U.S. patent application number 12/691444 was filed with the patent office on 2010-05-13 for vertical take off plane.
This patent application is currently assigned to REHCO LLC. Invention is credited to Peter Greenley, Jeffrey Rehkemper, Steven Rehkemper.
Application Number | 20100120321 12/691444 |
Document ID | / |
Family ID | 42165647 |
Filed Date | 2010-05-13 |
United States Patent
Application |
20100120321 |
Kind Code |
A1 |
Rehkemper; Steven ; et
al. |
May 13, 2010 |
VERTICAL TAKE OFF PLANE
Abstract
In one embodiment of the present invention, a vertical take off
aircraft is provided with an airframe having an aft section freely
pivotally connected to the bow section. The airframe is
substantially planar when the aft section is pivotally aligned with
the bow section. A propeller system and a pair of wings are secured
to the bow section of the airframe. When the bow section is pivoted
to a vertical position and the aircraft is placed on a surface, the
propeller system when activated will vertically lift the aircraft
off of the surface. Furthermore, when the aircraft vertically lifts
off of the surface, the aft section freely pivots to form the
substantially planar airframe which creates larger lift forces in a
horizontal direction than in a vertical direction causing the
aircraft to fly in a more horizontal direction, whereby the
aircraft automatically switches from a vertical take off to
horizontal flight.
Inventors: |
Rehkemper; Steven; (Chicago,
IL) ; Rehkemper; Jeffrey; (Chicago, IL) ;
Greenley; Peter; (Chicago, IL) |
Correspondence
Address: |
ADAM K. SACHAROFF;MUCH SHELIST DENENBERG AMENT & RUBENSTEIN
191 N. WACKER DRIVE, Suite 1800
CHICAGO
IL
60606-1615
US
|
Assignee: |
REHCO LLC
Chicago
IL
|
Family ID: |
42165647 |
Appl. No.: |
12/691444 |
Filed: |
January 21, 2010 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
11241504 |
Sep 30, 2005 |
|
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|
12691444 |
|
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Current U.S.
Class: |
446/36 |
Current CPC
Class: |
A63H 27/12 20130101 |
Class at
Publication: |
446/36 |
International
Class: |
A63H 27/127 20060101
A63H027/127 |
Claims
1. A vertical take off aircraft comprising: an airframe having an
aft section freely pivotally connected to the bow section, and the
airframe being substantially planar when the aft section is
pivotally aligned with the bow section; a means for propelling the
aircraft secured to the bow section of the airframe; a pair of
wings extending outwardly from the bow section; and when the bow
section is pivoted to a position that the wings are vertical, a
portion of the pivoted wings and a portion of the aft section
create a tri-pod to support the aircraft on the ground, such that
when the propelling means is activated, the aircraft will
vertically lift off of the ground, and when the aircraft vertically
lifts off of the ground, gravity freely pivots the aft section to
form the substantially planar airframe and wind current over the
substantially planar airframe creates lift forces in a horizontal
direction causing the aircraft to fly in a horizontal direction
which in turn further increases the horizontal lift forces causing
the aircraft to fly level the aircraft to a more horizontal
position and fly in the horizontal direction, whereby the aircraft
automatically switches from a vertical take off to horizontal
flight.
2. The aircraft of claim 1, wherein the portion of the pivoted
wings are further defined as the root trailing edge of the
wings.
3. The aircraft of claim 1, wherein the portion of the aft section
that aids in creating the tripod is a base stabilizer.
4. The aircraft of claim 1, wherein on either side of the aft
section there is provided a first plate secured thereto and a
corresponding second plate secured to a bow pivot section defined
on the bow section, the inside plate includes a protruding knob
that fits in a recess defined on the second plate, whereby when the
aft section is assembled to the bow section the first and second
plates create the free pivot.
5. The aircraft of claim 1, wherein the means for propelling
includes a main propeller and a counter-rotating propeller
positioned in a nose defined by the aircraft and the
counter-rotating propeller is positioned in front of said main
propeller.
6. The aircraft of claim 1, wherein the means for propelling
includes a main propeller positioned in a nose defined by the
aircraft.
7. The aircraft of claim 1, wherein the means for propelling
includes a pair of propellers separately positioned along the wings
of the aircraft.
8. A vertical take off aircraft comprising: an airframe having an
aft section and a bow section, the bow section having a means for
propelling the aircraft, and a pair of wings extending outwardly
therefrom, the pair of wings having an opening formed there between
to receive an end of the aft section, the opening between the wings
and the end of the aft section having free pivoting means that
permits the aft section and bow section to freely pivot in relation
to each other when assembled, when the bow section is pivoted to a
vertical position and the aircraft is placed on a surface, the
propelling means when activated will vertically lift the aircraft
off of the surface, and when the aircraft vertically lifts off of
the surface, gravity freely pivots the aft section to form the
substantially planar airframe and wind current over the
substantially planar airframe creates lift forces in a horizontal
direction causing the aircraft to fly in a horizontal direction
which in turn further increases the horizontal lift forces causing
the aircraft to fly level the aircraft to a more horizontal
position and fly in the horizontal direction, whereby the aircraft
automatically switches from a vertical take off to horizontal
flight.
9. The aircraft of claim 8, wherein the means for propelling
includes a main propeller and a counter-rotating propeller
positioned in a nose defined by the aircraft and the
counter-rotating propeller is positioned in front of said main
propeller.
10. The aircraft of claim 8, wherein the means for propelling
includes a main propeller positioned in a nose defined by the
aircraft.
11. The aircraft of claim 8, wherein the means for propelling
includes a pair of propellers separately positioned along the wings
of the aircraft.
12. A vertical take off aircraft comprising: an airframe having an
aft section and a bow section, the bow section having a means for
propelling the aircraft, the aft section having a pair of wings,
and a tail section, a pivotal connection between the aft section
and the bow section wherein the aft and bow sections are freely
pivotally connected, and when the bow section is pivoted to a
vertical position and the aircraft is placed on a surface, the
propelling means when activated will vertically lift the aircraft
off of the surface, and when the aircraft vertically lifts off of
the surface, gravity freely pivots the aft section to form the
substantially planar airframe and wind current over the
substantially planar airframe creates lift forces in a horizontal
direction causing the aircraft to fly in a horizontal direction
which in turn further increases the horizontal lift forces causing
the aircraft to fly level the aircraft to a more horizontal
position and fly in the horizontal direction, whereby the aircraft
automatically switches from a vertical take off to horizontal
flight.
13. The aircraft of claim 12, wherein the pivotal connection
includes an opening in a front portion of the aft section sized to
receive the bow section and the aft section includes a pair of
diametrically opposed pins and the bow section includes a pair of
corresponding apertures sized to receive the pins.
14. The aircraft of claim 12, wherein the propelling means includes
a single blade propeller system.
15. The aircraft of claim 12, wherein the propelling means includes
a counter-rotating propeller system.
16. A vertical take off aircraft comprising: an airframe having a
pair of wings, and a tail section; and a pair of propeller systems,
each propeller system freely pivotally attached to the wings, and
when the propeller systems are pivoted to a vertical position and
the aircraft is placed on a surface, the propelling systems when
activated will vertically lift the aircraft off of the surface, and
when the aircraft vertically lifts off of the surface, gravity
freely pivots the airframe to form a substantially planar aircraft
and wind current over the substantially planar aircraft creates
lift forces in a horizontal direction causing the aircraft to fly
in a horizontal direction which in turn further increases the
horizontal lift forces causing the aircraft to fly level the
aircraft to a more horizontal position and fly in the horizontal
direction, whereby the aircraft automatically switches from a
vertical take off to horizontal flight.
17. The aircraft of claim 16, wherein the wings include openings
with diametrically opposing pins sized to fit into apertures
defined on either side of each body defined by the propeller
systems.
Description
CROSS REFERENCE TO RELATED APPLICATION
[0001] The present application is a divisional application of U.S.
patent Ser. No. 11/241,504 filed Sep. 30, 2005.
FIELD OF THE INVENTION
[0002] The present invention relates to vertical take off planes,
and more particularly to hobby and toy aircraft designed for
vertical take offs and horizontal flight
BACKGROUND OF THE INVENTION
[0003] Prior art attempts to develop vertical take off aircraft
require complicated control systems with wings or engines that are
pivotally controlled. U.S. Pat. No. 4,387,866 to Eickmann is
directed to such an aircraft. The aircraft includes four tiltable
wings for vertical and horizontal flight along with complicated
structural components and thrust to ensure the aircraft can make
the transition between vertical and horizontal flight.
[0004] Other aircrafts use two or more thrusters to transition
between vertical and horizontal flight. U.S. Pat. No. 6,629,670 to
Shah and U.S. Pat. No. 6,561,456 to Devine both include vertical
thrusters and horizontal thrusters. Utilizing extra thrusters
requires a lot more weight and cost to the aircraft. Further,
children and inexperienced users have difficulty launching a plane
from a runway or via a manual throw. A need exists to provide an
affordable plane that can be launched in a simple, safe, and
efficient manner
[0005] The present invention solves these problems found in the
prior art, by providing a simple vertical take off aircraft that
transitions to horizontal flight.
SUMMARY OF THE INVENTION
[0006] In accordance with a first embodiment of the present
invention, a vertical take off aircraft has an airframe split into
an aft section freely pivotally connected to a bow section. The
airframe is substantially planar when the aft section is pivotally
aligned with the bow section. A means for propelling the aircraft
is secured to the bow section of the airframe and a pair of wings
extends outwardly from the bow section. When the bow section is
pivoted to a position that the wings are vertical, a portion of the
pivoted wings and a portion of the aft section create a tri-pod to
support the aircraft on a surface, such that when the propelling
means is activated, the aircraft will vertically lift off of the
surface. Furthermore, when the aircraft vertically lifts off of the
surface, the aft section freely pivots to form the substantially
planar airframe which creates larger lift forces in a horizontal
direction than in a vertical direction causing the aircraft to fly
in a more horizontal direction. This in turn levels the aircraft to
a more horizontal position. The aircraft, thus, automatically
switches from a vertical take off to horizontal flight.
[0007] Numerous other advantages and features of the invention will
become readily apparent from the following detailed description of
the invention and the embodiments thereof and from the accompanying
drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
[0008] A fuller understanding of the foregoing may be had by
reference to the accompanying drawings, wherein:
[0009] FIG. 1 is a side view of a first embodiment of the present
invention, illustrating a vertical take off aircraft having a
counter-rotating propeller system positioned in the nose of the bow
of the aircraft;
[0010] FIG. 2 is a side view of FIG. 1 illustrating the pivoting of
the aft section;
[0011] FIG. 3 is an exploded vide of FIG. 1;
[0012] FIG. 4 illustrates the flight characteristics of FIG. 1
during take off and subsequent flight;
[0013] FIG. 5a is a second embodiment showing pivotal wings with a
pair of propellers separately secured to the wings, illustrated
with the wings in a vertical position for a vertical take off;
[0014] FIG. 5b is a partially exploded view of FIG. 5a showing the
separation of the aft and bow sections;
[0015] FIG. 6a is a third embodiment showing a single propeller
secured to the nose of the bow section and illustrated for a
vertical take off;
[0016] FIG. 6b is a partially exploded view of FIG. 6a showing the
separation of the aft and bow sections;
[0017] FIG. 7a is a fourth embodiment showing a pivotal propeller
system secured to the front portion of the aft section;
[0018] FIGS. 7b through 7e illustrate the dynamics of the aircraft
from FIG. 7a from vertical take off through horizontal flight;
[0019] FIGS. 8a and 8b illustrate a fifth embodiment aircraft with
a counter-rotating propelling system pivotally connected to the
nose of the aircraft;
[0020] FIGS. 9a and 9b illustrate a sixth embodiment aircraft with
a pair single propellers separately and pivotally attached to the
wings;
[0021] FIGS. 10a and 10b illustrates a seventh embodiment aircraft
with a counter-rotating propeller system secured into an aircraft
without a pivotal connection, the aircraft is launched vertically
from a launch pad;
[0022] FIG. 11a illustrates the seventh embodiment aircraft from
FIG. 10a with a pair of propeller systems separately secured to the
wings;
[0023] FIG. 11b illustrates the seventh embodiment aircraft from
FIG. 10a with a single propeller system secured to the nose of the
aircraft;
[0024] FIG. 12a is a side view of a tail section that includes a
movable rudder;
[0025] FIGS. 12b and 12c are top view showing the movable rudder in
FIG. 12a moved to the left and right;
[0026] FIG. 13a is another embodiment of a vertical take off
plane;
[0027] FIG. 13b is a rear view of FIG. 13a;
[0028] FIG. 13c is an exploded view of the propeller assembly of
FIG. 13a;
[0029] FIG. 13d is a side of the propeller assembly of FIG. 13a
when the propeller mechanism is not in engagement; and
[0030] FIG. 13e is a side of the propeller assembly of FIG. 13a
when the propeller mechanism is in engagement.
DETAILED DESCRIPTION OF THE EMBODIMENTS
[0031] While the invention is susceptible to embodiments in many
different forms, there are shown in the drawings and will be
described herein, in detail, the preferred embodiments of the
present invention. It should be understood, however, that the
present disclosure is to be considered an exemplification of the
principles of the invention and is not intended to limit the spirit
or scope of the invention to the embodiments illustrated.
[0032] Referring now to FIGS. 1 through 3 there is shown in a first
embodiment a vertical take off aircraft 100 that also allows
horizontal flight. The aircraft 100 includes an airframe 105
defined into a aft section 110 and a bow section 130, which are
freely pivotally connected to each other. As defined by the first
embodiment, the aft section 110 includes a tail portion 114, which
may include horizontal 116 and vertical 117 stabilizers. The aft
section 110 also includes a base stabilizer 118 positioned below
the belly 120 of the airframe 105. The upper portion of the aft
section 110 may also include a cockpit 122. (However, the cockpit
122 may easily be placed on the bow section 130. The front face 124
of the aft section 110 is substantially flat and is positioned
against a rear face 134 defined by the bow section 130.
[0033] The bow section 130 includes a means for propelling 132 the
aircraft. The propeller means 132 may be a mechanical means or an
electrical/mechanical means to rotate a main propeller system 136.
As well known in the art, mechanical means may includes a rubber
band that when twisted or wound around a pin and released will
impart spin to the propeller system 136. Various
electrical/mechanical means would include a motor and power supply
that when activated will rotate the propeller system. The
electrical/mechanical means are preferable. The various
electrical/mechanical components are stored in the nose 138 of the
bow section 130. However, some of the components may be stored in
the aft section 110, provided the power or rotation is transferred
to the propeller(s) in the bow section 130.
[0034] As illustrated, the propeller system 136 includes a first
pair of propellers 140 and a second pair of propellers 142. One of
the pairs is positioned in front of the other pair. Either the
first or second pair of propellers may be counter-rotating, in
order to help alleviate torque on the aircraft 100. As shown in
other embodiments herein the propeller system 136 may be a single
pair of propellers without a counter-rotating propeller.
[0035] The bow section 130 includes a pair of wings 144 extending
there from. The wings 144 may include upturned tips 146. The
general shape of the wings 144 may be changed to accomplish various
flying characteristics, all of which are well known in the art. As
illustrated, the wings 144 are dihedral having a larger chord 152
(defined from the leading edge 156 to the trailing edge 158 of a
wing) at the root 154 than the tip 146. As such and as discussed in
greater detail below, the root trailing edge 148 of the wings 144
will be in contact with the ground when the wings are vertically
aligned (FIGS. 1 and 4).
[0036] A front portion 156 of the wings 144 is attached to the bow
section 130. The wings 144 extend behind the bow section 130 and
form an opening 160 therebetween. The opening 160 is sized to
receive an aft pivot section 162 of the aft section 110.
[0037] The bow section 130 is pivotally connected to the aft
section 110 by a loose pivot, meaning the two sections may pivot
freely without resistance. The free pivot, defined on both sides of
the aircraft 100, has a first plate 126 secured to the aft pivot
section 162 and a corresponding second plate 128 secured to a bow
pivot section 135 defined on the wings 144 in the opening 160. The
inside plate 126 includes a protruding knob 127 that fits in a
recess 129 defined on the second plate 128. When assembled, the
aircraft 100 has a freely moving joint 150. The joint 150 should
also be placed substantially around the aircraft's center of
gravity C.sub.G. Weights 129 may also be included on the wings 144
to assist in positioning the center of gravity.
[0038] During flight as illustrated in FIG. 4, the aircraft 100 is
positioned on the ground 155. The base stabilizer 118 and root
trailing edge 148 of the wings 144, when the wings are tilted to a
vertical position, create a tri-pod for the aircraft to rest on.
The propeller means 132 is then activated. Upon sufficient
rotation, the propelling system will lift the aircraft vertically
off of the ground. As the aircraft 100 lifts off of the ground,
gravity causes the aft section 110 of the aircraft 100 to pivot
such that the aft section 110 and the bow section 130 are in
alignment. In addition, as the aft section 110 pivots to align with
the bow section 130, the entire aircraft 100 begins to move
slightly off of the vertical plane. As the aircraft moves
vertically, the horizontal stabilizers and wings will have vector
lift components in the horizontal and vertical direction. The air
currents flowing over the horizontal stabilizers and wings cause
the aircraft to tilt off the vertical plane and into a more
diagonal plane (see FIG. 4). As the aircraft moves into a diagonal
plane, the horizontal lift components from the wing 144 and the
horizontal stabilizer 118 will increase, causing the aircraft to
fly more horizontal than vertical. Furthermore, it has been seen
that the aircraft in some circumstances tilts to an upside down
horizontal position. When this happens the shape of the wings and
tail sections cause the aircraft to flip right side up. Eventually
the aircraft 100 aligns itself horizontally.
[0039] Referring now to FIGS. 5a and 5b, a second embodiment is
illustrated, showing a aircraft 200 similarly designed to the first
embodiment 100. The second embodiment aircraft 200 has an aft
section 205 pivotally attached to a bow section 210. The propeller
means in the second embodiment aircraft 200 has a pair of
propellers 215 separately secured to the leading edge 220 of the
wings 225. The aft section 205 does not include a base stabilizer,
it simply includes a pair of horizontal stabilizers 230 and a
vertical stabilizer 235. Without the base stabilizer, the aircraft
200 when placed on a surface for vertical takeoff, will rest upon
the root trailing edges 240 of the wings 225 and the tail section
245 of the aft section 205. The free pivot is defined by having a
pair of diametrically opposed pins 255 extending into an opening
250 in the bow section formed between the wings 225. The pins 255
rest in apertures 260 on the aft section 205.
[0040] Referring to FIGS. 6a and 6b, a third embodiment aircraft
300 is illustrated. Having a similar configuration to the second
embodiment aircraft 200 (as such similar components are referenced
to similar numerals), the third embodiment 300 includes a single
propeller 305 attached to the end of the nose 310 defined on the
bow 315 of the aircraft 300.
[0041] In a fourth embodiment aircraft 400, illustrated in FIGS. 7a
through 7e, the aircraft 400 includes an airframe 402 that is has
an aft section 404 and a bow section 406. The aft section 404
includes a tail section 407, which has horizontal stabilizers 408
and a vertical stabilizer 410. The aft section 404 also includes a
cockpit 412 and a pair of wings 414 extending outwardly from a
front portion 416 of the aft section 404. The front portion 416 of
the aft section 404 also includes an opening 418 sized to receive a
means to propel 405 the aircraft. The propelling means 405 is in
this embodiment in the bow section 406 of the aircraft. The opening
418 also includes a pair of diametrically opposed pins 420 that are
received into apertures 422 on the bow section 406. When assembled
the propelling means 405 is freely pivotally attached to the front
portion 416 of the aft section 404. The propelling means 405
includes a propeller 424 that will create horizontal thrust when
the propelling means 405 is aligned with the aft section to create
a planar airframe 402 and will create vertical thrust when the
propelling means 405 is aligned vertically or perpendicular to the
aft section 404. The base face 426 of the propelling means 405 is
substantially flat such that when the propelling means 405 is
aligned for vertical thrust (FIG. 7b) the aircraft 400 may be
steadily positioned on a surface s.
[0042] As shown in FIGS. 7b through 7e, after the aircraft 400
vertically lifts off of the surface s, the aft section 404, pivots
such that the aft section and bow section are aligned. After the
sections are aligned, wind currents flowing over the wings 414 and
horizontal stabilizers 408 will create greater horizontal flight
forces, causes the aircraft to level out and fly more horizontal
then vertical.
[0043] Referring now to FIGS. 8a and 8b, similarly to the fourth
embodiment aircraft 400, an aircraft 500, in accordance to a fifth
embodiment, is illustrated as having a counter-rotating propeller
system 505 in the bow section 506 of the airframe 502. The bow
section 506 is pivotally attached to an aft section 508. The aft
section 508 includes a pair of wings 510 that do not pivot in
respect to the airframe 502. The aft section 508 also includes a
tail section 512 that has a pair of horizontal stabilizers 514 and
a vertical stabilizer 516. The aft section 508 includes an opening
517 with a pair of diametrically opposed pins 518. The opening 517
is sized to receive the bow section 506 and when assembled the pins
518 slide into apertures 520 defined on either side of the bow
section 506.
[0044] Referring now to FIGS. 9a and 9b, a sixth embodiment
aircraft 600 is illustrated and includes an airframe 602. The
airframe 602 includes a pair of wings 604 extending therefrom and a
tail section 606. Pivotally attached to each wing 604 is a means
for propelling the aircraft 606. The propelling means 606 is freely
pivotally attached to each wing 604, by having an opening 608 in
each wing. Each opening 608 includes a pair of diametrically
opposed pins 610 that fit into apertures 612 on either side of the
propelling means 606. During operation, the propelling means 606
are pivoted such that the base 614 of each propelling means 606 is
on a surface. The propelling means 606 when activated will
vertically lift the aircraft 600 off of the surface and the
airframe 602 will pivot such that it becomes aligned with the
propelling means 606 in substantially the same plane. After which,
the wind currents over the wings and stabilizers will cause the
aircraft 600 to tilt into a more horizontal flying position,
increasing the horizontal flight.
[0045] Referring now to FIGS. 10a and 10b, an aircraft in
accordance with a seventh embodiment of the invention is referenced
as 700. The aircraft 700 includes a means for propelling 702 the
aircraft both vertically off of the ground and horizontally. As
illustrated, the propelling means 702 may include a
counter-rotating propeller system 703. Unlike the previous
embodiments, the aircraft 700 does not include a pivotal
connection. The aircraft 700 includes a tail section 704 with
stabilizers 705 and an end knob 706 and wings 712. On the belly 708
of the aircraft 700, the aircraft 700 includes a protruding column
710. The column 710 may be a single column, or as illustrated, a
broken column. During takeoff the aircraft 700 is positioned on a
launch pad 750. The launch pad 750 includes a concave bowl 752
sized to receive the knob 706 of the aircraft 700. The launch pad
750 further includes a rod 756 projecting upwardly from the base
754 of the launch pad 750. The rod 756 is sized to slide through
the column 710 protruding from the belly 708 of the aircraft
700.
[0046] During takeoff, the aircraft 700 is vertically positioned on
the launch pad 750 with the rod 756 and the bowl 752 defined by the
launch pad 750 holding the aircraft 700 in a vertical position.
Once the aircraft 700 vertically lifts away from the launch pad 750
the weight on the belly 708 of the aircraft 700 will cause the
aircraft to turn or bank into a slightly horizontal position. As
this occurs, the wind current over the wings and stabilizers will
cause the aircraft to fly in a more horizontal direction than
vertical direction.
[0047] In other embodiments, illustrated by FIGS. 11a and 11b, the
propelling means 702 may be a pair of propeller systems 720
separately secured to the wings 712, or a single propeller system
720 secured to the nose 722 of the aircraft 700.
[0048] The present invention may further include a vertical tail
stabilizer that may be remotely controlled to provide yaw control.
Referring now to FIGS. 12a through 12c, a servo 810 positioned in
the tail 805 of the aircraft 800 will pull or push a rod 812
connecting the servo 810 to a movable rudder 814. The rudder 814 is
positioned in the vertical stabilizer 816 and connected to a
terminator link 818 that is connected to the other end of the rod
812. When the servo receives signals from a remote control unit,
the servo will either push or pull the rod 812 in response to the
signals. When the servo pulls the rod 812, the rudder moves to the
left, causing the plane to yaw to the left. When the servo pushes
the rod 812, the rudder moves to the right and the plane yaws to
the rights.
[0049] In another embodiment, illustrated in FIGS. 13a through 13e,
an aircraft 1000 is able to rest vertically on a surface without
the use of a launch pad. The aircraft 1000 has a pair of rearwardly
swept wings 1002 extending from a body 1004. The wings 1002 include
trailing edge tips 1006 that will rest on a surface with the
aircraft 1000 is vertically positioned. The aircraft 1000 further
includes a tail 1010 that includes a pair of rearward swept fins
1012 that extend outwardly from the body 1004. The fins 1012
preferably are positioned such that the fins 1012 extend at a
perpendicular angle to the wings 1002, however, the angle may be
changed for various effects. The fins 1012 include trailing edge
fin tips 1014 which are substantially the same distance as the
trailing edge wing tips 1004 such that all four tips rest on the
surface to define a quadrapod launching platform when the aircraft
is in a vertical position.
[0050] The wings 1002 may also include moveable or controllable
flaps 1015. The flaps 1015 may be controllable by servos (not
shown) that receive commands from a remote control unit (not
shown).
[0051] The body 1004 would house the power supply, servos, and a
motor mechanism used to rotate a propeller assembly 1020 positioned
on the nose 1016 of the body 1004. The body 1004 would also include
a receive and circuit board such that the aircraft is controllable
from a remote control unit.
[0052] Referring now to FIG. 13c, the propeller assembly 1020
includes a propeller mechanism 1022 defined by having at least one
propeller 1024, preferably three propellers, extending from a
center mounting region 1026 and terminating on an annular ring
1028. The center mounting region 1026 includes an aperture 1028
with a plurality of groves 1030 that face radially towards the
center of the aperture 1028.
[0053] The propeller assembly 1020 further includes a compression
spring 1032 and a nose mount 1034. The nose mount 1034 is rotatably
secured to the nose 1016 of the body 1004 and is in communication
with the motor mechanism such that when the motor mechanism is
operating the nose mount 1034 will rotate. The nose mount 1034
includes a projecting member 1036 that extends through the
compression spring 1032 and through the aperture 1028 defined by
the center mounting region 1026 of the propeller mechanism 1022.
Secured onto the projecting member 1036 is a cap mount 1040. The
cap mount 1040 includes a receiving end 1041 to secure the
projecting member 1036 thereto. The cap mount 1040 further includes
a plurality of keys 1042 that align with and slide within the
groves 1030 on the aperture 1028 defined by the center mounting
region 1026. A cone 1044 is further placed on the end of the cap
mount.
[0054] Referring now to FIGS. 13d and 13e, when the nose mount 1034
and the cap mount 1040 are assembled, the compression spring 1032
forces the propeller mechanism 1020 towards the cap mount 1040.
When the keys 1042 are properly aligned with the groves 1030 the
propeller mechanism 1020 will be in engagement with the cap mount
1040. Since the nose mount 1034 and the cap mount 1040 are secured
thereto, when the nose mount 1034 rotates (driven by the motor
mechanism) the propeller mechanism 1020 will rotate when in
engagement with the cap mount 1040. When the propeller mechanism
1020 is not in engagement with the cap mount 1040 the propeller
mechanism 1020 can freely spin. This becomes important because
during landings, if the aircraft lands on its side, the propeller
mechanism 1020 when it comes into contact with a surface will be
forced out of engagement with the cap mount 1040, stopping the
rotation of the propeller mechanism 1020 and thus preventing damage
to the propeller mechanism 1020. Moreover, the propeller mechanism
1020 can also be easily moved into engagement with the cap mount
1040 by restarting the motor mechanism. When out of engagement, the
compression spring 1032 continues to maintain a force on the
propeller mechanism 1020 forcing it towards the cap mount 1040. As
the cap mount 1040 begins to rotate (with the rotation nose mount
1034), the keys 1042 spin and will become aligned with the groves
1030. As soon as this occurs, the compression spring 1032 will push
the propeller mechanism 1020 into engagement with the cap mount
1040.
[0055] From the foregoing and as mentioned above, it will be
observed that numerous variations and modifications may be effected
without departing from the spirit and scope of the novel concept of
the invention. It is to be understood that no limitation with
respect to the specific embodiments illustrated herein is intended
or should be inferred.
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