Aerial aircraft carrier

An aerial aircraft carrier is disclosed having a first and a second shuttlecraft that have a cantilever fluselage extending between the first and second shuttlecraft. The cantilever fuselage is disposed at both ends within a fuselage housing that depends from the under-carriage of the first (lead) and second (aft) shuttlecraft, the cantilever fuselage forming a longitudinal member therebetween. A means for elevating a plurality of aerodynamically stable platforms, (wing assemblies), is affixed to the cantilever fuselage. The wing assemblies each have a wing span member attached thereto, with control surfaces, for stabilizing an aircraft (a payload) that is secured in a mount assembly. An aircraft landing in the mount assembly is secured by an application of negative air pressure against a landing gear pod of the aircraft, and as the aircraft is adhered to a pair of mount elements, by evacuation of air, forming a suction seal peripheral to the environmental surfaces of the landing pod, the wing span members aerodynamically stabilize the weight of the aircraft on the wing assembly platforms. The pilot of the retrieved aircraft then feathers the rotors to his/her aircraft, the weight thereof being primarily supported by the aerodynamic lift of the wing span members. The aircraft is then retrieved in flight, aerodynamically stabilized and can be serviced while in flight. A reverse sequence allows the secured aircraft to be launched from the carrier apparatus.

FIELD OF INVENTION 
The present invention is directed to an apparatus for the in-flight 
retrieval, servicing, and launching of aircraft from a carrier aircraft. 
Specifically, the invention discloses an aircraft on which secondary 
aircraft land, are serviced in flight, and are re-launched. 
The instant invention further teaches the construction of an aerial carrier 
for the long-distance moving of heavy machinery and other items too large 
or heavy for conventional air transport. 
BACKGROUND TO THE INVENTION 
A long felt need has existed for means to extend the range and armament 
capability of rotary wing and other military aircraft. All aircraft design 
makes compromise between fuel (range) and useful payload (armament). 
One of the most versatile tactical aircraft is the helicopter that is well 
suited to both day and night operations due to it's unique ability to 
hover. Hovering, or moving slowly close to the terrain, Nape of the Earth 
flight, is however, costly in terms of fuel used. Therefore, for rotary 
wing aircraft, fully armed, to have sufficient mission time the provision 
for land based or ship-based logistic and servicing areas, within easy 
flight distance, is absolutely necessary. 
The provision for land or sea-based fuel and ordance dumps carrys within 
itself certain costs. It is axiomatic, for example, that a squadron of 
helicopters cannot travel much further or much faster than the required 
logistic support apparatus. It is one thing to ferry a helicopter across 
the United States, knowing there are airfields with fuel. Quite another 
when the mission is remote from the shores of the United States and no 
secure or appropriate facilities exist. Both aircraft and required fuel 
and ordance travel with the pace of the slowest essential element of the 
support apparatus. 
The present invention discloses an aircraft having means for retrieving 
both rotary wing and fixed wing aircraft in flight, and means for 
selectively moving these retrieved aircraft from one mount element to 
another so as to position the retrieved aircraft over servicing bays from 
which access to the retrieved aircraft may be secured. The aircraft so 
positioned for servicing then being refueled and rearmed. 
The invention answers a long felt need to extend the logistic support 
apparatus closer to an area of combat operations, and to provide greater 
logistic support to the combat forces operating within the zone. 
Further, the present invention teaches constructive reduction to practice 
in the art of dynamically stabilizing such retrieved aircraft on the 
carrier so as to facilitate the safe, efficient and timely delivery of 
retrieved aircraft to a destination, or for the fast, unimpeded movement, 
and launch of missiles that heretofore have been too large for launch by 
aircraft. 
SUMMARY OF THE INVENTION 
A primary object of the present invention is to proive a means for the 
in-flight retrieval, servicing and relaunching of aircraft, both rotary 
wing and fixed wing types. 
Another object of the invention is to provide a means for the in-flight, 
aerodynamic, stabilizing of such aircraft or freight items as are secured 
to the carrier apparatus. 
Another object of the invention is to provide a plurality of wing 
assemblies to interact, structurally, with a cantilever-fuseledge so as to 
dynamically stabilize such loads as are secured by the aerial carrier. 
Another object is to provide means for controlling the relative movement of 
each of a plurality of secured (retrieved) aircraft, by the wing 
assemblies, so as to keep such movement, along all major axis, but most 
especially of the roll axis of the carrier aircraft within strict degrees 
of freedom. 
Another object is to provide means for utilizing a cantilever fuseledge, 
combining the principles of bridge construction with those of aircraft 
frame design, to provide requisite degrees of torsional and flexional 
strength and resiliency such that torsional stresses set up in the 
cantilever fuseledge, by opposite actions along the roll axis by the wing 
assemblies, is countered by a counter-torsional resiliency of the 
cantilever fuseledge; the net effect being to rotate both wing assemblies 
back to a substantially level position. 
Another object of the invention is to provide a torsion-reduction means so 
as to further provide a degree of angular freedom of the cantilever 
fuseledge about the roll axis of the carrier so as to structurally isolate 
the fore and aft shuttle craft from the random, and minor flight 
adjustments made by the wing assemblies as they provide both lift and 
rotational stability to the load carried thereon. 
Another object of the invention is to provide a means for control that is 
structurally inherent to, and hydraulically activated by, rotational 
movement of the cantilever fuseledge so as to assist the smooth, 
unfrettered flight of the carrier. 
A further object of the invention is to provide a means for hydraulically 
dampening random adjustment movements, by the wing assemblies, when these 
rotational adjustments are sufficiently large to be transmitted along the 
longitudinal length of the fuseledge. This means for hydraulically 
dampening wing assembly movements being especially applicable with a pair 
of such wing assemblies, reacting to identical flight conditions, 
`team-up` to impose a uniform clockwise or counter-clockwise torsional 
stress on the cantilever fuseledge. 
A further object being to provide a cantilever fuseledge having a main span 
and a secondary span, one substantially above the other, and enclosed in a 
framework (airframe) providing conduit means for essential electrical, 
mechanical, pneumatic and hydraulic systems and further defining within 
the fuseledge itself a crawlspace/catwalk permitting pilot and crew access 
to and from the aircraft secured above. 
A further object is to provide means for disingagement of the cantilever 
fuseledge from the shuttlecraft for the replacement thereof so that such 
replacement may be more fully suited to the torsional resiliency 
requirements as are anticipated by the loads to be carried. The aerial 
aircraft carrier apparatus, then, being modular in concept and in 
construction. 
A still further object is to provide a means for elevating the wing 
assemblies and a pair of elevational mount elements for the retrieval, 
alignment and re-launching of aircraft from the carrier. 
A further object is to provide means for selectively moving such retrieved 
aircraft from the elevational (limited movement) mount elements to one of 
a plurality of stationary mount elements. The displacement of aircraft 
from one to the other having capacity for movement in either direction, 
elevational to stationary, and stationary to elevational. 
DESCRIPTION OF THE PRIOR ART 
______________________________________ 
Application No. Inventor 
______________________________________ 
07/059,602 Vollmerhausen 
______________________________________ 
This application discloses a shuttle craft and means for adhering cargo 
pods to a stationary mount craddle member. The cargo pod rides piggyback 
style within the mount craddle member and adheres to the craddle member 
through the application of a negative air pressure, a suction seal, 
between the cargo pod and the craddle member.

DESCRIPTION OF THE PREFERRED EMBODIMENT 
Refering now to the drawing in which like numerals represent like elements 
throughout, apparatus 10 can be in FIG. 1 and in FIG. 1 (a) to include a 
first and a second shuttle craft 12, 17 having a cantilever fuseledge 
longitudinally extent theretween. 
First and second shuttle craft 12, 17 having engines 12' as shown in FIG. 2 
(not shown in other figures for clarity) that provide propulsion to the 
apparatus. The shuttle craft having means for control such as vertical 
stabilizer 64 and rudder 66; the shuttle being a flying wing that 
typically have less wind resistance than a conventional aircraft. 
The aft or second shuttle utilizes a long, cantilever fuseledge and it's 
ability to rotate about a center of rotation, as is hereinafter more fully 
described and claimed, to use `reverse rudder` and `reverse` wing action 
to stay aligned behind the lead or first shuttle. One of the purposes of 
an essentially `tubular` fuseledge 16 is to provide a means for wing 
alignment between the shuttles and a plurality of intermediate members. 
Cantilever fuseledge 16, in the preferred embodiment, has a main span 
member 18 and a secondary span member 20 that are typically enclosed in a 
network of supporting elements, such as vertical bracing 22 and diagonal 
bracing 24. The support bracing 22/24 is covered by protective covering 
material 52, defining within fuseledge 16 crawlspace 54,' as illustrated 
in FIG. 4 that is used for foot-traffic access throughout the apparatus, 
as between shuttlecraft and retrieved aircraft supported within mount 
elements 14' above. 
Fuseledge 16 extends between the first (lead) shuttle craft and the second 
(aft) shuttle craft and provides a conduit for men and equipment 
therethrough. 
Fuseledge 16 also provides a foundation support for a plurality of wing 
assemblies 34, 34'. Wing assemblies 34, 34' are rigidly affixed to a first 
assembly element and a second assembly element, 36 and 36' respectively. 
Cantilever fuseledge 16 has, within the co-operative arrangement of the 
elements of the invention, a degree of rotational freedom within which the 
wing assemblies react to load conditions. The essential purpose, 
obviously, being to prevent the loads, with the high center of gravity 
thereof, from rotating over much as a ship on it's beams ends, from 
capsizing. Each mount assembly has a pair of mount elements as shown in 
FIG. 3. 
Aircraft positioned in mount elements 14, 14' are approximately balanced, 
statically, about their own longitudinal center of gravity. However, as 
the carrier turns or maneuvers, the center of gravity shifts (opposing the 
turn) which requires a wing span of sufficient length to efficiently 
counter-balance the shift in weight and return the apparatus to a balanced 
in-flight condition. This process is, of course, on-going in flight. 
As wing assemblies 34, 34' react, under aircraft (computer) systems 
control, actuating control surfaces such as flaps 38 and ailerons 40, 
first and second assembly elements 36, 36' are rotated in a clockwise or a 
counter-clockwise rotation to maintain an aerodynamically maintained load 
stability in flight. The lift and stability of the loads is, then, 
maintained aerodynamically, not mechanically. The mechanical elements of 
the invention serving only to restrain the wing assemblies, but not to 
carry or control them. The vertical relationship of the wing assembly(ies) 
and the lead shuttle craft is illustrated in FIG. 2. FIG. 1(a) shows the 
lead wing assembly as lowered (retracted) to reduce air resistance. 
Wing assemblies 34, 34' are rigidly affixed to first and second assembly 
elements 36, 36', a rotational action (the vector of lift co-efficient) is 
transmitted through a means for elevating, such as hydraulic actuators 26, 
28, and 32, from the first and second assembly elements to cantilever 
fuseledge 16. 
Hydraulic actuators 28/32 and 26 are pivotably affixed to fuseledge 16 
substantially as illustrated in FIGS. 1 and 4. Hydraulic actuators 26, 28, 
and 32 function to elevate first and second assembly elements 36, 36', the 
actuators 26, 28, 32 having a degree of angular motion restrained to the 
elevational angle by sheer plates 35. 
Any co-efficient of lift, generated by wing assemblies 34, 34', in a `not 
straight and level` flight, biases the first and second assembly elements 
against hydraulic actuators 26, 28, and 32, and further biases the 
hydraulic actuators against sheer plates 35 which, in turn, act in a 
vector of rotational force against fuselege 16, but specifically against 
main span member 18, causing a torsional movement or stress about the main 
span member centerline. 
Hydraulic actuator pivot mounts 30 are rigidly affixed to main span member 
18 so as to pivot about the centerline of the main span member. All 
hydraulic actuators are affixed to main span member 18; fuseledge 16 
thereby pivoting, rotationally, about a longitudinal centerline extending 
through the main span member. 
Main span member 18 is constructed of any suitable material, such as high 
strength carbon epoxy materials exhibiting high strength to weight ratios 
and further exhibiting high resistance to materials fatique. Main span 
member 18 is a `backbone` from which hangs secondary span 20 and on which 
is supported wing assemblies 34, 34'. 
As wing assemblies 34, 34' act opposingly, along the roll axis of the 
aircraft an opposing torsional stress is set up within main span 18. One 
component or vector of force is clockwise and the other counter-clockwise. 
The long, relatively thin design of the main span member, the cantilever, 
exhibits a torsional resilency, as determined by the co-efficients of 
elasticity and resiliency determined by the exact materials used in 
construction and the length and diameter of the span member itself. This 
resiliency or `unwinding` functions of force wing assemblies 34, 34' back 
to a substantially level flying position. Mechanically, the main span 
member acts as a point of rigidity, resisting the torsional action of the 
wing assemblies. 
This torsional resiliency resists any but the most minor concurrent 
rotational clockwise and counter-clockwise movement imposed on the 
aircraft as by one of the wing assemblies `yawing` left while the other, 
concurrently `yaws` to the right. The first, essential purpose of the 
cantilever main span member is, then, to `force` first and second assembly 
elements into an elevational alignment, the main span member being the 
`spring` used for that function. 
The elevational means, in the preferred embodiment being telescoping 
hydraulic actuators, acting in this function of stress transmittal, as 
rigid elements bond at both ends so as to pivot only through an 
elevational range of angles. 
As the wing assemblies 34, 34' transmit any rotational movement to the 
cantilever fuseledge, this transmittal of movement occurs through all 
elevational angles of the wing assemblies above the fuseledge; that is, 
all `roll` movement of the wing assemblies is constrained by and 
transmitted to the main span member 18 of cantilever fuseledge 16. 
The advantage of this arrangement of the elements of apparatus 10 is in the 
control of the aircraft. If all roll movement of the wing assemblies were 
not constrained to pivot through a longitudinal centerline of main span 
member 18, then more than one roll axis would result; that is, the roll 
axis(s) would elevate with the elevation of the wing assemblies with a 
resulting creation of multiple aircraft axis. 
In the preferred embodiment, apparatus 10 mechanically constrains all such 
roll movements to fuseledge 16, and fuseledge 16 is mechanically 
constrained to vector force(s) to main span 18, any roll movement of the 
wing assemby(ies) then finds its center of rotation through a longitudinal 
centerline of main span 18. And, as fuseledge 16 is mechanically rigid 
with respect to the roll axis of the aircraft 10, any roll movement 
occuring upwardly on the elevating means, above main span member 18, has a 
smaller, but angularly equal off-setting displacement in member 20 that is 
disposed below main span member 18. 
Supporting network 22/24 defines a structural relationship between main 
span member 18 and secondary span member 20. Main span member 18 is 
disposed substantially vertically over secondary span 20 such that as span 
member 18 is rotated, as by a torsional stress placed tangentially 
thereon, secondary span 20 is swung through an arc having as its point of 
rotation the centerline of span member 18. 
This mechanical relationship is diagramatically shown in FIG. 5 (a). As 
both wing assemblies 34, 34' react to flight conditions by lowering a left 
or right wing (in unison) the aerodynamic co-efficients of lift on the 
wing surfaces would, if left unchecked, function to force the aircraft in 
a turn or veering maneuver. 
FIG. 5 illustrates that the centerline of main span member 18 determines an 
arc of travel of a centerline of secondary span member 20 within fuseledge 
housing 21. 
Fuseledge housing 21 has an upper surface 23 affixed to the undercarriage 
68/70 of each of the shuttlecraft 12, 17 by any suitable fastening means, 
such as rivets or threaded fasteners (not shown). 
As main span member 18 enters fuseledge housing 21 it expands 
diameterically at flange element 19. Termulus member 18', an extension of 
main span 18, is seated within housing 21, and is biased against flange 
element 19 by flange surface 19'. 
Secondary span member 20 expands diameterically at secondary flange element 
23' forming bulbous termulus element 20' that is seated within fuseledge 
housing 21. As termulus element 18' rotates about its centerline, termulus 
element 20' is swung through an arc as illustrated in FIG. 5. 
Fuseledge housing 21 has slotted apperture 27, the angular limits being 
defined by surfaces 27 and 27", the apex of the angle (alpha) being at the 
centerline of main span 18'. The limits of angle (alpha) coinsiding with 
the limits to an angle (beta), as illustrated in FIG. 5 (a) that wing 
assembly wingspans make as the wing tips move up or down, thereby making a 
movement along the roll axis, and about the same main span member 
centerline. 
Beta angle is software driven and is loaded into the aircraft control 
system, the angle being determined by calculation of the antincipated 
weights (loading) and the flying conditions expected. The harsher the 
flying conditions, the smaller the beta angle allowed. 
The wing assemblies, under aircraft computer control, stabilize weights 
carried in mount elements 14, 14'. Stabilization is achieved through the 
selective actuation of control surface, flaps 38 and ailerons 40. Wing 
assemblies 34, 34' then provide co-efficients of lift and a degree of 
rotational stability through the beta angle as determined by the aircraft 
control system and the determination of the alpha angle in fuseledge 
housing 21 as illustrated om FIG. 5(b). 
As a rotation of fuseledge 16 causes secondary span member 20/20' to swing 
through slotted apperture 27, it biases clockwise or counterclockwise 
against surface 27', or 27". As the force for rotation moves wing 
assemblies 34, 34' out of allowable range of angular limits (the beta 
angle) fuseledge housing 21 is rotated upward, with the centerline of main 
span member 18 as a pivot point, to biase against shuttle craft 12, 17; 
the force of rotatation then being distributed to the lead and aft shuttle 
carft. The pilot and the control system then apply counter-force through 
the shuttlecraft's control surfaces to effect a return of wing asesmblies 
34, 34' to within the beta angle. 
As secondary span member 20/20' swings through angle alpha, its motion is 
resisted by hydraulic fluid that fills resevoir 27; the motion of 
secondary span member 20/20' forcing hydrualic fluid through passage 31 to 
thereby dampen the rotational movements of wing assemblies 34, 34'. 
In maneuvering, apparatus 10 uses a control system to selectively actuate 
control surfaces 38, 40 on wing assemblies 34, 34', however, as with a 
sea-going ship heeling hard into the wind, the further the beta angle, in 
this example, is exceeded, the slower will be the recovery from the turn. 
Apparatus 10 has, however, the design capability of revolving a secured 
payload in mount elements 14, 14' completely through a 360 revolution 
provided that the wing assemblies, in conjuction with the power of the 
shuttle engines, have a coefficient of lift sufficient to effect the 
recovery. 
Wing assemblies 34, 34' can be designed to be aerodynamically effective in 
any attitude of flight, right side up or down and as such can be utilized 
for the long range transport of missiles or other payloads such as would 
normally be carried or deployed from a `bomb-bay` position; the function 
and design of fuseledge 16 allowing payloads to be carried above or below 
the aerial carrier 10. 
Retractable landing gear (not shown) is enclosed in cowling 60 by which the 
apparatus 10 effects takesoffs and landing, but also by which the loads, 
as may be affixed to the apparatus at takeoff, are balanced until wing 
assemblies 34, 34' have sufficient airflow to achieve the necessary 
co-efficients of lift to effect a stablization. 
In operation, an incoming aircraft 46, with rotory wing 48, and landing pod 
50 maintains a straight, level flight while carrier 10 maneuvers under 
same. As hydraulic actuators are deployed, elevating wing assemblies, the 
actuators are selectively positioned (raised) to within proximity of 
landing pod 50. 
The structure of mount elements 14, 14' are illustrated in FIGS. 6 and 6 
(a) and show mount element 14, 14' to have a substantially circular 
cross-sectional configuration into which landing pod 50 fits. 
A negative air pressure is applied through orifces 15, the source of such 
negative air pressure being the shuttle engines, the conduit being hoses 
58 as distributed by plenum 56 as disposed to the underside of first and 
second assembly elements 36, 36'. 
As the mount elements are maneuvered, under the direction of a 
flight-master in the carrier, negative air pressure is applied to bond 
landing pod 50 to mount element 14, 14'. As the rotary wing aircraft pilot 
feathers the rotors, the pilot reducing power, the elevational means 26, 
28, 32 are actuated to selectively lower the aircraft into proximity with 
cantilever fuseledge 16. 
As the mount element is positioned, being further aligned with stationary 
mount element 14, either on the lead or aft shuttle, a means for 
displacing the aircraft, such as hydraulically actuated displacement 
member 42 , moves the aircraft from an elevational mount element to a 
stationary mount element (14'), directly over one of the two shuttles. 
Displacement member 42 has engagement plug 44 rigidly affixed to a 
connecting, telescoping element 46 such that as displacement member is 
pivoted from a lateral position, as illustrated in FIG. 1, on the aft wing 
assembly, to a use position, the engagement plug 44 biases or urges 
against landing pod 50. 
A plurality of roller means embedded in mount element(s) 14, 14' allow 
landing pod 50 to be displaced, to be laterally displaced along a 
longitudinal axis of the mount elements, even while being adhered to the 
mount elements by the application of a negative air pressure on landing 
pod 50. 
A positive, positional control of the aircraft is achieved by utilizing 
both the elevational and stationary displacement members, (42/42'). 
Displacement members 42/42' are arrayed in opposing pairs, facing each 
other across the span of their respective mount elements. 
One of the displacement members, 42 or 42', depending on the location of 
the aircraft in mount element 14 or 14', engages the landing pod end 
(50'), exerting force thereon for movement of the landing pod across the 
roller means 15', and the other, opposingly arrayed displacement member is 
used to urge or biase against the other end (50") of the landing pod; the 
landing pod being compressed then between the pair of displacement members 
for a control of the landing pod(s) as the carrier is in a nose up 
(climbing) or nose-down, (descending) attitude of flight. 
Access hatches in the aircraft (not shown) and in the wing assemblies and 
in the shuttles (not shown) allow aircraft crews to move from the aircraft 
to the catwalk (54) or downward into the shuttles. 
The foregoing is considered as illustrative only of the principles of the 
invention. Further, since numerous modifications and changes will readily 
occur to those skilled in the art, it is not desired to limit the 
invention to the exact construction and operation shown and described, and 
accordingly, all suitable modifications and equivalents which may be 
resorted to fall within the scope of the invention.