Aircraft
First Claim
1. A rotor for powered flight with managed PGS-state comprising:
- a rotational domain with generally round shape and generally flat surface face side thereof;
a set of equal wings, equidistantly mounted on periphery of said rotational domain, longitudinally extended from face side thereof outside and parallel to central axis thereof on fixed distance from said axis with ability of rotation around respective axes parallel to said axis, having said respective axes in respective pivot positions relative respective chords of said wings;
an irrotational domain rotationally mount on said rotational domain in respect of said central axis thereof generally on back side thereof with particularly sharing overall volume space of said rotational domain, the irrotational domain used as irrotational tier of setup of said rotor and as reference base for steering said wings in accordance with managed PGS-state;
a central cluster, comprising placed coaxially a central gear and a circular grove, mounted on said irrotational domain toward direction of face side of rotational domain, having axis thereof parallel to central axis of said rotational domain with means for steering said central gear in angular, radial and asimuthal directions relative to said irrotational domain, where each freedom of said steering mapped to steering of pitch, gain and skew respectively, and have a continuation used as steering tier of setup of said rotor, comprising from separated PGS components or their combinations; and
a set of steering elements per each wing includes a pitch gear, having angular position of axis thereof generally directed to axis of respective wing from central axis of said rotational domain, a steering pinion meshed with said pitch gear, a entry gear shared common axis with said steering pinion, upon joining in respective steering cluster, and meshed with central gear of central cluster, having ratio teeth′
number thereof to number of teeth of said central gear equal to ratio of teeth′
number of said steering pinion to number of teeth of said pitch gear, a grove follower inserted to circular grove of central cluster and shared common axis with said entry gear upon joining to said steering cluster, a means for keeping fixed distance between axes of said steering cluster and said pitch gear, and a transmission between said pitch gear to respective wing, providing unitary angular relation between said pitch gear and said wing.
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Abstract
Conception introduced for performing powered flight of aircraft by performing work against gravity force, using gliding wing as steady support, namely “flying elevator” conception, and aircraft developed, based on cyclorotor scheme with elaborated steering solution, continuing in flexible handling and control. Said aircraft correctly and optimally implements said conception after presented detailed modeling, simulation and analyzing, having ability for flight with exceptionally high propulsion efficiency, moderate lift to drag ratio and short takeoff and landing. Additionally, it has ability for recuperative descent and deceleration, utilizing direct driving from high torque electrical engines, which can optionally hybridized with combustion engine, and covers speed range up to limits of subsonic flight.
48 Citations
105 Claims
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1. A rotor for powered flight with managed PGS-state comprising:
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a rotational domain with generally round shape and generally flat surface face side thereof; a set of equal wings, equidistantly mounted on periphery of said rotational domain, longitudinally extended from face side thereof outside and parallel to central axis thereof on fixed distance from said axis with ability of rotation around respective axes parallel to said axis, having said respective axes in respective pivot positions relative respective chords of said wings; an irrotational domain rotationally mount on said rotational domain in respect of said central axis thereof generally on back side thereof with particularly sharing overall volume space of said rotational domain, the irrotational domain used as irrotational tier of setup of said rotor and as reference base for steering said wings in accordance with managed PGS-state; a central cluster, comprising placed coaxially a central gear and a circular grove, mounted on said irrotational domain toward direction of face side of rotational domain, having axis thereof parallel to central axis of said rotational domain with means for steering said central gear in angular, radial and asimuthal directions relative to said irrotational domain, where each freedom of said steering mapped to steering of pitch, gain and skew respectively, and have a continuation used as steering tier of setup of said rotor, comprising from separated PGS components or their combinations; and a set of steering elements per each wing includes a pitch gear, having angular position of axis thereof generally directed to axis of respective wing from central axis of said rotational domain, a steering pinion meshed with said pitch gear, a entry gear shared common axis with said steering pinion, upon joining in respective steering cluster, and meshed with central gear of central cluster, having ratio teeth′
number thereof to number of teeth of said central gear equal to ratio of teeth′
number of said steering pinion to number of teeth of said pitch gear, a grove follower inserted to circular grove of central cluster and shared common axis with said entry gear upon joining to said steering cluster, a means for keeping fixed distance between axes of said steering cluster and said pitch gear, and a transmission between said pitch gear to respective wing, providing unitary angular relation between said pitch gear and said wing. - View Dependent Claims (2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 13, 14, 15, 16, 17, 18, 19, 20, 21, 22, 23, 24, 25, 26)
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27. A rotary wing aircraft generally based on conception for performing powered flight of aircraft by performing work against gravity force, using gliding wing as steady support, namely “
- flying elevator”
conception, comprising;a fuselage, having generally streamlined elongated shape; handling means installed on said fuselage and used for handling and control of said aircraft; two stabilators pivotally mounted apart on left and right sides of aft of said fuselage, with ability of control of pitch thereof and connected to respective tier of said handling means; engine means installed on said fuselage and connected to said handling means on respective tier of said handling means; energy supply means installed on said fuselage and connected to said engine means and to respective tier of said handling means; two rotors with managed PGS-state of axially oriented wings thereof and construed in accordance with four gears pitch steering scheme, mounted apart on left and right sides of said fuselage, where each has setup tiers including;
a rotational tier drivable connected to said engine means, an irrotational tier fixedly mounted on respective irrotational element of said aircraft and represented by a steady base of said rotor and a steering tier, which represented by means of managed separated PGS-components or their combinations and connected to respective tier of said handling means; andlocking means used for locking against rotation of said rotational tiers of setup of said rotors upon gliding of said aircraft, these locking means have an irrotational tier thereof mounted on respective irrotational elements of said aircraft, a rotational tier thereof mounted with drivable connectivity to said rotational tiers of setup and a handling tier, which represented by means of switching between locked and non-locked state thereof for said both rotors simultaneously and connected to respective tier of said handling means. - View Dependent Claims (28, 29, 30, 31, 32, 33, 34, 35, 36, 37, 38, 39, 40, 41, 42, 43, 44, 45, 46, 47, 48, 49, 50, 51, 52, 53, 54, 55, 56, 57, 58, 59, 60)
- flying elevator”
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61. A trimmer for high precision control and indication of bi-directional values of steering of a handled element over rotational transmission, comprising:
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a case has generally cylindrical shape, closed from bottom only and has outside other end thereof fixtures for mounting said trimmer under corresponding hole of control panel of cockpit; a primary shaft has rotational support in bottom of said case upon entering from outside and used to transmit rotational state to consumer of said trimmer or receive it back; a primary rotated can mounted coaxially inside of said case with rotational support on bottom thereof, the primary rotated can has a handling ring around face side thereof; a primary rotated scale with shape of ring, mounted coaxially inside of said handling ring of primary rotated can or can be integral part thereof, the primary rotated scale has tics and oriented to center thereof labels around ring thereof with highest precision, which service negative values of handled steering, and zero label thereof used as arrow for positive values, having an arrow like frame around there; a handler mounted on said handling ring of primary rotated can, having face level thereof below face level of said case, and can be retracted up over level of said control panel, having rotational support in this retracted state, the handler used for manual handling of said trimmer by fingers; at least one steady scale or shield with shape of ring, mounted coaxially on said case, having face level of each same as for said primary rotated scale, where inner most steady shield has a scale around outer perimeter thereof and a general scale around inner perimeter thereof, which exposes full range of values of said trimmer, and where each steady scale or said outer scale of shield services positive values of handled steering, and the scale for outer most case has same placement tics and horizontal oriented labels as for said primary rotated scale, being read against said arrow from primary rotated scale, and in other case an intermediate rotated scale presumed in outer neighborhood with similar placement rules as for said primary rotated scale, and zero value of said steady scale or outer scale of shield services as an arrow for said respective rotated scale for negative values of handled steering; at least one rotated scale or shield with shape of ring or circle, mounted coaxially on said case with rotational support, having face level of each same as for said primary rotated scale, where any rotated scale services as said presumed respective intermediate rotated scale for negative values, and where outer most rotated shield placed inside of said inner most steady shield and pictures an arrow, which points to respective value on said general scale; a set of gear means, where each member thereof used for transmitting rotation from said respective outer rotated scale or shield, including said primary rotated scale, to respective inner rotated next scale or shield with desired reducing, servicing all said rotated elements; and primary stage gear means used for transmitting rotation of said primary rotated can to said primary shaft and vice versa. - View Dependent Claims (62, 63, 64, 65, 66, 67, 68, 69, 70, 71, 72, 73, 74)
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75. A Stream Deviation Tube (SDT) for detecting deviation of airstream from plan of symmetry thereof in pitch direction generally and in form of two pressures, the SDT presumes use thereof by installation on forward of fuselage of an aircraft for detect deviation of said fuselage from stream following position, and the SDT comprising:
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a consoling base, which used to positioning a forward end of said SDT on desired distance from said fuselage, the consoling base has generally tubular shape with conical narrowing to low diameter on forward end thereof; a tubular case mounted on forward end of said consoling base and has outside diameter correspondent to said conical narrowing of consoling base; a forward flange mounted on forward end of said tubular case and has outside diameter equal to outside diameter of said tubular case, the forward flange has symmetrical shape, looking from lateral direction, with two equal slopes on angle about 40 degrees from pitch plan symmetry thereof, having a entry channel on center of each said slope with continuation to respective output socket on mounting flange thereof; two pressure output tubes, which mounted inside of said consoling base and provide upward and downward pressures to consumer; and a system of pressure conduction, which conducts pressures from said output sockets of said forward flange to respective pressure output tubes. - View Dependent Claims (76, 77, 78)
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79. A system of methods of operating and handling an aircraft, having two sets of wings placed apart of fuselage of said aircraft and involved in collective movement along a fixed loop relative to center plan of said aircraft with common and changeable winding speed of said wings along said loop with variable pitch steering of said wings for different phases along said loop, and where, for ground based reference frame, magnitude of variations of said pitch steering isn'"'"'t exceed 90 degrees, but collective steered pitch of said all wings can have any arbitrary value in range from −
- 180 degrees to 180 degrees, and where said aircraft accommodated by respective means for normal operations, keeping controlled pitch, with value of overall driving force, used for said collective movement of said wings, laid in range between 15 and 85 percents of entire weight of said aircraft generally, the system comprises methods of;
on runway acceleration, comprising steps of; set distribution of pitches of said wings along said loop, having high angle of attack relative to sum of said winding speed, anticipated ground speed and anticipated inflow, related to anticipated thrust about 40 percents of entire weight of said aircraft, for phase of forward wings, at least moderate negative angle of attack for phase of backward wings, and intermediate pitches between these phase points; establish high positive winding speed, where positive direction defined as having upper wings going to forward, and keep said distribution of pitches in accordance with changed ground speed, having acceleration about 0.3 g with desired margin; and progressively decrease said positive winding speed upon increasing ground speed with correspondent change of said distribution of pitches with progressively increasing vertical component of thrust, having high acceleration and having consumed power near to maximal value designed for said aircraft; flight handling, comprising steps of; establish said fuselage in direction of flight path of said aircraft or with some other controlled angle in vicinity of ground case, and continue retain the state of said fuselage against changing pitch moment of said aircraft induced by said variable driving force, using said respective means; set distribution of pitches of said wings along said loop generally in accordance with “
flying elevator”
conception and forward dominating wings i.e., having angles of attack inducing high load on loop'"'"'s segment tied to wings with high vertical moving component and placed more forward, and correspondingly having angles of attack inducing low load on loop'"'"'s segment tied to wings with high vertical moving component and placed more backward;adjust distribution of pitches of said wings to desired horizontal acceleration of said aircraft induced by sum of gravitic propulsions of said all wings, gliding relative of respective local airstreams; and adjust value and direction of said winding speed for having desired vertical movement of said aircraft, keeping said distribution of pitches of said wings for desired state of acceleration of said aircraft; differentially adjust distribution of pitches of said wings between said two sets to control roll and yaw of said aircraft; on runway deceleration, comprising steps of; progressively increase collective pitch of all wings, keeping vertical component of thrust below entire weight of said aircraft, providing deceleration about 0.4 g with desired margin; and maintain positive winding speed for having maximized deceleration after crossing of collective pitch of all wings value of 90 degrees and significantly dropped speed of said aircraft. - View Dependent Claims (80, 81, 82, 83, 84, 85, 86, 87, 88, 89)
- 180 degrees to 180 degrees, and where said aircraft accommodated by respective means for normal operations, keeping controlled pitch, with value of overall driving force, used for said collective movement of said wings, laid in range between 15 and 85 percents of entire weight of said aircraft generally, the system comprises methods of;
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90. A computer memory based method for modeling flight an aircraft, having two sets of wings, belonged to two respective actuators placed apart of fuselage of said aircraft and involved in collective movement along a fixed loop relative to center plan of said aircraft with common and changeable winding speed of said wings along said loop with variable pitch steering of said wings for different phases along said loop, and where said actuators can be locked against moving said wings along said loop, and also said actuators considered by the method as one actuator with a common state, the method composed from operational tiers, memory state and processing, executed as sequence of cycles with some time-step on background of arbitrary handling and supervising, performing modification of said memory state for reflect actual modeling the flight in order of sequential rules of the method, doing calls to said tiers by demand of these rules, wherein said tiers used for modeling particular aspects of relation of said aircraft to flight for respective particular conditions comprising:
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a tier of medium aspect, which used for modeling a medium enveloped said aircraft, particularly air and gravity acceleration, dependently from flying altitude; a tier of wings placement aspect, which used for modeling distribution of position, speed directions and pitches for particular wings on said actuator, having relative reference frame placed in common origin of said actuators in center plan of said aircraft and oriented along ground and along said fuselage for said pitches only, the tier depends from said phase, from particular steering state of said actuators and from direction of said winding speed, where positive direction defined as having upper wings going to forward; a tier of airfoil aspect, which provides access to respective datum of section coefficients and aggregations for broad range of Reynolds numbers and full 360 degrees range of angles of attack of airfoil used in said wings; a tier of inflow aspect, which used for modeling end use inflow, dependently from thrust vector, overall true airspeed (TAS) vector, air density and outdated local airspeed (LAS) vector; a tier of wings interference aspect, which used for modeling state of airspeeds for said all wings induced by vorticity distribution between said wings, dependently from provided state of cinematic viscosity, base flow LAS vectors, absolute pitches and origin referenced position of said wings, the tier provides end use state of LAS vectors; a tier of a ground interaction aspect, which used for modeling a force induced from a undercarriage of said fuselage, dependently from position and speed of excursion of the undercarriage; and wherein said sequential rules grouped in set of updates and queries, for friendly management and referencing over said rules, comprising; a query altitude conditions for air density, cinematic viscosity and magnitude of gravity acceleration for aircraft position from said medium aspect tier; an update predicted state comprising steps of; updating predicted speed, location and winding speed of aircraft performed by numerical integration of respective current values on half of time-step, using an acceleration vector, the predicted speed vector and a winding acceleration of aircraft as respective derivatives; and updating predicted speed and location of each wing performed by numerical integration of respective current values on half of time-step, using an acceleration vector and the predicted speed vector of the wing as respective derivatives; an update airflow state comprising steps of; updating magnitude of airspeed of aircraft from magnitude of respective predicted speed vector; updating angle of attack of each wing as difference between pitch and LAS vector, where pitch provided from said tier of wings placement aspect with additional correction on a fuselage pitch angle, and LAS vector calculated as correction said current speed vector of the wing on an inflow vector; simulating interference performs call to said tier of a wings interference aspect with providing all required information for it, restoring said absolute pitches from respective angles of attack; and updating airflow state of each wing from result of interference simulation, including angle of attack, airspeed magnitude, Reynolds number, coefficients of lift, drag and moment and steering variation of angle of attack by steering stream by interference and inflow; an update winding state comprising steps of; checking locked state as a locking flag, and for case if it set and a target winding speed isn'"'"'t zero, going out from said updating winding state, and in other case resetting the locking flag and continue; checking of predefined lockspeed threshold, and for case if an actual winding speed value below the threshold, setting said locking flag, setting a directed powering force to zero and going out from said updating winding state, and in other case continue; obtaining a needed delta acceleration dependently from difference between said target winding speed and said actual winding speed and value of said winding acceleration, and with applying limitation based on reciprocated footprint of mass of all wings in total mass of aircraft; and updating power force, by setting said directed powering force value to sum of an directed internal force with difference based on said calculated delta acceleration and mass of all wings, with applying a predefined maximal magnitude of the force for slipping over crossing thereof; an update dynamic state comprising steps of; updating fuselage drag force by building an aerodynamic force vector oriented against said predicted speed vector with magnitude based on a front area and a wet area of said fuselage, said magnitude of airspeed and said air density; updating damper force, by building the damper force vector oriented generally in upper direction and with magnitude based on excursion of undercarriage under load of said aircraft and on predicted vertical speed of said aircraft, and obtained upon passing said two parameters to said tier of a ground interaction aspect; updating gravity and total forces by building the gravity force vector with magnitude based on a glide mass of aircraft and said magnitude of gravity acceleration, and by building the preliminary total force vector from said vectors of aerodynamic, damper and gravity forces; preparing intermediate accumulators for forces and moments, by assigning and resetting variables for accumulations aerodynamic forces, non-conservative forces, along-loop directed aerodynamic forces, external moments and internal moments from particular wings; entering in walkthrough on all wings; updating forces and pitch moment of current wing by building an aerodynamic force vector with drag footprint aligned in LAS direction based on predicted TAS angle and said steering variation of angle of attack, and with values of drag and lift derived from said respective coefficients, airspeed magnitude and wing'"'"'s area, by calculating the pitch moment from said respective coefficient of moment, airspeed magnitude, wing'"'"'s area and wing'"'"'s chord, by building a gravity force vector from values of a glide mass of wing and said magnitude of gravity acceleration, and by building a total force vector from said vectors of aerodynamic and gravity forces; accumulating forces and moments of current wing by accumulating said aerodynamic force vector, by querying speed direction and position of current wing from said tier of wings placement aspect, by accumulating loop directed force obtained as scalar projection of said aerodynamic force vector on the speed direction, by accumulating external moment obtained as cross-product of the wing'"'"'s position with said total force vector, by accumulating said pitch moment on said internal moment accumulator, by rebuilding drag-only version of said aerodynamic force vector, and by accumulating the drag-only vector on said non-conservative forces accumulator; exiting from said walkthrough on all wings; totalizing forces by accumulating said preliminary aerodynamic force of aircraft to said non-conservative forces accumulator, and by accumulating said aerodynamic forces accumulator to said aerodynamic force vector and to said total force vector of aircraft; updating thrust reporting by calculating a LAS vector from sum of said predicted airspeed vector and said inflow vector, by refactoring consumed thrust force from said loop directed forces accumulator, said actual winding speed and magnitude of the LAS vector, by normalizing the consumed thrust force on magnitude of said gravity force with obtaining a consumed thrust ratio (CTR) value, by calculating a true thrust force from said aerodynamic force vector upon subtracting vector in said non-conservative forces accumulator, by normalizing magnitude of the true thrust force on magnitude of said gravity force with obtaining a true thrust ratio (TR) value, and by obtaining a thrust angle (TA) as angle of said true thrust force; updating directed internal force in case of set said locking flag by assigning inverted value of said loop directed aerodynamic forces accumulator to said directed internal force, and in other case the last acquired value of said directed powering force; calculating components of total force per each wing by calculating a translation component as mass-proportional part of said entire total force vector, and by calculating an along-loop component as member-proportional part of sum of value of said loop directed aerodynamic forces accumulator with said directed internal force; updating inflow by calling said tier of inflow aspect with passing thereto said air density value, said predicted speed vector, said LAS vector and said true thrust force vector; entering in walkthrough on all wings; correcting states for impact of current wing by querying speed direction and position of current wing from said tier of wings placement aspect, by calculating said total force of the wing as superposition of said translation component and projection of said along-loop component on said wing'"'"'s speed direction, and by discarding cross-product of said wing'"'"'s position with said total force from said external moments accumulator; exiting from said walkthrough on all wings; and totalizing moments by storing sum of values of said external moments accumulator and said internal moments accumulator as pitch moment of aircraft, and by storing said value of said internal moments accumulator as internal pitch moment of aircraft; an update cinematic state comprising steps of; updating states of a previous location and a previous kinetic energy from respective values of said current location and a kinetic energy of current state; updating acceleration, location and speed by calculating said acceleration vector from ratio of value of said total force vector to value of said gliding mass, and by time-step integration of said location and current speed vectors over base cinematic equations; calculating kinetic energy for fuselage by using said updated current speed and mass of fuselage; entering in walkthrough on all wings; updating previous location of current wing from said current location; updating acceleration, location and speed of current wing by calculating acceleration vector from ratio of value of said total force vector to value of said gliding mass of wing, and by time-step integration of said location and current speed vectors over base cinematic equations; calculating kinetic energy of current wing by using said updated current speed and said gliding mass; exiting from said walkthrough on all wings; and updating time of said processing by incrementing it on time-step; an update power state comprising steps of; checking locked state of said locking flag, and for case if it set ensuring locking is finalized by resetting values of said actual winding speed, said winding acceleration and a consumed power value with going out from said updating power state, and in other case continue; calculating a power speed by building localized vector of changing position of any one wing upon subtracting localized previous position from localized current position, by querying speed direction of the wing from said tier of wings placement aspect, and by dividing projection of said localized vector on said speed direction on time-step; updating winding acceleration, winding speed and consumed power by assigning to said winding acceleration result from dividing changing of said actual winding speed on time-step, by assigning said power speed to said actual winding speed, and by setting said consumed power to product of said directed powering force and said actual winding speed; and updating gliding mass of aircraft, related to rate of consuming fuel, if it applicable; an update actuator'"'"'s phase comprising steps of; updating phase and checking its range by addition to current phase a ratio of product of said actual winding speed with time-step to length of said loop, and by normalizing this result in case of over-ranging; and doing hard sync for each wing by querying speed direction and position of the wing from said tier of wings placement aspect, by setting to said current location superposition of said wing'"'"'s position and current location of entire aircraft, by setting to said current speed vector superposition of said wing'"'"'s speed direction scaled on said actual winding speed and current speed vector of entire aircraft, and by setting to said acceleration vector superposition of said wing'"'"'s speed direction scaled on said winding acceleration and acceleration vector of entire aircraft; and an update report state comprising steps of; calculating cruise power by calculating a gravitic power, using change of vertical component of said current location relative to same of previous location, by calculating a kinetic power, using change of said kinetic energy from said previous kinetic energy, by calculating an acceleration power, using change square of said current speed from square of said previous speed, by calculating an internal kinetic power as difference between said kinetic power and the acceleration power, by calculating an external consumer power as difference between said consumer power and said internal kinetic power, and by obtaining the cruise power as losses remained after subtraction said gravitic power and said acceleration power from said external consumed power; updating cruise ratio by dividing said consumed power on said cruise power; updating equivalent lift to drag ratio (LDR) and lift coefficient (CL) by calculating an average speed vector between said current speed vector and a previous speed vector, by calculating an equivalent drag as ratio of said cruise power to magnitude of the average speed, by calculating an equivalent lift as scalar projection of said aerodynamic force to direction orthogonal to said average speed, by obtaining the equivalent LDR as ratio of the equivalent lift and said equivalent drag, by calculating a stagnation pressure based on said average speed and said air density, and by obtaining the CL as ratio of said equivalent lift to product of the stagnation pressure and total area of wings; updating previous speed vector from current speed vector; updating winding ratio (WR), normalized acceleration and flight path angle (FPA) by calculating a LAS vector from said current speed vector and said inflow vector, by obtaining the WR as ratio of said actual winding speed to magnitude of the LAS, by obtaining the normalized acceleration vector from said acceleration vector and said gravity acceleration, and by obtaining the FPA as angle of said current speed vector; and updating propulsion efficiency (PrE), power lifting speed (PLS) and true gliding lift to drag ratio (TGLDR) by calculating a propulsion inflow as scalar projection of said inflow vector on direction of said current speed vector, by obtaining the PrE as ratio of magnitude of said current speed vector and its sum with the propulsion inflow, by obtaining the PLS as ratio of said external consumed power, scaled on the PrE, to magnitude of said aerodynamic force, and by obtaining the TGLDR as ratio of said LDR to said PrE. - View Dependent Claims (91, 92, 93, 94, 95, 96, 97, 98, 99, 100, 101)
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102. A system for cruise flight generally based on conception for performing powered flight of aircraft by performing work against gravity force, using gliding wing as steady support, namely “
- flying elevator”
conception, comprising;a fuselage, having generally streamlined elongated shape; at least one laterally symmetrical wing or lightweight glider with control elements, having abilities for remote control of pitch, roll and yaw thereof in glide with payload hanged there under with generally width range of load force provided from said payload, the wing has mass generally on significant order less than said fuselage; a wire per each said wing connected the wing with said fuselage, having a connection position to the wing on center chord thereof generally; a wire winding system per each said wire, having the wire wound on a drum thereof and means for powering the drum for rotation with controlled winding speed in both directions, the wire winding system installed on said fuselage generally near of center gravity of said fuselage; means for attitude control of said fuselage at least for pitch and yaw thereof for directing said fuselage in airstream direction, these means placed on said fuselage; means for acquire remote control of each said wing installed on the wing in respective connectivity with said control elements; means for remote control of each said wing from side of said fuselage, these means placed on said fuselage with respective connectivity with said means for acquire remote control of each said wing; and a cruise control system with ability for manage at least said winding systems and said means for remote control of each said wing upon applying periodically and adaptive patterns of actuation said systems and means, generally in accordance with handling rules comprising; any wing involved in winding-in movement relative to fuselage should have a pitch implying with true airspeed (TAS) vector thereof generally high load from side of wire thereof, if other handling rules don'"'"'t override it; any wing involved in winding-out movement relative to fuselage should have a pitch implying with TAS vector thereof generally low load from side of wire thereof, if other handling rules don'"'"'t override it; any winding system should switch direction of actuation thereof upon encountering respective limit of prescribed range of lengths of free wire outside of said respective drum, if other handling rules don'"'"'t override it; any winding system should provide force on respective wire below prescribed operation limit; any winding system should prevent forceless state of respective wire by respective winding-in actuation; any winding system should operate in prescribed range of lengths of free wire outside of said respective drum, if other handling rules don'"'"'t override it; any elongation of any said wing relative other said wing should reflect in a respective policy of proximity of said members of said elongation; any elongation of any said wing relative fuselage should reflect in a respective policy of proximity of said members of said elongation; any winding system shouldn'"'"'t imply force of respective wire for accelerate or decelerate respective wing outside prescribed limits of TAS of the wing; overall force from all said wings and gravity force shouldn'"'"'t imply vertical and horizontal accelerations of said fuselage outside prescribed limits; said system for cruise flight should have TAS magnitude of center gravity thereof between prescribed limits; and said system for cruise flight should have TAS magnitude of center gravity near to desired handled value, if other handling rules don'"'"'t override it. - View Dependent Claims (103, 104, 105)
- flying elevator”
Specification