Impeller-powered vertical takeoff and descent aircraft

• US 6,547,180 B1
• Filed: 03/20/2001
• Issued: 04/15/2003
• Est. Priority Date: 03/22/2000
• Status: Expired due to Fees

• Current Assignee: David Bernard Cassidy
• Original Assignee: David Bernard Cassidy
• Inventors: Cassidy, David Bernard
• Primary Examiner(s): Jordan, Charles T.
• Assistant Examiner(s): Collins, Timothy D.
• Application Number:
  US09/811,583
• Time in Patent Office: 756 Days
• Field of Search: 244/6, 244/12.1, 244/12.3, 244/12.4, 244/12.5, 244/12.6, 244/17.11, 244/17.19, 244/236, 244/23.D, 244/23.C
• US Class Current: 244/12.5
• CPC Class Codes: B64C 15/00 Attitude, flight direction, or altitude control by jet reaction
• CPC Class Codes: B64C 27/20 Rotorcraft characterised by having shrouded rotors, e.g. flying platforms
• CPC Class Codes: B64C 27/26 characterised by provision of fixed wings
• CPC Class Codes: B64C 29/0025 the propellers being fixed relative to the fuselage

Abstract

A vertical take-off and vertical descent aircraft having a vertically extending main air duct extending through the body and having an air inlet at the top and a number of air outlets at the bottom, two oppositely rotatable impellers located in said duct and operable to create a downward thrust of air, wing ducts extending from an air distributor to spaced apart extremities of the wings and exiting in downward directions for stabilization, a rear air duct at the rear of the body with an air outlet for forward propulsion and directional control, and means for controlling air direction at the outlet of each of the wing ducts and at the bottom outlet duct and at the rear outlet.

Claims

1. A vertical take-off and vertical landing aircraft comprising an aircraft body including at least one wing on either side of the aircraft body to provide lift for the aircraft during forward movement, a normally vertically or substantially vertically extending main air duct extending through the body and having at least one air inlet at the top and at least one air outlet at the bottom, impeller means located in said duct and operable to create a downward flow of air and comprising two oppositely rotatable impellers driven to rotate about a vertical or substantially vertical axis within said duct, wing ducts extending from air distribution means to extremities of the wings and exiting in a downward direction and extending to spaced apart regions in each wing for stabilization, a rear air duct leading to the rear of the body with an air outlet for optionally contributing to forward propulsion and directional control, and wherein air is directed from the impeller means to an air distribution means located beneath the impeller means, said distribution means enabling some of the air-flow to flow through said wing ducts and some to flow through said rear duct, an engine connected to drive said impeller means, and control means for controlling air direction or deflection at the outlet of each of the wing ducts and at the bottom outlet duct and at the rear outlet.

2. An aircraft as claimed in claim 1, in which there is provided control means for controlling air direction at the outlet of each of the wing ducts and at the bottom outlet duct and optionally at the rear outlet for forward movement;

and wherein the air distribution means and control means are such as to enable a smooth transition between hovering or only vertical movements, where only downwardly directed air is used, and forward movement wherein some of the displaced air is discharged out of the rear duct to cause forward motion such as to achieve flight as a result of the lift provided by the wings and without reorientation of the impeller means.

3. An aircraft as claimed in claim 1, in which the engine is a lightweight turbo shaft engine.

4. An aircraft as claimed in claim 1, in which the engine is located beneath a normal level or substantially beneath a normal horizontal plane or level in which the wing outlets lie so as to enhance the stability of the aircraft.

5. An aircraft as claimed in claim 4, in which said scoop or ram inlet comprises an aperture portion or part provided in an upwardly extending part of the fuselage above the impeller or fan and which acts to receive forced air draught when the aircraft is moving forwardly in the manner of a ram effect to provide a forced air intake which will enable the power drive to the impeller to be reduced during forward travel.

6. An aircraft as claimed in claim 1, in which the air inlet is covered by a grille or mesh.

7. An aircraft as claimed in claim 1, in which at least the aircraft pilot seat is in a position forwardly of the impeller duct.

8. An aircraft as claimed in claim 1, in which the outlets in the wings and the outlet at the bottom have air deflection means so as to enable the flow of air therepast to be directionally adjusted and controlled so that transition from vertical direction to forward direction is possible by deflecting the air stream rearwardly or the transition from forward direction to vertical direction is possible by deflecting the airstream forwardly and downwardly.

9. An aircraft as claimed in claim 8, in which the air deflection means comprise a plurality of parallel normally horizontally disposed deflector blades or foils pivotable together about substantially horizontal axes.

10. An aircraft as claimed in claim 9, in which horizontally disposed, pivotal deflectors are controllably located in the rear outlet duct for side to side directional control.

11. An aircraft as claimed in claim 1, in which the vertical air ducting means has lower part beneath the impeller means and a lower converging central portion leading to an elongate rectangular slot and in which air deflectors are located with the main axis of the slot i.e. the longer sides, running fore and aft relative to the extension of the fuselage in the normal direction of forward travel.

12. An aircraft as claimed in claim 1, in which a lower part of the main air duct forms the air distribution means.

13. An aircraft as claimed in claim 11, in which the air distribution means includes said rear air duct running from the normally rear side of said converging central portions when provided to the rear air outlet.

14. An aircraft as claimed in claim 11, in which the lower part is divided by a baffle wall centrally transverse to the aircraft body.

15. An aircraft as claimed in claim 14, in which the baffle wall has an optionally displaceable flap or deflection or closure means associated therewith and operable so as to deflect some air as desired instead of going downwardly for vertical lift, but rather so as to flow rearwardly to the rearwardly directed air duct to supplement the forward propulsion and/or left and right movement control.

16. An aircraft as claimed in claim 1, in which around a flow-dividing wall of a lower part of the main duct there is an outer, duct-defining wall having outlet passages for the flow of air to the wing ducts on either side and forming part of the air-flow distribution means.

17. An aircraft as claimed in claim 16, in which the flow-dividing wall comprises the outer upper cylindrical wall portion of said central duct.

18. An aircraft as claimed in claim 17, in which the duct-defining wall is cylindrical and concentrically located.

19. An aircraft as claimed in claim 17, in which the outlet passages of the duct-defining wall are diametrically opposed.

20. An aircraft as claimed in claim 1, in which two wings are provided and to ensure a smooth and efficient division of air to the ducts in both wings and the bottom of the main duct, the space between the inner and outer walls forming the wing duct air-flow take-off part of the distribution means is divided either side of a diametrical line.

21. An aircraft as claimed in claim 20, in which the line extends in the forward and rearward directions.

22. An aircraft as claimed in claim 20, in which the line is defined by the separated line between deflection chutes running gradually downwardly, closing-off the space between the walls with the deflector chute walls running downwardly and leading to openings in the outer defining walls connected to the wing air-flow ducts and wing outlets.

23. An aircraft as claimed in claim 22, in which the walls are also inclined outwardly.

24. An aircraft as claimed in claim 1, in which for regions of the body or fuselage provided for aesthetic and aerodynamic purposes which create cavities therebeneath, such are sealed or filled with expanded foam material or the like so that such acts as flotation means to enable the aircraft to be able to float on water.

25. An aircraft as claimed in claim 1, in which suitable computer control means, are provided for balancing and controlling the air-flow deflector members and engine etc.

26. An aircraft as claimed in claim 25, in which the control means are such as to operate that at no time can the pilot move the controls to override a safety operational thrust sequence which maintains stability until it is in the flying mode except to hold for longer duration of vertical lift (time limited) or to hold for a longer gradient lift (time limited).

27. An aircraft as claimed in claim 1, in which at least one fan impeller is located in said rear duct and rotatable about a normally horizontal or substantially axis and driven by the said engine.

28. An aircraft as claimed in claim 27, in which two impellers are located in the rear duct and are driven in opposite directions.

29. An aircraft as claimed in claim 1, in which the engine is a lightweight turbo shaft turbine engine horizontally arranged with an output shaft connected to drive the impellers and at least partly located in the main air duct to be cooled by air passing therethrough.

30. An aircraft as claimed in claim 1, in which a jet engine is provided in or as the rear air duct to provide a rear thrust for forward propulsion.

31. An aircraft as claimed in claim 2, in which the engine is located beneath a normal level or substantially beneath a normal horizontal plane or level in which the wing outlets lie so as to enhance the stability of the aircraft.

32. An aircraft as claimed in claim 3, in which the engine is located beneath a normal level or substantially beneath a normal horizontal plane or level in which the wing outlets lie so as to enhance the stability of the aircraft.