VERTICAL TAKE-OFF AIRCRAFT

AERONEF A DECOLLAGE VERTICAL

English Abstract

A helicopter-type craft
is disclosed which obviates the
need for the main rotor blades to
be variable in pitch to maintain
control and provide vertical lift.
The aircraft has a main rotor (1)
and engine (2) at the top of the
aircraft which can be tilted as a
unit in a plurality of directions
and angles with respect to
the body of the crafts. Tilting
occurs at a universal joint (3)
which may be fixed in position
(as depicted) or alternatively
mounted on top of a telescoping
tower so as to vary the height
of the centre of tilt with respect
to the body of the craft. Tilting
may be effected by handles (4,
5) or alternatively be powered
using hydraulic or pneumatic
linear actuators. Stability of the
craft is maintained by tail rotor
(10) powered by a separate
engine (11) and possibly by
pitch-controllable fins attached
to the body of the craft.

French Abstract

Cette invention concerne un aéronef à décollage vertical. Ledit aéronef comporte un ensemble constitué d'hélices et d'un mécanisme rotor (1) disposé au niveau de sa partie supérieure. Ledit ensemble peut être incliné suivant une pluralité de directions et d'angles au moyen d'une rotule autorisant l'inclinaison (3) et il est entraîné en rotation par un ensemble moteur (2) disposé sous ledit ensemble constitué des hélices et du mécanisme rotor (1). On commande la direction et le degré d'inclinaison au moyen de poignées (4, 5). Un ensemble secondaire distinct constitué d'hélices et d'un mécanisme rotor (10), conçu pour assurer la stabilité rotationnelle du fuselage de l'aéronef, est entraîné en rotation par l'ensemble moteur arrière (11).

Claims

14


The claims defining this invention are as follows:

1. A vertical take-off aircraft, comprising a main rotor
assembly, at the top of the aircraft, which said main
rotor assembly is comprised of an assembly of blades and a
rotor, and such that said main rotor assembly is above
the main body of the aircraft, with vertical lift being
achieved by an engine assembly rotating the main rotor
assembly thereby forcing air in a downward direction by way
of the blades in the main rotor assembly, which engine
assembly is the main engine assembly of the aircraft,
and which said main engine assembly is connected to the
main body of the aircraft by a tilt enabling joint,
such that the main rotor assembly and main engine
assembly can be tilted together as a unity in a plurality of
directions and angles relative to the main body of the
aircraft, in a controlled manner, such that the direction of
travel of the aircraft is altered by altering the direction or
angle of tilt of the main engine assembly relative to
the main body of the aircraft, and which said tilt enabling
joint is connected to the main body of the aircraft such that
the distance between the main body of the aircraft and the
base of the tilt enabling joint is constant, with a secondary
rotor assembly,


15


consisting of an assembly of
blades and a rotor, connected to the aircraft, which said
secondary rotor assembly is used to force air to travel in a
horizontal direction, for which said secondary rotor assembly
rotation is achieved by means of an additional engine assembly,
such that by forcing air to travel in a horizontal direction,
relative to the main body of the aircraft, the rotational force
exerted on the main body of the aircraft by the rotation of
the main rotor assembly can be countered.
2. A vertical take-off aircraft, comprising a main rotor
assembly, at the top of the aircraft, which said main
rotor assembly is comprised of an assembly of blades and a
rotor, and such that said main rotor assembly is above
the main body of the aircraft, with vertical lift being
achieved by an engine assembly rotating the main rotor
assembly thereby forcing air in a downward direction by way
of the blades in the main rotor assembly, which engine
assembly is the main engine assembly of the aircraft,
and which said main engine assembly is connected to the
main body of the aircraft by a tilt enabling joint,
such that the main rotor assembly and main engine
assembly can be tilted together as a unity in a plurality of
directions and angles relative to the main body of the


16


aircraft, in a controlled manner, such that the direction of
travel of the aircraft can be altered by altering the direction
or angle of tilt of the main engine assembly relative to
the main body of the aircraft, and which said tilt enabling joint
is connected to the main body of the aircraft such that the
distance between the main body of the aircraft and the base of
the tilt enabling joint can be varied, with a secondary rotor
assembly, consisting of an assembly of blades and a rotor, connected
to the aircraft, which said secondary rotor assembly is used to force
air to travel in a horizontal direction, for which said secondary
rotor assembly rotation is achieved by means of an additional
engine assembly, such that by forcing air to travel in a horizontal
direction, relative to the main body of the aircraft, the
rotational force exerted on the main body of the aircraft by
the rotation of the main rotor assembly can be countered.
3. A vertical take-off aircraft, comprising a main rotor
assembly, at the top of the aircraft, which said main
rotor assembly is comprised of an assembly of blades and a
rotor, and such that said main rotor assembly is above
the main body of the aircraft, with vertical lift being
achieved by an engine assembly rotating the main rotor


17


assembly thereby forcing air in a downward direction by way
of the blades in the main rotor assembly, which engine
assembly is the main engine assembly of the aircraft,
and which said main engine assembly is connected to the
main body of the aircraft by a tilt enabling joint,
such that the main rotor assembly and main engine
assembly can be tilted together as a unity in a plurality of
directions and angles relative to the main body of the
aircraft, in a controlled manner, such that the direction of
travel of the aircraft is altered by altering the direction or
angle of tilt of the main engine assembly relative to
the main body of the aircraft, and which said tilt enabling
joint is connected to the main body of the aircraft such that
the distance between the main body of the aircraft and the
base of the tilt enabling joint is constant, with a
secondary rotor assembly, consisting of an assembly of
blades and a rotor, connected to the aircraft, which said
secondary rotor assembly is used to force air to travel in a
horizontal direction, for which said secondary rotor assembly
rotation is achieved by means of an additional engine assembly,
such that by forcing air to travel in a horizontal direction,
relative to the main body of the aircraft, the rotational force


18


exerted on the main body of the aircraft by the rotation of
the main rotor assembly can be countered and to the main
body of the aircraft are attached a plurality of fins such
that the pitch of said fins relative to the main body of
the aircraft can be varied.
4. A vertical take-off aircraft, comprising a main rotor
assembly, at the top of the aircraft, which said main
rotor assembly is comprised of an assembly of blades and a
rotor, and such that said main rotor assembly is above
the main body of the aircraft, with vertical lift being
achieved by an engine assembly rotating the main rotor
assembly thereby forcing air in a downward direction by way
of the blades in the main rotor assembly, which engine
assembly is the main engine assembly of the aircraft,
and which said main engine assembly is connected to the
main body of the aircraft by a tilt enabling joint,
such that the main rotor assembly and main engine
assembly can be tilted together as a unity in a plurality of
directions and angles relative to the main body of the
aircraft, in a controlled manner, such that the direction of
travel of the aircraft can be altered by altering the direction
or angle of tilt of the main engine assembly relative to
the main body of the aircraft, and which said tilt enabling joint
is connected to the main body of the aircraft such that the
distance between the main body of the aircraft and the base of
the tilt enabling joint can be varied, with a secondary rotor
assembly,


19


consisting of an assembly of blades and a rotor, connected
to the aircraft, which said secondary rotor assembly
is used to force air to travel in a horizontal direction,
for which said secondary rotor assembly rotation is achieved
by means of an additional engine assembly, such that by
forcing air to travel in a horizontal direction, relative
to the main body of the aircraft, the rotational force
exerted on the main body of the aircraft by the rotation
of the main rotor assembly can be countered and to
the main body of the aircraft are attached a plurality
of fins such that the pitch of said fins relative to
the main body of the aircraft can be varied.
5. The vertical take-off aircraft of any one of claims 3
or 4 wherein the pitch of said fins is controlled
from the main body of the aircraft by cables.
6. The vertical take-off aircraft of any one of claims 3
or 4 wherein the pitch of said fins is controlled
from the main body of the aircraft by a system of gears.


20


7. The vertical take-off aircraft of any one of claims 3 or
4 wherein the pitch of said fins is controlled from
the main body of the aircraft by a combination of cables and
gears.
8. The vertical take-off aircraft of claim 2 or any one of
claims 4 to 7 wherein the distance between the base of
the tilt enabling joint and the main body of the aircraft
is able to be varied by a tube being able to slide vertically
inward and outward of a tube of relatively larger width, in
a telescopic manner, so as to form a telescopic tube
assembly, with the tubes positioned on the aircraft
such that the sliding movement is able to occur between
the main body of the aircraft and the tilt enabling joint.
9. The vertical take-off aircraft of claim 8 wherein a
valve is connected to the assembly of telescopic
sliding tubes such that by closing the valve the
telescopic sliding movement can be restricted.
10. The vertical take-off aircraft of claim 2 or any one of
claims 4 to 7 wherein the distance between the base of the
tilt enabling joint and the main body of the aircraft is
able to be varied by tubes being able to slide


21


vertically inward and outward of tubes of relatively larger
widths, in a telescopic manner, with the tube assemblies
positioned on the aircraft such that telescopic sliding
movement is able to occur between the main body of the
aircraft and the tilt enabling joint.
11. The vertical take-off aircraft of claim 10 wherein a valve
is connected to the telescopic sliding tube assemblies such
that by closing the valve the telescopic
sliding movement can be restricted.
12. The vertical take-off aircraft of any one of claims
1 to 11 wherein the direction and angle of tilt of the
main rotor assembly and main engine
assembly relative to the main body of the aircraft is
controlled by handles attached to the main rotor
assembly where such handles can be reached from the
main body of the aircraft.
13. The vertical take-off aircraft of any one of claims
1 to 11 wherein the direction and angle of tilt of the
main rotor assembly and main engine assembly
relative to the main body of the aircraft is controlled
by handles attached to the main engine assembly


22


where such handles can be reached from the main body of
the aircraft.
14. The vertical take-off aircraft of any one of claims
1 to 11 wherein the direction and angle of tilt of the
main rotor assembly and main engine assembly
relative to the main body of the aircraft is controlled
by handles attached to the upper section of said tilt
enabling joint where such handles can be reached from the
main body of the aircraft,
15. The vertical take-off aircraft of any one of claims
1 to 11 wherein the direction and angle of tilt of the
main rotor assembly and main engine assembly
relative to the main body of the aircraft is controlled
by a plurality of hydraulic activated push rods located
in positions between the main rotor assembly and
the main body of the aircraft.
16. The vertical take-off aircraft of any one of claims
1 to 11 wherein the direction and angle of tilt of the
main rotor assembly and main engine assembly


23


relative to the main body of the aircraft is controlled
by a combination of springs and hydraulic activated push
rods located in positions between the main rotor
assembly and the main body of the aircraft such that
as hydraulic pressure is applied to expand selected
push rods, the selected rods act as a counter force to
the springs, and conversely, as the hydraulic pressure
to selected push rods is released, the springs act to
compress the push rods.
17. The vertical take-off aircraft of any one of claims
1 to 11 wherein the direction and angle of tilt of the
main rotor assembly and main engine assembly
relative to the main body of the aircraft is controlled
by a combination gas pressurised struts and hydraulic
activated push rods located in positions between the
main rotor assembly and the main body of the
aircraft such that as hydraulic pressure is applied to
expand selected push rods, the selected rods act as a
counter force to the gas pressurised struts, and
conversely, as the hydraulic pressure to selected push
rods is released, the gas pressurised struts act to
compress the push rods.
18. The vertical take-off aircraft of any one of claims 1
to 11 wherein the direction and angle of tilt of the


24


main rotor assembly and main engine assembly
relative to the main body of the aircraft is controlled by
a plurality of air pressure expandable push rods located
in positions between the main rotor assembly
and the main body of the aircraft such that as air
pressure is increased to selected one or more push rods
to force expansion of the selected rod or rods, the
pressure on the rod or rods located directly on the
apposite side of the tilt enabling joint to the
selected expanding rod or rods, is released.
19. The vertical take-off aircraft of any one of claims
1 to 11 wherein the direction and angle of tilt of the
main rotor assembly and main engine assembly
relative to the main body of the aircraft is controlled
by a combination of springs and air pressure
expandable push rods located in positions
between the main rotor assembly and the main body
of the aircraft such that as air pressure is increased
to expand selected push rods, the selected rods act as
a counter force to the springs, and conversely, as the
air pressure to selected push rods is released, the
springs act to compress the push rods.
20. The vertical take-off aircraft of any one of claims
1 to 11 wherein the direction and angle of tilt of
the main rotor assembly and main engine


25


assembly relative to the main body of the aircraft is
controlled by a combination gas pressurised struts and
air pressure expandable push rods located in positions
between the main rotor assembly and the main body
of the aircraft such that as air pressure is applied to
expand selected push rods, the selected rods act as a
counter force to the gas pressurised struts, and
conversely, as the air pressure to selected push rods
is released, the gas pressurised struts act to compress
the push rods.
21. The vertical take-off aircraft of any one of claims t to 20
wherein the tilting ability of the tilt enabling joint is
achieved by means of a hinged type assembly, consisting of a
plurality of hinging units joined to each other, and situated
between the main engine assembly and main body of the
aircraft.
22. The vertical take-off aircraft of any one of claims 1


26


to 20 wherein the tilting ability of the tilt
enabling joint is achieved by means of a hinged
type assembly, consisting of hinging units joined
to each other,
and situated between the
main engine assembly and main body of the aircraft, such
that one hinge joint is connected to
the main engine assembly, while another hinge
joint is connected to the main body of the aircraft.
23. The vertical take-off aircraft of any one of claims 1 to
20 wherein the tilting ability of said tilt enabling
joint is achieved by means of a plurality of connectors,
which said connectors enable a tilting motion to occur.
24. The vertical take-off aircraft of any one of claims 1 to 20
wherein the tilting ability of said tilt enabling
joint is achieved by means of a ball and socket type
assembly, whereby a ball is housed and retained in a


27


socket with a stem protruding from the ball, which stem
is rigidly fixed to the ball, and which stem also
protrudes from the socket in which the ball is housed,
with the ball and socket assembly being fixed to the
aircraft between the main engine assembly and the
main body of the aircraft.
25. The vertical take-off aircraft of any one of claims 1 to 20
wherein the tilting ability of said tilt enabling joint
is achieved by means of universal joint situated between the
main engine assembly and the main body of the aircraft.
26. The vertical take-off aircraft of any one of the claims 1 to 20
wherein the main engine assembly consists of a single engine.
27. The vertical take-off aircraft of any one of the claims 1 to 25
wherein the main engine assembly consists of a plurality of
engines.
28. The vertical take-off aircraft of any one of the claims 1 to 27
wherein the additional engine assembly attached to the aircraft
which rotates the secondary rotor assembly that is used to force air
to travel in a horizontal direction consists of a single engine.
29. The vertical take-off aircraft of any one of the claims 1 to
27 wherein the additional engine assembly attached to the
aircraft which rotates the secondary rotor assembly that is
used to force air to travel in a horizontal direction consists
of a plurality of engines.


28


30. The vertical take-off aircraft of any one of the claims 1 to 29
wherein the main rotor assembly and main engine
assembly can be tilted together as a unity
in a plurality of directions and angles, relative to the
main body of the aircraft, in a controlled manner, including an
ability to be in tilted, in a controlled manner, relative to
the main body of the aircraft, in directions leading away form
either side of the main body of the aircraft, and including an
ability to be tilted in a forward direction leading away from
the front of the main body of the aircraft, and including an
ability to be tilted in a direction leading away from the rear
of the aircraft.
31. The vertical take-off aircraft of any one of the claims 1
to 30 wherein the blades in the main rotor assembly
are of fixed pitch with reference to each other.
32. The vertical take-off aircraft of any one of the claims 1
to 30 wherein the blades in the main rotor assembly
are of fixed pitch with reference to each other but are
able to move to a limited extent in an upward and
downward flapping motion within the assembly.
33. The vertical take-off aircraft of any one of the claims 1
to 30 wherein the blades in the main rotor assembly
are of fixed pitch with reference to each other but are




29

able to move to a limited extent within the assembly
such that the distances between the outer tips of the
blades in the main rotor assembly are able to vary.

34. The vertical take-off aircraft of any one of the claims 1
to 30 wherein the blades in the main rotor assembly
are of fixed pitch with reference to each other but are
able to move to a limited extent in an upward and
downward flapping motion within the assembly and are also
able to move such that the distances between outer tips of
the blades are able to vary.

35. The vertical take-off aircraft of anyone of claims 1 to 34
wherein the blades in sand secondary rotor assembly which
is used to force air to travel in a horizontal direction
are of fixed pitch with reference to each other.

36. The vertical take-off aircraft of anyone of claims 1 to 34
wherein the pitch of the blades in said secondary rotor
assembly which is used to force air to travel in a
horizontal direction can be varied.

37. The vertical take-off aircraft of anyone of claims 1 to 36
wherein said secondary rotor assembly which is used to
force air in travel in a horizontal direction is attached
to the main body of the aircraft.

38. The vertical take-off aircraft of anyone of claims 1 to 36
wherein said secondary rotor assembly which is used to force







30

air to travel in a horizontal direction is attached to said
additional engine assembly which rotates said secondary
rotor assembly which is used to force air to travel in a
horizontal direction.

39, The vertical take-off aircraft of anyone of claims 1 to 36
wherein said secondary rotor assembly which is used to
force air to travel in a horizontal direction is attached
to the base of said tilt enabling joint.

40. The vertical take-off aircraft of anyone of claims 1 to 36
wherein said secondary rotor assembly which is used to
force air to travel in a horizontal direction is attached
to the upper section of said tilt enabling joint.

41. The vertical take-off aircraft of anyone of claims 1 to 36
wherein said secondary rotor assembly which is used to
force air to travel in a horizontal direction is attached
to the upper section of said tilt enabling joint and the
base of said tilt enabling joint.

42. The vertical take-off aircraft of anyone of claims 1 to 36
wherein said secondary rotor assembly which is used to
force air to travel in a horizontal direction is attached
to the main engine assembly.

43. The vertical take-off aircraft of anyone of claims 1 to 42
wherein said additional engine assembly which rotates said
secondary rotor assembly which is used to force air to







31

travel in a horizontal direction is attached to said main
engine assembly.

44. The vertical take-off aircraft of anyone of claims 1 to 42
wherein said additional engine assembly which rotates said
secondary rotor assembly which is used to force air to
travel in a horizontal direction is attached to the main
body of the aircraft.

45. The vertical take-off aircraft of anyone of claims 1 to 42
wherein said additional engine assembly which rotates said
secondary rotor assembly which is used a force air to travel
in a horizontal direction is attached to the base of said
tilt enabling joint.

46. The vertical take-off aircraft of anyone of claims 1 to 42
wherein said additional engine assembly which rotates said
secondary rotor assembly which is used to force air to travel
in a horizontal direction is attached to the upper section
of said tilt enabling joint.

47. The vertical take-off aircraft of anyone of claims 1 to 42
wherein said additional engine assembly which rotates said
secondary rotor assembly which is used to force air to travel
in a horizontal direction is attached to the upper section
of said tilt enabling joint and the base of said tilt
enabling joint.







32

48. The vertical take-off aircraft of anyone of claims 1 to 47
wherein said secondary rotor assembly which is used to
force air to travel in a horizontal direction consists of
a single rotor and a plurality of blades.

49. The vertical take-off aircraft of anyone of claims 1 to 47
wherein said secondary rotor assembly which is used to
force air to travel in a horizontal direction consists of
a plurality of rotors and a plurality of blades.

50. The vertical take-off aircraft of anyone of claims 1 to 49
wherein said main rotor assembly consists of a single rotor
and a plurality of blades.

51. The vertical take-off aircraft of anyone of claims 1 to 49
wherein said main rotor assembly consists of a plurality
of rotors and a plurality of blades.

52. The vertical take-off aircraft of anyone of claims 1 to 51
wherein said secondary rotor assembly which is used to
force air to travel in a horizontal direction and said
additional engine assembly which rotates said secondary
rotor assembly are merged into a jet engine assembly.

53. The vertical take-off aircraft of anyone of claims 1 to 51
wherein said secondary rotor assembly which is used to force
air to travel in a horizontal direction and said additional







33

engine assembly which rotates said secondary rotor
assembly are merged into a plurality of jet engine assemblies.

Description

CA 02258311 1998-12-21 p~,~AU g s ~ 0 4 3 1 1
RECEIVED 2 ~ DEC 1997
1
VERTICAL TAKE-OFF AIRCRAFT
This invention relates to the vertical take-off field of aviation.
There are many helicopters and gyrocopters in existence today.
However, helicopters rely on variable pitch rotor blades to
maintain control and provide vertical lift, while aircraft commonly
referred to as gyrocopters are pushed in a forward direction on
take-off due to the backward thrust of air caused by the propeller
located to the rear of the engine assembly.
The present invention overcomes the need for varying the pitch of
rotor blades while at the same time allowing vertical lift on
take-off and directional control by providing a vertical take-off
aircraft using a main rotor assembly at the top of the
aircraft, which said main rotor assembly consists of an
assembly of blades and a rotor, and which main rotor
assembly is connected to the main body of the aircraft in
such a way that the main rotor assembly can be tilted
as a whole unit in various directions and angles and thus allow
changes in horizontal directional travel of the aircraft by
tilting the main rotor assembly in the chosen direction of
travel, without the need to change blade pitch angle. Vertical
lift is obtained by the rotation of said main rotor
assembly thereby forcing air in a downward direction by way of
the angle of pitch of the blades. Rotation of the main
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rotor assembly is achieved using an engine assembly located
between the main body of the aircraft and the main rotor
assembly, which engine assembly is the main engine assembly
forming part of the aircraft, and which said main engine
assembly is connected to the main body of the aircraft in such a
way that the main engine assembly and the main rotor
assembly can be tilted together as a unity relative to the main
body of the aircraft.
During flight, rotational stability of the main body of the aircraft
is maintained by means of an additional engine assembly attached to
the aircraft which rotates a secondary rotor assembly that is used
to force air to travel in a horizontal direction, thereby countering
the rotational force exerted on the the main body of the aircraft by
the rotation of the main rotor assembly, which said secondary
rotor assembly consists of an assembly of blades and a rotor.
In one form of the invention variable pitch fins are attached to
the main body of the aircraft to assist in controlling in flight
manouvering of the aircraft.
In one form of the invention where variable pitch fins are attached
to the main body of the aircraft, the pitch angle of the fins is
controlled by using cables.
In another form of the aircraft where variable pitch fins are
attached to the main body of the aircraft, the pitch angle of the
fins is controlled by using a gearing mechanism.
AMENt7Ep SHEET
'~~/A~!


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. , i'3 t;. ~, .. , ~~ ~ ,., r, ., ..~
:.-~ :~~.~.
3
In another form of the aircraft where variable pitch fins are attached
to the main body of the aircraft, the pitch angle of the fins is
controlled by using a combination of gears and cables.
In another form of the invention the main body of the aircraft
exists without variable pitch fins being attached to such main body
such that tilting of the main rotor assembly is used to
manouvre the aircraft while in flight.
In one form of the invention, the tilt enabling joint for the
main rotor assembly is achieved by means of a double hinged
type assembly, consisting of two hinging units joined in the middle
at right angles to each other, so that they form a cross, and
situated between the main engine assembly and main body of
the aircraft. Each of the individual hinges would be similar in
principle of operation to those commonly found on doors in older
style houses. The hinge mechanism can be achieved by using sections
of hollow tube, kept together by rods inserted within the tubes,
such that one hinge unit is attached to the lower section of the
main rotor and main engine assembly, while the
other hinge unit is connected to the main body of the aircraft.
In another form of the invention, the tilt enabling joint for the
main rotor assembly could be achieved by means of a
ball and socket type assembly, whereby a ball is housed in and
retained within the socket, allowing freedom of movement within the
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CA 02258311 1998-12-21 ~~;~~~ !Z .y / ~ ~ -~ ..
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socket, with a stem protruding from the ball, which stem is rigidly
fixed to the ball and which stem also protrudes from the socket in
which the ball is housed, with the ball and socket assembly being
fixed to the aircraft between the main rotor and
main engine assembly and the main body of the aircraft.
In another form of the invention, the tilt enabling joint is
achieved by means of U-shaped bolts connected to each other in a
similar manner to which chain linkages are connected, with the open
ends of the U-shaped bolts being connected to the aircraft in such
a way that the ends on one bolt are connected to the main rotor
and main engine assembly, while the ends of the other U-shaped bolt are
connected to the main body of the aircraft.
In another form of the invention the tilt enabling joint is achieved
by means of a universal joint.
In one form of the invention the direction and angle of tilt of the
main rotor assembly and main engine assembly is
controlled by handles attached to the upper section of the tilt
enab~irtg joint with the handles attached in such a way that they
can be reached from the main body of the aircraft.
In another form of the invention the direction and angle of tilt of
the main rotor assembly and main engine assembly
is controlled by handles attached to the main rotor
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assembly with the handles attached in such a way that they can be
reached from the main body of the aircraft.
In another form of the invention the direction and angle of tilt of
the main rotor assembly and main engine assembly
5 is controlled by handles attached to the main engine
assembly with the handles attached in such a way that they can be
reached from the main body of the aircraft.
In another form of the invention the direction and angle of tilt of
the main rotor assembly and main engine assembly is
controlled by a plurality of hydraulic activated push rods located
in positions between the main rotor assembly and the main
body of the aircraft such that as hydraulic pressure is applied to
selected one or more push rods to force expansion of the selected
rods, pressure on the rod or rods located directly on the opposite
side of the tilt enabling joint to the selected expanding rod or
rods is released.
In another form of the invention the direction and angle of tilt of
the main rotor assembly and main engine is controlled
by a con~ination of springs and hydraulic activated push rods
located in positions between the main rotor assembly
and the main body of the aircraft, so that as hydraulic pressure
is applied to expand selected push rods, the selected rods act as
a counter force to the springs, and conversely, as the hydraulic
pressure to selected push rods is released, the springs act to
compress the push rods.
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In another form of the invention the direction and angle of tilt of
the main rotor assembly and main engine assembly is
controlled by a combination of gas pressurised struts and hydraulic
activated push rods located in positions between the main rotor
assembly and the main body of the aircraft, so that as hydraulic
pressure is applied to expand selected push rods, the selected rods
act as a counter force to the gas pressurised struts, and conversely,
as the hydraulic pressure to selected push rods is released, the gas
pressurised struts act to compress the push rods.
In another form of the invention the direction and angle of tilt of
the main rotor assembly and main engine assembly is
controlled by a plurality of air pressure expandable push rods
located in positions between the main rotor assembly and the
main body of the aircraft such that as air pressure is applied to
selected one or more push rods to force expansion of the selected
rods, pressure on the rod or rods located directly on the opposite
side of the tilt enabling joint to the selected expanding rod or
rods, is released.
In another form of the invention the direction and angle of tilt of
the main rotor assembly and main engine assembly is
controlled by a combination of springs and air pressure expandable
push rods located in positions between the main rotor assembly
and the main body of the aircraft, so that as air pressure is
applied to expand selected push rods, the selected rods act as a
counter force to the springs, and conversely, as the air pressure to
selected push rods is released, the springs act to compress the
push rods.
AMEiVd~p ~~~~
~P~A~Ai!

U2258311 1998-12-21 ~-L,AV g 6 / 0 0 3
In another form of the invention the direction and angle of tilt of
the main rotor assembly and main engine assembly is
controlled by a combination of gas pressurised struts and air
pressure expandable push rods located in positions between the
rotor assembly and the main body of the aircraft, so that as
air pressure is applied to expand selected push rods, the selected
rods act as a counter force to the gas pressurised struts, and
conversely, as the air pressure to selected push rods is released,
the gas pressurised struts act to compress the push rods.
In one form of the invention the distance between the tilt
enabling joint and the main body of the aircraft is constant.
In another form of the invention the distance between the main
body of the aircraft and the lower section section of the tilt
enabling joint is able to be varied by straight tubes being able
to slide vertically inward and outward of tubes of relatively
larger widths, in a telescopic manner, such that the length of
the slide is limited by attachments to the ends of the tubes, with
the upper most sections of the telescoping tube assemblies being
rigidly joined to the bottom of the tilt enabling joint and with
24 the lower most section of the telescoping tube asse~lies being
rigidly joined to the main body of the aircraft.
In another form of the invention where the distance between the
main body of the aircraft and the lower section
~Mci~~~~t3 ~HFET
~~~4l~iU

CA 02258311 1998-12-21
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section of the tilt enabling joint is able to be varied by straight
tubes being able to slide vertically inward and outward of tubes of
relatively larger widths, in a telescopic manner, valves are
attached to the tubes so as to provide control on the amount of
slide of the tubes.
In one form of the invention the main engine assembly consists
of a single engine.
In another form of the invention, the main engine assembly
consists of a plurality of engines.
In one form of the invention, the additional engine assembly
attached to the aircraft which rotates the secondary rotor
assembly that is used to force air to travel in a horizontal
direction consists of a single engine.
In another form of the invention, the additional engine assembly
attached to the aircraft which rotates the secondary rotor
assembly that is used to force air to travel in a horizontal
direction consists of a plurality of engines.
In ane form of the invention, the secondary rotor assembly which
is used to force air to travel in a horizontal direction is
attached to the main body of the aircraft.
In another form of the invention, the secondary rotor assembly
which is used to force air to travel in a horizontal direction
is attached to the additional engine assembly which rotates the
said secondary rotor assembly that is used to force air to travel
in a horizontal direction.
~~~~n~~ SHEEr
!p~.~r.~~

CA 02258311 1998-12-21
9
~c~f~AV g fi / 0 0 3 1 1
RECEIVED 2 2 DEC 1997
In another form of the invention, the secondary rotor assembly
which is used to force air to travel in a horizontal direction
is attached to the base of the tilt enabling joint.
In another form of the invention, the secondary rotor assembly
which is used to force air to travel in a horizontal direction
is attached to the upper section of the tilt enabling joint.
In another form of the invention, the secondary rotor assembly
which is used to force air to travel in a horizontal direction
is attached to the upper section of the tilt enabling joint and
the base of the tile enabling joint.
In another form of the invention, the secondary rotor assembly
which is used to force air to travel in a horizontal direction
is attached to the main engine assembly.
In one form of the invention, the additional engine assembly
which rotates the secondary rotor assembly that is used to
force air to travel in a horizontal direction is attached to
the main body of the aircraft.
In another form of the invention, the additional engine assembly
which rotates the secondary rotor assembly that is used to force
air to travel in a horizontal direction is attached to the base of
the tilt enabling joint.
AMENbEQ ~HEE'~
~e=EAL~~I

CA 02258311 1998-12-21
1~
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.; !y'i , , , . . . ,
In another form of the invention, the additional engine assembly
which rotates the secondary rotor assembly that is used to force
air to travel in a horizontal direction is attached to the
upper section of the tilt enabling joint.
In another form of the invention, the additional engine assembly
which rotates the secondary rotor assembly that is used to force air
to travel in a horizontal direction is attached to the upper section
of the tilt enabling joint and the base of the tilt enabling joint.
In another form of the invention, the additonal engine assembly
which rotates the secondary rotor assembly that is used to force
air to travel in a horizontal direction is attached to the
main engine assembly.
In one form of the invention, the secondary rotor assembly
which is used to force air to travel in a horizontal direction
consists of a plurality of blades and a single rotor.
In another form of the invention, the secondary rotor assembly
which is used to force air to travel in a horizontal direction
consists of a plurality of rotors and a plurality of blades.
In one form of the invention, the main rotor assembly
consists of a single rotor and a plurality of blades.
AMEVD~D SH,~~.T
~!°~A/Aa. a

CA 02258311 1998-12-21 p~~AU g ~ ~ Q 0 3 1
RECEIVED 2 Z ~'~C 197
11
In another form of the invention, the main rotor assembly
consists of a plurality of rotors and a plurality of blades.
In one form of the invention, the secondary rotor assembly which
is used to force air to travel in a horizontal direction and the
additional engine assembly which rotates the said secondary rotor
assembly are merged in the form of a jet engine assembly.
In another form of the invention, the secondary rotor assembly
which is used to force air to travel in a horizontal direction
and the additonal engine assembly which rotates the said secondary
rotor assembly are merged so as to form a plurality of jet engine
assemblies.
In one form of the invention the blades in the main rotor
assembly are of fixed pitch with reference to each other.
In another form of the invention the pitch of the blades in the
main rotor assembly is able to vary with reference to each
other.
In another form of the invention the blades in the main rotor
assembly are of fixed pitch with reference to each other except for
being able to move to a limited extent in an upward and downward
flapping motion.
AMENpEI7 SHEET
~~~a41,~~3

CA 02258311 1998-12-21
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12
In another form of the invention the blades in the main rotor
assembly are of fixed pitch with reference to each other except for
being able to move to a limited extent such that the distances
between the outer tips of the blades in the main rotor
assembly are able to vary.
In another form of the invention the blades in the main rotor
assembly are of fixed pitch with reference to each other except for
being able to move to a limited extent in an upward and downward
flapping motion and also being able to move to a limited extent such
that the distances between the outer tips of the blades in the
main rotor assembly are able to vary.
In another form of the invention the blades in the secondary rotor
assembly which is used to force air to travel in a horizontal
direction are of fixed pitch with refence to each other.
In another form of the invention the pitch of the blades in the
secondary rotor assembly which is used to force air to travel in
a horizontal direction can be varied.
To assist in understanding the invention, reference will now be made
to the accompanying drawings which show two examples of the invention.
AMENDED ~H~cT
~3~IE.AL4.l.J

CA 02258311 1998-12-21
WO 97/44240 PCT/AU96/00311
13
In the drawings:
Figures 1, 2, and 3 show the rear, front, and side, respectively, of
one example of the vertical take-off aircraft according to this
invention, while figures 4, 5, and 6 show the side, rear, and front,
respectively, of another example of the vertical take-off aircraft
according to this invention.
Referring to Figure 1 it can be seen this vertical take-off aircraft
consists of an assembly of a rotor and blades 1 at the top
of the craft which rotor and blades assembly is rotated by a engine
assembly 2 situated below the rotor and blades assembly 1. Tilting
of the upper rotor and blades assembly 1 and engine assembly 2 is
achieved by way of a double hinged type assembly 3. The tilting
operation is controlled by the use of handles 4 and 5 extending from
the upper engine assembly 2. The upper engine assembly 2 and
rotor and blades 1 assembly is connected to the main body 6 by the
hinge assert~bly 3. The outer sections 7 and 8 of the upper component
of the hinge assemlby is fixed to the upper engine assembly 2. The
middle section of the upper component of the hinge assembly is
fixed to the middle section of the lower component of the hinge
assembly 9. Rotational stability of the main body of the aircraft
is maintained by adjusting the speed of rotation of the rear
rotor and blades assembly 10 which is attached to the rear engine 11.
The rate of rotation generated by the upper and rear engines is
controlled by throttle controls 12 and 13 located on the handles 4
and 5. In the example a seat 14 is rigidly fixed within the main body
of the aircraft.

Representative Drawing