GB2229413A

GB2229413A - Rotating circular wing aircraft

Info

Publication number: GB2229413A
Application number: GB8906551A
Authority: GB
Inventors: Michael John Leigh Chapman
Original assignee: Individual
Current assignee: Individual
Priority date: 1989-03-22
Filing date: 1989-03-22
Publication date: 1990-09-26
Also published as: GB8906551D0

Abstract

A rotating circular wing aircraft comprises a standard aeroplane fuselage 1 fitted with conventional tailplane 2, fin and rudder 3, retractable landing gear 4 and conventional propulsion units 5, mounted at the rear or front of the fuselage. Rotating shaft 6 driven by low powered conventional motor 7 with variable speed, mounted on top of and clear of fuselage 1 within a streamlined cowling is in a forward position along the fuselage, the motor assembly and shaft being hydraulically tipable, driving the rotating circular wing 8 with generally smooth, flat surface, but curving concave downwards at the perimeter until perpendicular to the central flat portion to which it is rigidly fixed. Rotation of the circular wing during flight results in increased stability of the aircraft due to inertial forces and reduced drag while providing a high degree of lift, especially due to ground effect at low level. Fig 5 shows a version having four rotating circular wings 8. A tilt mechanism for the circular wing is described (Figs 8, 9). The configuration is applicable to a toy aeroplane (Fig 7) which may e.g. be launched by a catapult after the rotating wing has been spun up by means of a string (18) round a pulley (14) on the wing support shaft. <IMAGE>

Description

ROTATING CIRCULAR WING MISCRAFT This invention relates to a rotating circular wins aircraft.

Conventional aircraft have fixed wings of various planforms including swept back, v-form and straight rectilinear types wit varving cross-sections, aspect ratios and surface areas depending on the purpose for which thev have been designed. A more recent approach has included wings which move to vary the angle of sweeD and wings which tilt about a horizontal axis to vary the angle of attack ad allow the propulsion units to be oriented for short or vertical take off.Apart from fixed win aircraft. there are currentlv many varieties of helicopters in service that make use of rotating blades which could in some sense be termed wins. These wings are generally shaped to have a length to breadth ratio greater than 3 and are arranged svmmetricallv about the axis of rotation. In all of the above cases, the lift for the aircraft is provided bv the partial air vacuum created on the upper - rearwar: side of the wing which develops through forward movement of the wing through the air.The amount of this lift is greatlv ln- fluenced by the cross-sectional profile of the wing as well as by the angle of attack relative to the direction of motlon.Wlnqc are normally arranged symmetrically on either side of the aircraft fuselage so that longitudinal forces in the direction or motion on each side are balanced and so that excessive awlr, or uncontrollable rotation does not occur. although final correction bv tail fin. ailerons. etc. is still necessary.

Typicallv the current practice is to make wings with relativelv high length to width ratio and of relativelv small thlck- ness so that they present little resistance to the air when thev are forced through it at high speed. This results in four obvious fundamental problems::- firstly that the wing must be very strong at its root, near the fuselage, in order to carry the whole weight of the fuselage bv a cantilever of such narrow crosssection, secondly that the aircraft cannot easilv fly at low speed, even with its wins tilted to provide improved lift, thirdlv that in order to make maximum use of its design for high speed, very powerful and heavy engines are needed which consume large amounts of fuel. which in turn is heavv and fourthlv that particularly at low speed. the aircraft tends to be unstable as the inertia of its wings is relatively low compared with that of the changing air currents which it may encounter. particularly at low flying ievels.

There is a growing need for economical, low speed transport planes, particularly for use in under-developed countries and which have large carrying capacity and are able to use very short roughly prepared runaways.

The use of a rotating circular wing for aircraft has several advantages over the conventional fixed wing type. The circular shape is verv regular and therefore structurally light per unit area. When it is placed in an airstream. it will not tend to yaw, even with turbulent airflow. However the use of the circular shape alone does not proviae a qooc solurion for an aircraft wing as the dra is relatively high in comparison with other commonlv used shapes even if the angle of attack is zero.

The pitch stability of a fixed circular Platform wing is very poor so that such a wins could onlv be mounted at the rear of an aircraft. However. if the wing is rotating about an axis through its center, perpendicular to the plane of the wing, a large inertial resistance to vertical rotation or Ditching is induced. This is accompanied by a reduction in drag in the direction of motion of the aircraft, due to the development of a thin. evenly dís- tributed layer of rotating air or boundary layer, close to the surface of the wing.

If the circular wing is saucer shaped having a crosssection in the shape of a flattened 'C', the rotation also influences air on the concave side to rotate as a mass and spread radially at the perimeter, affecting a wider area than the wing itself. Such a wing can be used beneficially in alternative attitudes: -with the concave side uppermost. the underside presents a smooth aerodynamic profile when at an angle to the airstream.

while the upper side creates a partial vacuum with a resulting high degree of lift.

-with the concave side down, a cushion of air will be formed below the wing which can be used to advantage in ground effect for take-off and landing and for low level long distance economical flight, particularly when heavv loads are carried.

The main disadvantage of the rotating wing is the ulf- faculty of transmitting the load equivalent to the full dvnamic- weight of the fuselage througn the junction of rotation which must present verv little resistance to rotation to avoid overheating and los of energy. MlthouQh the same problem asDlies to helicopters so that there is already a large technology in this field. the use of mechanical bearings may not be the ost an- propriate solution for the rotating circular wing aircraft which could ultimatelv have larger dimensions and greater loads than helicopters Alternative types of rotating couplings such as those supported or centralized by magnetism or air pressure are therefore suggested.

A small scale version of the rotating circular wing aircraft can be used as a tov which would be cheap to construct. rela tively robust when compared with other model aircraft and interesting to operate. In its simplest form it could combine a hana drawn pulley to rotate the wing with a throwing or catapult action to provide forward motion.

According to the present invention there is provided a rotating circular wing aircraft comprising a conventional type of aircraft fuselage and tail assembly with standard propulsion units to provide forward motion of the bodv mounted at the rear end in the case of a jet turbine, or at the front end if a propeller unit and with landing gear mounted directly under the fuselage. The rotating wing of dimensions suitable for providing lift for the aircraft during forward flight is mounted by a coupling clear of the upper side of the fuselage somewav forward of the mid section.The rotating wing. which is circular in plan is of flat cross-section generally, but with a shallow circular curve downwards to become perpendicular to the central section around the whole perimeter and is rotated bv the action of a relatively low powered motor mounted in the fuselage which could be of electrical or any conventional type. The motor could equally well be mounted on the wing or on the outside of the fuselage provided it was well streamlined. The coupling with motor and rotating wing assembly is able to tilt to provide a high angle of attack during take off and landing, -but to allow the wing to remain practically parallel to the fuselage during normal flight thus reducing the horizontal drag. The wing assemblv can also be tilted laterally to allow banking in normal flight.Various alternative configurations of the rotating circular wing aircraft include the types with the wing assembly mounted on the underside of the fuselage with concave side up or alternatively concave side down and the types with the wing assembly mounted above the fuselage with concave side up or down.

There are also types with multiple rotating wings or combining rotating wings with conventional wings to provide extra lift.

Specific embodiments of the invention will now be described by way of examples with reference to the accompanying drawings in which: Sheet 1/3 Figure 1 shows a side elevation of a type A configuration rotating circular wing aircraft; Sheet 1/3 Figure 2 shows a side elevation of a type 8 configuration rotating circular wing aircraft; Sheet 1/3 Figure 3 shows a side elevation of a type C configuration rotating circular wing aircraft; Sheet 2/3 Figure 4 shows a side elevation of a tvpe D configuration rotating circular wing aircraft; Sheet 2/3 Figure 5 shows a plan elevation of a type E configuration rotating circular multi-wing aircraft:: Sheet 2/3 Figure 6 shows an end elevation of a type F con- figuration rotating double circular wing aircraft; Sheet 3/3 Figure 7 shows a side elevation of a reduced scale type A configuration rotating circular win aircraft for use as a toy; Sheet 3/3 Figure 8 shows a detailed elevation of a rotating circular wing with motor support and coupling assembly: Sheet 3/3 Figure 9 shows a detailed elevation of a rotating circular wing with alternative motor support and coupling ' assembly.

Referring to the drawings, sheets li3 to 3/3, the rotating circular win aircraft mav take one of six main forms as follows: Type A : Concave downward single form mounted above fuselage.

Type 8 : Concave upward single form mounted above fuselage, Type C : Concave downward single form mounted below fuselage, Type D : Concave upward single form mounted below fuselage.

Type E : Concave downward multiple form mounted on outriggers.

Type F : Concave upward double form mounted on outriggers.

Preferring to sheet 1/3 Figure 1. the tpe 4 aircraft comprises a standard streamlined aeroplane fuselage 1 fitted with conventional tailplane 2, fin and rudder 3. retractable landing gear 4 and propulsion units 5,which may be jet turbine if mounted at the rear or propeller type if mounted at the front of the fuselage. A rotating shaft 6 driven by motor 7,- which may be mounted on top of the fuselage 1 within a streamlined cowling or within the upper part of the fuselage is in a forward position along the fuselage and is hydraulically extendible, driving the rotating circular wing 8.The motor may be a relatively low powered electrical or conventional type, preferablv with variabie speed so that faster rotation may be used when greater stability is required. In order to give clearance for tilting of the rotating wing, the motor 7 and streamlined cowing may be mounted clear of the fuselage as shown.The rotating wing 8. has a generally smooth, flat surface. but curves concave downwards at the perimeter until at right angles to the central flat portion.

Some grooving or additional guides of small depth on the rotating wing may be beneficial to enhance rotation of the air and streamlining. The whole motor, shaft and win assembly may be tilted bv hydraulic rams fitted to the fuselage so that during take-off and landing a greater angle of attack is possible, while during cruising a low angle will allow a small resistance to forward motion. The assembly mav also be tilted lateral lav to assist Dain and turning of the aircraft. As the rotating win is above the fuselage in the type A configuration. it will not obstruct the pilot's vision of the landing area and will maintain nood stability during flight.The win will also not interfere with the location of the landing gear 4, which mav be fitted in the optimum position for balance. However. as the wing is relatively far from the ground compared to the below fuselage types, the air cushion ground effect will not be so good. There ma also be more noise in the cabin from the rotating air mass. s the rotational resistance of the wing may tend to yaw the aircraft, some compen- sation in the rudder setting will be necessarv, while the major part of the gyration will be compensated for prior to take-off by applying the landing gear brakes.

Referring to Sheet 1/3 Figure 2. the type e aircraft is generally similar to the tVpe A, but has the rotating wing mounted with its concave side upwards. The Type B aircraft also has the advantage of good downward visibility for the pilot and easv location of landing gear. while maintaining good stability in flight due to the suspension of the fuselage below the wing.

However, although lift will be provided bv the wing. the air cushion will be less effective during landing or low level cruisin than the concave downward types.

Referring to Sheet 1/3 Figure 3. the type C aircraft is similar to the type A aircraft except that the rotating circular wing and motor assembly is mounted below the main fuselage 1 at the front end with the concave side downwards. This allows muor greater use of the ground effect during low level flight, but has the disadvantage of poor visibility for the pilot and restriction of space for location of the landing gear. It does however have the benefit of not requiring additional clearance between the circular wing and the fuselage for tilting, so that the hydraulic extension of shaft 6 is not necessary.For the type C aircraft, the landing gear 4 will have to be set immediately behind the wing 8. while the pilots cabin and front section of the fuselage 9 will hinge upward together with the motor and wing assembly during landing. In order to maintain correct balance of the aircraft, the rearward portion 10 of the aircraft will be about three times wider than the middle portion 1 and may require additional landing gear 11. This configuration is not so stable in flight as the type A or B version.

Referring to Sheet 2/3 Figure 4, the type D aircraft is similar to the type C except that it has its circular rotating wing 8 with concave side upwards mounted below the fuselage 1.

This reduces the ground effect, out increases stability in flight. Otherwise the same advantages and disadvantages apply as for the type C aircraft. The type D aircraft is more likely t be used as a sea skimmer. as the convex downward wing surface would allow easy flotation and could support the fuselage for take off and landing on water without the need for separate landing gear.

This shape would also not catch the water prior to lif t-cff .

Referring to Sheet 2/3 Figure 5, the type E aircraft is a variation on the type C. as it has four concave downward rotating wings s instead of one, mounted at a lower leve than the fuselage 1. However in this type, the rotating winos and ;notor assemblies 6. 7 and 8 are mounted on outriggers or booms 12. With this arrangement, the conventional fuselage and landing gear can be employed and pilot's downward visibility is not unoulv im- paired.With the concave downward rotating wings as for type the ground effect would be good with the type E alroraf t and lateral stability could be enhancec by the twin wing system.

However the maneuverability would not be so gooc and lateral tip- ping of the wings would not have much advantage for turning, Turning could however be enhanced by varying the rotation rate of the wings differentially. In fact the twin rotating wing type does not have the same problem of yawing due to the rotational resistance as the single wing type.

Referring to Sheet 2/3 Figure 6, the type F aircraft is similar to the type E but has two concave upwards rotatin: wings. In this case, the craft is most suited to worx ere water landing is required. As the wings could duplicate as fiats. the might be provided with detachable covers on the unr Referring to Sheet 3/3 Figure " an of the above @@@@@ to F aircraft could readilv be scaled down @@@ toys.In order to allow production of @@@ @@@@@@@ @@ @@@ to avoid the necessity for complicates @@@@@@@@@ @@@ controls, a hand lau@@@@@@ @@@@ @@@@ @@@@ @@ @@@ straight streamlined fuc-1as L rlhe fixed tailr1ane. 2. the prezttal tal fin an rudder J and the rotating circular wing curved down at the nerill~ter 3 as described for type A. The rotating wing 8 15 releasablv secured to the end of shaft 6, but free to rotate about the shaft which is fixed to an adjustable bracket 13. which is in turn fixed to the fuselage 1 in a forward position.A streamlined pulley 14 with central core of about 12mm diameter and outer flanges of about 50mm diameter is releasably secured concentrically to the under side of the rotating wing and is free to rotate about the shaft 6. A downwards pointing, backwards sloping flange 15 is fitted on the under side of fuselage 1 near the front end, which may be used as a notch for an elastic band 16 and catapult 17.The pulley string 18 is of small diameter about one half meter long and is provided with an almost cylindrical holding grip 19 at one end, the other end being free to detach itself from the circular pulley 14 when the string is fulley extended In operation, the user first winds the pulley string around the pulley while holding the fuselage 1 with the left hand then transferring the fuselage to the right hand, notches the catapult elastic 16 around the flange 15 and draws the catapult and pulley grip 19 fuller with the left hand until the string 18 is free before releasing the fuselage 1. The rotating wing can be fitted in alternative concave up or down positions or in another version with notch 20 on the upper side of the fuselage the wing mav be fitted on the under side of the fuselage.As an alternative, a longer pulley string 18 about one meter long can be provided and the aircraft can be launched by throwing or by catapult after the wing has first been set in rotation by means of the pulley.

Referring to Sheet..:3/3 Figure 8, a detail of one system for supporting and tipping the rotating wing assembly for a type A or type B configuration aircraft is shown in which the upper shell of the fuselage 1 has a streamlined cowling 21 built on with a hole in the top, through which passes the rotating shaft 6 of relatively long length, being in the same order as half the rotating wing radius and whose upper end 22 is rigidly joined with the center of the rotating wing 8 and perpendicular to its plane, the joint being designed to withstand both high tensile and lateral loads. The lower end of the shaft 6 is restrained laterally and longitudinally by thrust bearings 23 and roller bearings 24 which are mounted monolithically with the stator 25 of an electric drive motor whose rotating armature 26 is linked to drive the shaft 6, the electric power being.derived from generators linked to the aircraft's main drive motors and being controlled to provide varying rates of rotation of the circular wing as required by the pilot.The stator 25 is supported and fixed in a frame 27 which is in turn supported through rotatable joints 28 and 29 by two hydraulic rams 30 and 31 which have an extension slightly less than half the radius of the rotating wing and are inclined towards the motor with their lower ends fixed through rotatable joints 32 and 33 to the lower shell of the fuselage 1 which is reinforced to take the stress and are operated by the pilot to adjust the angle of attack of the rotating win.

Referring to Sheet 3/3 Figure 9, a detail of an alternative system for supporting and tipping the rotating wing assembly for a type A or type B configuration aircraft is snown in which the upper shell of the fuselage 1 has a streamlined cowing 21 of relatively large height, being about half that of the radius of the rotating wing and built on above the fuselage with a hole in the top. through which passes the rotating shaft 6 of relatively short length whose upper end 22 is rigidly joined with the center of the rotating wing 8 and perpendicular to its plane. the joint being designed to withstand both high tensile and lateral loads.The lower end of the shaft 6 is restrained laterallY and longitudinally by thrust bearings 23 and roller bearings which are mounted monolithically with the stacor 25 of an electric drive motor whose rotating armature 26 15 linked to drive the shaft 6, the electric power being derived from sener- ators linked to the aircraft's main crive motors and being controlled to provide varying rates of rotation of the circular wing as required bv the pilot. The stator 25 is supported ano fixed in a frame 27 which is in turn supported through rotatable joint 28 and 29 by two hydraulic rams 30 and 31 which have an extension slightly less than half the radius of the rotating in ana are inclined towards the motor with their lower enca fleet through rotatable Joints 32 and 33 to tha upper shell of the fuse lag 1 which is reinforced to take the stress and are operated by the pilot to adjust the angle of attack of the rotating wino.

Claims

I A rotating circular wing aircraft comprising a streamlined fuselage with conventional tailplane, fin. rudder. landing gear and propulsion units for forward motion. but with the main wing replaced by a wing which is saucer shaped, ben circular in plan and generally flat or almost flat except at the circumference where it curves until its outer edge is perpendicular or almost perpendicular to its central area, the wing rotating during flight to improve stability and to reduce drag, while provide lift for the aircraft when tilted upwards in the vertical Plane in the direction of forward motion of the aircraft.
2 A rotating circular wing aircraft as claimea in Claim 1.

wherein the rotating win is grooved or provided with guise vanes to promote more economical and effective circulation of air across its surface.
3. A rotating circular wing aircraft as claimed in Claim 1.

wherein the rotating circular wing is used to store fuel or othe goods for shipment within its structure.
4. A rotating circular wing aircraft as claimed. in Claim wherein the rotating wing is driven bv a conventional electric or combustible fuel powered motor mounted within or outside the aircraft or within the win itself.
5. A rotating circular wing aircraft as claimea in Claim 1.

wherein the rotating win and motor assembly may be tilted for ward or aft or from side to side by means of hvdraulicallv extendible supports mounted on or within the aircraft
6. A rotating circular wing aircraft as claimed in Claim 1.

wherein the rotating wing is mounted above the fuselage to provide maximum downward visibility for the pilot and to facilitate location of the landing gear below the fuselage.
7. A rotating circular wing aircraft as claimed in Claim 1 wherein the rotating wing is mounted below the fuselage to provide maximum ground effect during low levei flight and the forward section of the fuselage is able to hinge upwards when the wing is tilted to improve pilot's downwards visibility.
8. A rotating circular wing aircraft as claimed in Claim 7, wherein the cross sectional area and carrying capacity of the rearward portion of the fuselage is made greater than the forward section to shift the center of gravity of the aircraft towards the rear and allow landing gear to be located so that it does not interfere with the rotating wing.
9. A rotating circular wing aircraft as claimed in Claim 1, wherein more than one rotating wing is used in a symmetrical con figuration being attached to fixed wings or outriggers mounted in a forward position on the fuselage, thus allowing improved visibility for the pilot and the standard location of landing gear in the case of rotating wins mounted beneath said fixea wings or outriggers.
10. A rotating circular wing aircraft as claimed in Claim 1 wherein an existing conventional aircraft with fixed wings is modified to include a rotating wing above or below the fuselage,or wherein both a fixed wing and a rotating wing are used in combination to provide additional lift or ground effect.
11. A rotating circular wing aircraft as claimed in Claim 1 wherein the aircraft is designed as a toy and constructed with a hand drawn pulley to provide rotation of the wing and with forward motion being provided by a catapult by throwing or py othermanually powered device.
12. A rotating circular wing aircraft substantially as described herein with reference to Figures 1 to 9 of the accompanting drawings Sheets 1/3 to 3/3.