Note : Les revendications sont présentées dans la langue officielle dans laquelle elles ont été soumises.
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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,
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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
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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
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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
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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,
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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.
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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
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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
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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
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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
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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
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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
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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
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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 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.
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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
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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
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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
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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.
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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
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engine assembly which rotates said secondary rotor
assembly are merged into a plurality of jet engine assemblies.