevant technical, a~perational and pilot control informational text as' pertaining to Figures 3 to 18.
w~ of 3~-Figure 3:~ test;
Ae~ro ~over~et The p~,siaal appearance of an J~e~ro ~over,~et is clearly distinct from all other types' of sarcraufi~ that have: aveae been designed throughout the history of human fascination with the sbility~ to lift ones self throughout the atmosphere.
z Mounted at tail of I~ero F~over~et. Act: as primary mechanism that ~cl.lows direatioaal focus of post-thrust energy via, pilot control.
AII:T
Mounted at center of hero 8bver~et. Aa~t: as primary m~hanism that all~ws pre-thrust air intak~ ~ngine energy to be converted to aeronautic lift.
Figure 4 text;
The: internal self lift via the usage of pre-thrust air intake engine energy is clearly self evident within this drawing on the grounds that the resultant: drop in air pressure that occurs upon the s~ecelerated airflow event over the top of the partial airfoil yet under the roof of the AILT itselfy occurs well before the airflow is inhaled by the Aero ~bv~r~et engine.
The flow of post-thrust energy that has dust left the Aero Hover~et engine is clearly visibly ~ntering both of each of the entrance ports of the 1FF.
The amount of overall aeronautic lift that occurs within the HILT is based on the amount of airflow the engine inhales via pilot control of throttle.
-Ei Of ~~-~'i~ure ~ text;
IPF
Th~ overall primary directional control of the Aero xaver~et is via pilot management of the IPA' system. In ~ssenoe~ the 3P~' supplements and rsplaaes.the usa~e~of rudders elevons and ailerons as a unified means for a pilot tro control the dirsetion th~ pilot decides the Aer~ ~ver~et will travel.
The I~F' system eoasists of two separately eont~lled air ducts that pinch the airflow sideways on pilot Qoomamd in opposite send or and~pendently of each othsr~ that results in an o~teral~l ability for the T~'F system to give the pilot a: flight management aontrov either directly posits the thrust potential of the ~sro ~over~et sc~ as ~to be able tohovsr in the center of gravity enviroment or to exploit the thrust potential so as to direct the Aero Hovsr~et along the axis of the center of gravity enviroment.
3'igure 6 text;
The only moving parts associated with the ATLT is a spoiler system.
They operate in an identical format as spoilers on an aircraft wing ~xc~pt they are installed within the AILT.
See Figure ? as reference.
Figure 7 text;
pilot throttle is what controls the amount of airflow going into the ATLT~ this in turn will determine the overall amount of genuine lift that is generated within the ATLT.
Uniform or separate control of spoilers within the ATLT
let the genuine lift in the ATTiT to be high or low without loss of overall usage of thrust potential.
-? of 35-Figure: ~ text;
r~2Js The G:2JS will facilitate any piloa e~~at~,on at any valoaity~.
current e~eation t~ology is fair 'belosF the ~pal~li.~ o~ the advanced high perfarmanee sero.spsaa vs3~iele platform. noes.
until the int.roduetion 'af~ the (~~J6 into the advaneeed ae~aospaae industr~~ alY advanwd aerospaae vehivles are: l~nic~alZy , non~ff~tive~ as a aesul.t of pilot F~~ta~lii~ that occurs d~ring>
e~eci~ion ait ~nac~ plus velocity. The Q~.TS is designed to allow th~ pilot to adjust body position into and out of the optimal ~#-fiarae andnranae: threshold of forclined with sero disturbance to pilot control during bcrdy~ position a~d~ustment. The ~~2J8 will enhance the pil~ts ability' to Ely as more aggressi.ve~~ by virtue of the pilots aptiow to engage in the refl~x; posture of' fo~lined which is that used in attack hand to hand combat. The ~;2:T~ is shielded in an aevody~~amic ~annar that protests the occupant t~rom airblast upon e~eation at high velocity. The C~~:fiB eronverts l~:o a micro glider ~xpon a:~eat3on vie automatic d~ployy~err~t off' wings that are second ataga f'l.i~ght aentrol surfaces: via pihtt management of puima~r flight control, system. ~ha a~2J8 arcs saa~ a:~ectian fc~mat is via release of aumpressed air from attaah~ air capsule.
Th~: t~~.T~ gyide: eyeatioa format is~ via cQnt~ralle~d re:le-aw 3:r~ta~
~rpo~anding airflc~c schrreby converting relative airblast into.
glide energy peae:ntial. Both t3~,TS election formats ~wsure a ccald s~Lg~aatts~a a~eetion ~ehereby di~arlving i:lm~t erxposnrre to heat a~eeking mias~,l.es~ duri~ exaction. The 8 shielding material ~nsures4 they f~aJ'~3 is aquaticly- ?9uoyant whoreby dissolving pilot ea~po.sura tohypothermia risk following papachute release over cold waters. The t~2J~3 shielding material prc~eets piled from injury dining parachute dss-cent into fors~st or ,bungle and a~hs:o acts as rappelling platfc~m for pilot should ('8 parachuter~ get entangled within vegetatiat~ of forest, ~ungls or mounta~.nous~
regia~ns during overall pilot e,~actia~: Folla~wing ~'2J8 e,~ection, surplus air within air capsule may be aanswned by pilot and or used a.s thrusa energy to increase glide distance potential.
Figure 9 text;
The Q2.TS backrest artieulate~a with primary flight control handles.
This allows pilot ad~usttment of reclined into forclined with no upset to relative flight control. The Q2J8 face shield worn by the pilot lacks into the chin and n~ck support r~gion of the (~'2Js during extreme controlled flight and upon ejection. The~t~2Jg face shield lock hook engages a two stags regulator that supplies the pilot air via 02JS air capsule during glide election format at high altitudes whereby allowing pilot to exercise maximum glide ratio.
The G2J8 parachute is stored in aft compartment and is deployed and managed by pilot.W~as text of Figure 10 through 18 in regards to the G2J~ ~ pilot flight controls in relation to hero ~ver~et.
-a. of 3~-figure 10 tact;
Aero Hover~et ( AIZF-Jet f~r abridgment ) Pilot controls to hover;
This instructional flight procedure goes from the AI2F-Jet position of stable on the ground to VTOL.
Pilot straps self into G2JS. Turns master switch on.
Depresses P~rtside and Starboard spoilers thumb button all the way down in pilots two control handles.
This in turn causes spoilers within AILT to raise up.
Pilot depresses P~rtside and Starboard IPF foot pedals downwards so as t~ close both IPF pincers.
Pilot ensures that both pil~t handles are in neutral position so as to ensure that IPF pitch is at zero.
Pilot turns engine on and begins to r~11 thrmttle an right IPF handle.. The resultant drop in air pressure within AILT trill cause AI2F-Jet to lift. The opposing thrust energy coming out of the IPF system will ensure that the AI2F-Jet stays in a neutral relative orbit.
The combined release of spoiler thumb controls and or the increase and or decrease ~f engine turbine RPM via throttle control will determine the rate of AI2F-Jet ascent and or descent is facilitated whilst hovering.
-9 of 35-Figttr~ a teat;
AI2F-Jet Pilot controls to fly forward;
This instructional flight procedure goes from the AI2F-Jet in a stable hover position to that of direct forward.
Pilot maintanes position of upright within G2JS.
Pilot simultaneously rotates both IPF foot pedals in the direction ~pposite to that used~whilst in hover.
Essentially the IPF foot pedals act identics~l to that as braEkes on a motor vehicle. When depressed the pincers close which results in the post-thrust energy being redirected out the sides of the IPF system. When released the pincers open which results in the post-thrust energy moving directly aft out the tail opening ~f each IPF pincer.
This results in the overall AI2F-Jet to propel itself directly opposite the direction of the airflow of the post-thrust energy. Speed of flight mf the AI2F-Jet is directionally proportionate to the amount of airflow that the AILT c~nsumes via pilot. usage of engine throttle.
The natural tendency for the AI2F-Jet to climb as a result of the increased airflow within the GILT can be offset by pilot manipulation of the spoiler system within AIhT.
-1(~ of 35-Figure 12 text;
AI2F-Jet Pilot controls to fly starboard;
This instructional flight procedure goes from either the AI2F-Jet in a stable hover or from in direct flight.
Pilot maintanes position of upright within G2JS.
AI2F-Jet in hover flight; - -Pilot releases downwards pressure on Portside font pedal.
Pilot keeps downwards pressure on Starboard foot pedal.
This results in the Portside IPF pincer to open whereby allowing the Portside post-thrust energy to travel aft.
The dispr~portionate flow of post-thrust energy between that which is traveling aft versus that which is still traveling out the Starboard- IPF side will result in the AI2F=Jet to yaw Starboard ~n the C of G axis.
AI2F-Jet in direct flight.
Pilot excerts downwards pressure on Starboard foot p~dal.
Pilot e~ccerts no pressure on Pertside foot pedal:
The same physics that caused the AID'-Jet to yaw Starboard as explained above apply during this flight circumstance.
Combined usage of engine throttle and sp~iler system will enable AI2F-Jet to yaw either fast ~ slow and or to yaw in a spiral ascent or spiral descent along the C of G axis .
-ll of 35-Figure 13 text;
AI2F-Jet Pilot controls to fly port;
This instructional flight procedure goes from either the AI2F-Jet in a stable hover or from in direct flight.
Pilot maintanes position of upright within G2JS.
AI2F-Jet in hover flight!
Pilot releases downwards pressure on Starboard foot pedal.
Pilot keeps downwards pressure on Portside foot pedal.
The same physics that were explained in Figure l2 apply here except in the reverse manner. AI2F-Jet will yaw to Port along the C of G axis .
AI2F-Jet in direct flight;
Pilot excerts downwards pressure on Portside foot pedal.
Pilot excerts no pressure ~n Starboard foot pedal.
The same physics that are explained above apply here which results AI2F-Jet to yaw to Port along the C of G axis.
Combined usage of engine throttle and spoiler system will enable AI2F-Jet to yaw either fast ~ slow and or to yaw in a spiral ascent or spiral'descent along the C of G axis.
-12 of 3~-~'igure l~ t~st;.
AI2F-Jet Pilot controls to climb;
This instructional flight procedure goes from either the AI2F-Jet in a stable hover or from a direct flight. .
Pilot body position within G2JS is determined by amount of anticipated G-Forces will be encountered during climb.
Either upright or forclined should be facilitated.
AI2F-Jet in hover flight;
Pilot sinniltaneously releases downwards pressure on both foot pedals whilst simultaneously easing both pilot handles aft or upwards depending on body position within G2JS.
This results in post-thrust energy leaving IPF system to be directed aft and upwards.which further results in AI2F-Jet to move in the relative opposite direction known as climb.
This is contirxued untill the angle the pilot desires to climb at is reached whereby the pilot eases the two pilot handles to neutral so as to continue climbing in a direct line:
AI2F-Jet in direct flight;
Pilot eases two flight handles in same mannerism as above whilst not applying any pressure upon either IPF foot pedal.
Increased throttle usage will facilitate faster rate of climb.
Climb effictentcy is directly connected to usage and or non-usage of spoiler system within AILT via pilot.
-13 of 35-Figure l~ tent;
AI2F-Jet Pilot controls to dive This instructional flight procedure. goes from either the AI2F-Jet in a stable hover or from a direct flight.
Pilot body position within G2JS is determined by amount of anticipated negative G-Forces will be encountered.
AI2F-Jet in hover flight;
Pilot simultaneously releases downwards pressure on both foot pedals whilst simultaneously easing both pilot handles forwards or downwards depending on position within G2JS.
This results in post-thrust energy leaving IPF system to be directed aft and downwards which further results in AI2F-Set to move in the relative opposite direction of dive.
This is continued untill the angle the pi lot desires to dive. at is reached whereby the pilot eases the two pilot handles to neutral so as to dive in a direct line.
AI2F-Jet in direct flight;
Pilot eases two flight handles in same mannerism as above whilst not applying at~y pressure upon either TPF foot pedal.
Increased throttle usage will facilitate faster dive speed.
Dive efficientcy is direct ly connected to usage and or non-usage of spoiler system within HILT via pilot.
14 of 3 5-Figur~ 16. tent;
AI2F-Jet Pilot controls to fly backwards;
This instructional flight procedure goes from the AI2F-Jet being in a stable hover.
Pilot body position is upright within G2JS so as to allow pilot to check of shoulder whilst flying backwards.
Pilot continues downwards pressure on both IPF
f~ot pedals whilst fully depressing spoiler thumb buttons on both pilot flight handles whilst increasing throttle of bet engine. This results in an extreme increase of, post-thrust energy that will naturally begin to self vector back towards the front of the Aero Hover~et as the overall neutral hover balance orbit that occurs via the IPF syste~ is displaced by the relative angled airflow as the post-thrust energy escapes the IPF system.
Refer to Figure ~'s Pertside airflow illustration.
The angle of the pincers within the IPF system are designed so that with increased airflow moving out the snide _~f the relative IPf! the airflow begins to travel in a slight horse sh~e pattern. Hence the AI2F-Jet will fly backwards. The full usage of AIhT spoilers ~ffset the increased lift that will occur as a result of the increased airflow within the AILT.
NOTES This procedure may be used when in high speed direct flight which will result in Af2F-Jet stopping high speed direct flight in mid-air.
-15 of 3~-Figure 1~ text;
AI2F-Jet Pilot controls to spiral forwards;
This instructional flight procedure goes from the AI2F-Jet being in a direct flight mode.
Pilot body position within G2JS is forclined.
AI2F-Jet to clockwise spiral forwards;
Pilot simultaneously applies downwards pressure on Starboard pilot handle whilst applying equally opposite:
upwards pressure on Portside pilot handle.
This results in a disproportionate amount of post-thrust energy being forced aft in relative opposite angles which result in Aero Hover~et to spiral clockwise during forward motion.
AI2F-Jet to anti-clockwise spiral forwards;
Pilot reverses above flight handle position.
Perfection of overall spiral flight can be facilitated by increasing and or decreasing the aeronautic lift that is being created within AILT via pilot c~ntrol of AILT
spoiler system. IE~ depressing Partside spoiler button will result in lift within Portside GILT to be decreased whilst lift within Starboard GILT is constants this will result in AT2F-Jet rolling along the C of G axis towards the Partside itself.
-16 of 3 ~-Figure l~.t~at~
AI2F-Jet Pilot contr~ls to reverse spiral;
This instructional flight procedure goes from the AI2F-Jet already being in reverse flight motion.
Pilot body position must be in forclined after pilot has- checked flight area for safety.
AT2F-Jet to clockwise spiral in reverse flight;
Filot simultaneously applies downwards pressure on P~rtside pilot handle whilst applying equally opposite upwards pressure on Starboard pilot handle.
The same physics that apply in Figure 17 will occur which results in reverse clockwise spiral flight.
AI2F=Jet to anti-clockwise spiral in reverse flight Pilot reverses above described flight handle position.
Perfection of overall reverse spiral is the same as described in Figure 1~.
Prior t~ the invention of the Aero Hover~e.t, the aerospace industry had isolaaed 15 different ways in which a vehicle could achieve vertical take ~ff do landing before progress could be attempted into directional flight.
These 15 different ways are visually represented in Figure 1 ~f the attached drawings and furthermore correspond with the f~llowing alphabetical listing within Figure 1;
(a) Opposing Propellor Tailsitter.
(b) Opposing Pr~pellor open Discs.
(c) Directional Ducted Discs.
(d) Buried Discs.
(e) helicopters. . .
(f) Autogyros.
(g) Tiltrotors.
(h) Tiltprops.
(i) Tiltducts.
Tiltwings.
(k) Jet Tailsitter.
(1) Lift~ets.
(m) Augmented Lift~ets.
(n) Tilt,~ets.
(o) Vectored Thrust.
-3 of 35-Restructuring of Bernoulli's Principle is the foundation of Aero Ii~ver~et technology.
The restructuring of Bernoulli's Principle is visually represented in Figure 2. of the attached drawings.
The visual representations contained within Figure 2 are alphabetically listed as the following summations;
Ca) Venturi (b) Airfoil (c) Aeronautic Induction Lift Trap The corresp~nding technical information pertaining to the restructuring of Bernoulli's Principle as visually reprea anted via (a)~ (b) and (c) within Figure 2 is: as follows;
The essence of Bernoulli's Principle is that when a fluid (air) flmwing through a tube reaches a constriction or narrowing of the tubes the speed of the fluid flowing through that constriction is increased and its pressure is decreased. This event wag demonstrated within a Yenturi.
Please note within the Venturi represented within Figure 2 that the airflow is travelling from right to left.
As a result of this events all true aeronautic vehicles that relie upen true aeronautic lift generate thier true aeronautic lift by propelling an airfoil through the atmosphere.
The airfoil is attached to the exterior of the aeronautic vehicle whereafter it is post-thrust energy that propells the attached airfoil through the relative atmosphere that results in the event of decreased pressure above the airfoil ta~be managed in a way that allows the overall vehicle to fly.
Please note that the Airfoil within Figure 2 is moving from right to left. The Aeronautic Induction Lift Trap within Figure 2 reverses the practice of propelling an airfoil through the atmosphere via the usage of post-thrus.t~ energy that is used in contemp~rary aeronautic practice. Instead, the Aeronautic Induction Lift Trap uses pre-thrust engine air intake energy t~ suck the atmosphere through a ~ Venturi whereby aeronautic lift is generated from within the AILT
by the increased airflow and resultant decrease in pressure over the partial airfoil contained within the AILT itself.
Please note that the airf low within the HILT is moving from right to left as was originally demonstrated within a ~enturi.
~~ of 35-The figures contained within ~'igur~ 1 relied upon post-thrust energy to achieve thrust lift and or genuine aeronautic lift.
The Aero Hover~et is the ~nly VTOL directional vehicle to achieve its self lift via usage of pre-thrust energy.
The restructuring of Bernoulli's Principle as represented in Figure ~ confirms that Aero Hover~et technology does facilitate an applied mergance of Lift & Thrust. .
In essence, the Aer~ Hover~et is a true hover vehicle via the fact it generates its overall lift via internal force.
A visual representation of an Aero Hover3et that has been perfected with industrial design application of the;
- Aeronautical Induction Lift Trap (AILT for abridgment), - Inter-dependant Pincer Fleaevons (IPF for abridgment), - G-Force Jet Saddle (G2JS for abridgment), yet; said visual representation is not limited to said industrial design and or subsequent industrial designs associated with Aero Hover~ets in any shape or form as of yet created and or,disclosed as an Aero Hover~et is, attached in the following sequential Figure listing as;
Figure Aero Hover~et partial side view., Figure ~ Aero Hover~et transparent partial side view., Figure 5 Aero Hover~et transparent side view., Figure 6 Aero Hover~et top view., Figure 7 Aero Hover~et transparent top view.
Figure 8 Aero Hover~et G2JS flight control system., Figure 9 Aero Hover3et front view., Figure 10 Aero Hover~et pilot controls to hover., Figure 11 Aero Hover~et pilot controls to fly forward.
Figure 12 Aero Hover~et pilot controls to fly starboard., Figure 1,3 Aero Hover~et pilot controls to fly to port., Figure 14 Aero Hover~et pilot controls to climb., Figure 15 Aero Hover~et pilot controls to dive., Figure 16 Aero Hover~et pilot controls to fly reverse., Figure 1~ Aero Hover~et pilot controls to spiral forwards., Figure 18 Aerv Hover~.et pilot controls to reverse spiral whereas the attached pages of 5 through l6~of the overall 35 pages contain relevant technical, a~perational and pilot control informational text as' pertaining to Figures 3 to 18.
w~ of 3~-Figure 3:~ test;
Ae~ro ~over~et The p~,siaal appearance of an J~e~ro ~over,~et is clearly distinct from all other types' of sarcraufi~ that have: aveae been designed throughout the history of human fascination with the sbility~ to lift ones self throughout the atmosphere.
z Mounted at tail of I~ero F~over~et. Act: as primary mechanism that ~cl.lows direatioaal focus of post-thrust energy via, pilot control.
AII:T
Mounted at center of hero 8bver~et. Aa~t: as primary m~hanism that all~ws pre-thrust air intak~ ~ngine energy to be converted to aeronautic lift.
Figure 4 text;
The: internal self lift via the usage of pre-thrust air intake engine energy is clearly self evident within this drawing on the grounds that the resultant: drop in air pressure that occurs upon the s~ecelerated airflow event over the top of the partial airfoil yet under the roof of the AILT itselfy occurs well before the airflow is inhaled by the Aero ~bv~r~et engine.
The flow of post-thrust energy that has dust left the Aero Hover~et engine is clearly visibly ~ntering both of each of the entrance ports of the 1FF.
The amount of overall aeronautic lift that occurs within the HILT is based on the amount of airflow the engine inhales via pilot control of throttle.
-Ei Of ~~-~'i~ure ~ text;
IPF
Th~ overall primary directional control of the Aero xaver~et is via pilot management of the IPA' system. In ~ssenoe~ the 3P~' supplements and rsplaaes.the usa~e~of rudders elevons and ailerons as a unified means for a pilot tro control the dirsetion th~ pilot decides the Aer~ ~ver~et will travel.
The I~F' system eoasists of two separately eont~lled air ducts that pinch the airflow sideways on pilot Qoomamd in opposite send or and~pendently of each othsr~ that results in an o~teral~l ability for the T~'F system to give the pilot a: flight management aontrov either directly posits the thrust potential of the ~sro ~over~et sc~ as ~to be able tohovsr in the center of gravity enviroment or to exploit the thrust potential so as to direct the Aero Hovsr~et along the axis of the center of gravity enviroment.
3'igure 6 text;
The only moving parts associated with the ATLT is a spoiler system.
They operate in an identical format as spoilers on an aircraft wing ~xc~pt they are installed within the AILT.
See Figure ? as reference.
Figure 7 text;
pilot throttle is what controls the amount of airflow going into the ATLT~ this in turn will determine the overall amount of genuine lift that is generated within the ATLT.
Uniform or separate control of spoilers within the ATLT
let the genuine lift in the ATTiT to be high or low without loss of overall usage of thrust potential.
-? of 35-Figure: ~ text;
r~2Js The G:2JS will facilitate any piloa e~~at~,on at any valoaity~.
current e~eation t~ology is fair 'belosF the ~pal~li.~ o~ the advanced high perfarmanee sero.spsaa vs3~iele platform. noes.
until the int.roduetion 'af~ the (~~J6 into the advaneeed ae~aospaae industr~~ alY advanwd aerospaae vehivles are: l~nic~alZy , non~ff~tive~ as a aesul.t of pilot F~~ta~lii~ that occurs d~ring>
e~eci~ion ait ~nac~ plus velocity. The Q~.TS is designed to allow th~ pilot to adjust body position into and out of the optimal ~#-fiarae andnranae: threshold of forclined with sero disturbance to pilot control during bcrdy~ position a~d~ustment. The ~~2J8 will enhance the pil~ts ability' to Ely as more aggressi.ve~~ by virtue of the pilots aptiow to engage in the refl~x; posture of' fo~lined which is that used in attack hand to hand combat. The ~;2:T~ is shielded in an aevody~~amic ~annar that protests the occupant t~rom airblast upon e~eation at high velocity. The C~~:fiB eronverts l~:o a micro glider ~xpon a:~eat3on vie automatic d~ployy~err~t off' wings that are second ataga f'l.i~ght aentrol surfaces: via pihtt management of puima~r flight control, system. ~ha a~2J8 arcs saa~ a:~ectian fc~mat is via release of aumpressed air from attaah~ air capsule.
Th~: t~~.T~ gyide: eyeatioa format is~ via cQnt~ralle~d re:le-aw 3:r~ta~
~rpo~anding airflc~c schrreby converting relative airblast into.
glide energy peae:ntial. Both t3~,TS election formats ~wsure a ccald s~Lg~aatts~a a~eetion ~ehereby di~arlving i:lm~t erxposnrre to heat a~eeking mias~,l.es~ duri~ exaction. The 8 shielding material ~nsures4 they f~aJ'~3 is aquaticly- ?9uoyant whoreby dissolving pilot ea~po.sura tohypothermia risk following papachute release over cold waters. The t~2J~3 shielding material prc~eets piled from injury dining parachute dss-cent into fors~st or ,bungle and a~hs:o acts as rappelling platfc~m for pilot should ('8 parachuter~ get entangled within vegetatiat~ of forest, ~ungls or mounta~.nous~
regia~ns during overall pilot e,~actia~: Folla~wing ~'2J8 e,~ection, surplus air within air capsule may be aanswned by pilot and or used a.s thrusa energy to increase glide distance potential.
Figure 9 text;
The Q2.TS backrest artieulate~a with primary flight control handles.
This allows pilot ad~usttment of reclined into forclined with no upset to relative flight control. The Q2J8 face shield worn by the pilot lacks into the chin and n~ck support r~gion of the (~'2Js during extreme controlled flight and upon ejection. The~t~2Jg face shield lock hook engages a two stags regulator that supplies the pilot air via 02JS air capsule during glide election format at high altitudes whereby allowing pilot to exercise maximum glide ratio.
The G2J8 parachute is stored in aft compartment and is deployed and managed by pilot.W~as text of Figure 10 through 18 in regards to the G2J~ ~ pilot flight controls in relation to hero ~ver~et.
-a. of 3~-figure 10 tact;
Aero Hover~et ( AIZF-Jet f~r abridgment ) Pilot controls to hover;
This instructional flight procedure goes from the AI2F-Jet position of stable on the ground to VTOL.
Pilot straps self into G2JS. Turns master switch on.
Depresses P~rtside and Starboard spoilers thumb button all the way down in pilots two control handles.
This in turn causes spoilers within AILT to raise up.
Pilot depresses P~rtside and Starboard IPF foot pedals downwards so as t~ close both IPF pincers.
Pilot ensures that both pil~t handles are in neutral position so as to ensure that IPF pitch is at zero.
Pilot turns engine on and begins to r~11 thrmttle an right IPF handle.. The resultant drop in air pressure within AILT trill cause AI2F-Jet to lift. The opposing thrust energy coming out of the IPF system will ensure that the AI2F-Jet stays in a neutral relative orbit.
The combined release of spoiler thumb controls and or the increase and or decrease ~f engine turbine RPM via throttle control will determine the rate of AI2F-Jet ascent and or descent is facilitated whilst hovering.
-9 of 35-Figttr~ a teat;
AI2F-Jet Pilot controls to fly forward;
This instructional flight procedure goes from the AI2F-Jet in a stable hover position to that of direct forward.
Pilot maintanes position of upright within G2JS.
Pilot simultaneously rotates both IPF foot pedals in the direction ~pposite to that used~whilst in hover.
Essentially the IPF foot pedals act identics~l to that as braEkes on a motor vehicle. When depressed the pincers close which results in the post-thrust energy being redirected out the sides of the IPF system. When released the pincers open which results in the post-thrust energy moving directly aft out the tail opening ~f each IPF pincer.
This results in the overall AI2F-Jet to propel itself directly opposite the direction of the airflow of the post-thrust energy. Speed of flight mf the AI2F-Jet is directionally proportionate to the amount of airflow that the AILT c~nsumes via pilot. usage of engine throttle.
The natural tendency for the AI2F-Jet to climb as a result of the increased airflow within the GILT can be offset by pilot manipulation of the spoiler system within AIhT.
-1(~ of 35-Figure 12 text;
AI2F-Jet Pilot controls to fly starboard;
This instructional flight procedure goes from either the AI2F-Jet in a stable hover or from in direct flight.
Pilot maintanes position of upright within G2JS.
AI2F-Jet in hover flight; - -Pilot releases downwards pressure on Portside font pedal.
Pilot keeps downwards pressure on Starboard foot pedal.
This results in the Portside IPF pincer to open whereby allowing the Portside post-thrust energy to travel aft.
The dispr~portionate flow of post-thrust energy between that which is traveling aft versus that which is still traveling out the Starboard- IPF side will result in the AI2F=Jet to yaw Starboard ~n the C of G axis.
AI2F-Jet in direct flight.
Pilot excerts downwards pressure on Starboard foot p~dal.
Pilot e~ccerts no pressure on Pertside foot pedal:
The same physics that caused the AID'-Jet to yaw Starboard as explained above apply during this flight circumstance.
Combined usage of engine throttle and sp~iler system will enable AI2F-Jet to yaw either fast ~ slow and or to yaw in a spiral ascent or spiral descent along the C of G axis .
-ll of 35-Figure 13 text;
AI2F-Jet Pilot controls to fly port;
This instructional flight procedure goes from either the AI2F-Jet in a stable hover or from in direct flight.
Pilot maintanes position of upright within G2JS.
AI2F-Jet in hover flight!
Pilot releases downwards pressure on Starboard foot pedal.
Pilot keeps downwards pressure on Portside foot pedal.
The same physics that were explained in Figure l2 apply here except in the reverse manner. AI2F-Jet will yaw to Port along the C of G axis .
AI2F-Jet in direct flight;
Pilot excerts downwards pressure on Portside foot pedal.
Pilot excerts no pressure ~n Starboard foot pedal.
The same physics that are explained above apply here which results AI2F-Jet to yaw to Port along the C of G axis.
Combined usage of engine throttle and spoiler system will enable AI2F-Jet to yaw either fast ~ slow and or to yaw in a spiral ascent or spiral'descent along the C of G axis.
-12 of 3~-~'igure l~ t~st;.
AI2F-Jet Pilot controls to climb;
This instructional flight procedure goes from either the AI2F-Jet in a stable hover or from a direct flight. .
Pilot body position within G2JS is determined by amount of anticipated G-Forces will be encountered during climb.
Either upright or forclined should be facilitated.
AI2F-Jet in hover flight;
Pilot sinniltaneously releases downwards pressure on both foot pedals whilst simultaneously easing both pilot handles aft or upwards depending on body position within G2JS.
This results in post-thrust energy leaving IPF system to be directed aft and upwards.which further results in AI2F-Jet to move in the relative opposite direction known as climb.
This is contirxued untill the angle the pilot desires to climb at is reached whereby the pilot eases the two pilot handles to neutral so as to continue climbing in a direct line:
AI2F-Jet in direct flight;
Pilot eases two flight handles in same mannerism as above whilst not applying any pressure upon either IPF foot pedal.
Increased throttle usage will facilitate faster rate of climb.
Climb effictentcy is directly connected to usage and or non-usage of spoiler system within AILT via pilot.
-13 of 35-Figure l~ tent;
AI2F-Jet Pilot controls to dive This instructional flight procedure. goes from either the AI2F-Jet in a stable hover or from a direct flight.
Pilot body position within G2JS is determined by amount of anticipated negative G-Forces will be encountered.
AI2F-Jet in hover flight;
Pilot simultaneously releases downwards pressure on both foot pedals whilst simultaneously easing both pilot handles forwards or downwards depending on position within G2JS.
This results in post-thrust energy leaving IPF system to be directed aft and downwards which further results in AI2F-Set to move in the relative opposite direction of dive.
This is continued untill the angle the pi lot desires to dive. at is reached whereby the pilot eases the two pilot handles to neutral so as to dive in a direct line.
AI2F-Jet in direct flight;
Pilot eases two flight handles in same mannerism as above whilst not applying at~y pressure upon either TPF foot pedal.
Increased throttle usage will facilitate faster dive speed.
Dive efficientcy is direct ly connected to usage and or non-usage of spoiler system within HILT via pilot.
14 of 3 5-Figur~ 16. tent;
AI2F-Jet Pilot controls to fly backwards;
This instructional flight procedure goes from the AI2F-Jet being in a stable hover.
Pilot body position is upright within G2JS so as to allow pilot to check of shoulder whilst flying backwards.
Pilot continues downwards pressure on both IPF
f~ot pedals whilst fully depressing spoiler thumb buttons on both pilot flight handles whilst increasing throttle of bet engine. This results in an extreme increase of, post-thrust energy that will naturally begin to self vector back towards the front of the Aero Hover~et as the overall neutral hover balance orbit that occurs via the IPF syste~ is displaced by the relative angled airflow as the post-thrust energy escapes the IPF system.
Refer to Figure ~'s Pertside airflow illustration.
The angle of the pincers within the IPF system are designed so that with increased airflow moving out the snide _~f the relative IPf! the airflow begins to travel in a slight horse sh~e pattern. Hence the AI2F-Jet will fly backwards. The full usage of AIhT spoilers ~ffset the increased lift that will occur as a result of the increased airflow within the AILT.
NOTES This procedure may be used when in high speed direct flight which will result in Af2F-Jet stopping high speed direct flight in mid-air.
-15 of 3~-Figure 1~ text;
AI2F-Jet Pilot controls to spiral forwards;
This instructional flight procedure goes from the AI2F-Jet being in a direct flight mode.
Pilot body position within G2JS is forclined.
AI2F-Jet to clockwise spiral forwards;
Pilot simultaneously applies downwards pressure on Starboard pilot handle whilst applying equally opposite:
upwards pressure on Portside pilot handle.
This results in a disproportionate amount of post-thrust energy being forced aft in relative opposite angles which result in Aero Hover~et to spiral clockwise during forward motion.
AI2F-Jet to anti-clockwise spiral forwards;
Pilot reverses above flight handle position.
Perfection of overall spiral flight can be facilitated by increasing and or decreasing the aeronautic lift that is being created within AILT via pilot c~ntrol of AILT
spoiler system. IE~ depressing Partside spoiler button will result in lift within Portside GILT to be decreased whilst lift within Starboard GILT is constants this will result in AT2F-Jet rolling along the C of G axis towards the Partside itself.
-16 of 3 ~-Figure l~.t~at~
AI2F-Jet Pilot contr~ls to reverse spiral;
This instructional flight procedure goes from the AI2F-Jet already being in reverse flight motion.
Pilot body position must be in forclined after pilot has- checked flight area for safety.
AT2F-Jet to clockwise spiral in reverse flight;
Filot simultaneously applies downwards pressure on P~rtside pilot handle whilst applying equally opposite upwards pressure on Starboard pilot handle.
The same physics that apply in Figure 17 will occur which results in reverse clockwise spiral flight.
AI2F=Jet to anti-clockwise spiral in reverse flight Pilot reverses above described flight handle position.
Perfection of overall reverse spiral is the same as described in Figure 1~.
Claims
CLAIM
The Aero Hoverjet is any controlled self lifting platform capable of controlled directional movement that relies on;
- usage of controlled internal lift energy generated via drop in air pressure from resultant controlled passage of airflow within Aeronautic Induction Lift Trap, and, - usage of controlled external thrust energy that allows controlled directional movement to be facilitated upon the axis of roll and or yaw and or pitch via resultant controlled passage of controlled thrust energy through Inter-dependant Pincer Flexevons via pilot management where; said pilot management is facilitated from and or within a pilot selective positioning system that allows the pilot to optionally perfect pilot position from and or through the range of reclined to forelined in a form that has zero inhibition upon pilots overall management of flight control system as it interconnectedly adjusts with pilots position from and or within and or upon the usage of a G-Force Jet Saddle flight control system.
The Aero Hoverjet is any controlled self lifting platform capable of controlled directional movement that relies on;
- usage of controlled internal lift energy generated via drop in air pressure from resultant controlled passage of airflow within Aeronautic Induction Lift Trap, and, - usage of controlled external thrust energy that allows controlled directional movement to be facilitated upon the axis of roll and or yaw and or pitch via resultant controlled passage of controlled thrust energy through Inter-dependant Pincer Flexevons via pilot management where; said pilot management is facilitated from and or within a pilot selective positioning system that allows the pilot to optionally perfect pilot position from and or through the range of reclined to forelined in a form that has zero inhibition upon pilots overall management of flight control system as it interconnectedly adjusts with pilots position from and or within and or upon the usage of a G-Force Jet Saddle flight control system.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA002471887A CA2471887A1 (en) | 2004-06-29 | 2004-06-29 | Aero hoverjet mk-1 |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA002471887A CA2471887A1 (en) | 2004-06-29 | 2004-06-29 | Aero hoverjet mk-1 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2471887A1 true CA2471887A1 (en) | 2005-12-29 |
Family
ID=35588975
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002471887A Abandoned CA2471887A1 (en) | 2004-06-29 | 2004-06-29 | Aero hoverjet mk-1 |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA2471887A1 (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US10464668B2 (en) | 2015-09-02 | 2019-11-05 | Jetoptera, Inc. | Configuration for vertical take-off and landing system for aerial vehicles |
| US10875658B2 (en) | 2015-09-02 | 2020-12-29 | Jetoptera, Inc. | Ejector and airfoil configurations |
| US11001378B2 (en) | 2016-08-08 | 2021-05-11 | Jetoptera, Inc. | Configuration for vertical take-off and landing system for aerial vehicles |
| CN113107704A (en) * | 2021-04-17 | 2021-07-13 | 浙江大学 | Large-curvature flat spray pipe suitable for tailless flying wing layout aircraft |
| US11148801B2 (en) | 2017-06-27 | 2021-10-19 | Jetoptera, Inc. | Configuration for vertical take-off and landing system for aerial vehicles |
-
2004
- 2004-06-29 CA CA002471887A patent/CA2471887A1/en not_active Abandoned
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US10464668B2 (en) | 2015-09-02 | 2019-11-05 | Jetoptera, Inc. | Configuration for vertical take-off and landing system for aerial vehicles |
| US10875658B2 (en) | 2015-09-02 | 2020-12-29 | Jetoptera, Inc. | Ejector and airfoil configurations |
| US11001378B2 (en) | 2016-08-08 | 2021-05-11 | Jetoptera, Inc. | Configuration for vertical take-off and landing system for aerial vehicles |
| US11148801B2 (en) | 2017-06-27 | 2021-10-19 | Jetoptera, Inc. | Configuration for vertical take-off and landing system for aerial vehicles |
| CN113107704A (en) * | 2021-04-17 | 2021-07-13 | 浙江大学 | Large-curvature flat spray pipe suitable for tailless flying wing layout aircraft |
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| Date | Code | Title | Description |
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| FZDE | Discontinued |