Airplane kites and method

A scale model airplane kite made of STYROFOAM, an expanded rigid polystyrene plastic foam, and having reinforcing members, rods, dowels, pegs, pins, skewers, or the like embedded in the foam at stress points and oriented to counteract stress forces. These kites are lightweight and can withstand a 15 mph wind. The kites are easy to repair by using more pegs and glue at the fracture site. These kites have string attachment or tether holes reinforced with a plastic tube and balsa wood to prevent the string from coming through the foam and allow the flyer to adjust for different wind velocities. In accordance with one embodiment, the kite is formed of half-inch thick bead foam which is substantially rectangular in cross-section and is cut in elevation and plan view to scale of an actual airplane or aircraft such as a P-40, Zero, P-38, ME-109, FW190, DRI Folker triplane, and the like. Also, the foam may be painted and plastic tails may be added to enhance the aesthetics thereof.

STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT
 Not Applicable.
 REFERENCE TO A MICROFICHE APPENDIX
 Not Applicable.
 BACKGROUND OF THE INVENTION
 The present invention relates to kites and methods of repairing kites and
 more particularly to scale model airplane kites, and more specifically,
 the kites in this invention are made of reinforced STYROFOAM, an expanded
 rigid polystyrene plastic foam material, are easy to repair, and are a
 substantially to-scale representation of the silhouette of the actual
 airplanes.
 The making of kites in various shapes is well known and is disclosed, for
 example in U.S. Pat. No. 5,076,516 issued to Wheat et al., U.S. Pat. No.
 4,781,344 issued to Thomas, U.S. Pat. No. 4,168,816 issued to Acosta, U.S.
 Pat. No. 4,119,283 issued to DeYarman, U.S. Pat. No. 3,912,204 issued to
 Wheat et al., U.S. Pat. No. 3,758,057 issued to Stratton, U.S. Pat. No.
 3,366,354 issued to Sterba, U.S. Pat. No. 3,076,626 issued to Andrews,
 U.S. Pat. No. 2,779,553 issued to Troxell, U.S. Pat. No. 2,778,154 issued
 to Dauwe, U.S. Pat. No. 2,593,979 issued to Calhoun, U.S. Pat. No.
 2,750,136 issued to Stracke, Jr., and U.S. Pat. No. 2,744,702 issued to
 Briggs.
 More particularly, Wheat et al., U.S. Pat. No. 3,912,204, and Wheat et al.,
 U.S. Pat. No. 5,076,516, disclose captive airfoil apparatus. The Wheat
 '204 patent discloses a captive airfoil preferably of a high lift, high
 drag design such as a vintage aircraft of the 1910-1930 era. The captive
 airfoil is tethered by two tether lines each attached to one of the wings
 at a point near the outer end thereof and spaced relative to one another
 at about 60-90 degrees. By tethering the airfoil in this manner, the need
 for a stabilizing kite tail is eliminated. The Wheat '516 patent discloses
 a method for using a high lift, high drag airfoil on both the lifting
 wings and the horizontal stabilizer of an airfoil in order to increase the
 stability of the aircraft at low airspeeds without the use of a
 stabilizing kite tail. This allows for the airfoil to be flown with a
 single tether line attached to the nose of the aircraft.
 Thomas, U.S. Pat. No. 4,781,344, discloses an airplane kite shaped to
 generally resemble a jet powered airplane, formed of a lightweight plastic
 foam material, having a fuselage and vertical stabilizer shaped to
 resemble the side view of a jet airplane, and a wing and horizontal
 stabilizer shaped to represent the swept back wings of a jet airplane. The
 Thomas '344 kite is not a scale representation of an actual airplane
 because the horizontal and vertical stabilizers are enlarged relative to
 the normal dimensions of actual jet powered aircraft and the stabilizers
 and wing are repositioned from that of the original aircraft to provide
 lift and flight stability when flown from a tether line attached behind
 the wings of the kite.
 Sterba, U.S. Pat. No. 3,366,354, discloses a non-scale toy airplane or
 glider made of balsa wood and including a U-shaped metal or plastic
 bracket with laterally projecting lugs on the upper ends of the bracket,
 an elongated lengthwise wing receiving slot, a spring wire bale for
 attaching a tether, adhesive tape for joining the wings and elevators, and
 a transparent plastic canopy. The bracket is used as a weight to stabilize
 the toy airplane and to provide a mounting area for the tether line.
 Andrews, U.S. Pat. No. 3,076,626, Dauwe, U.S. Pat. No. 2,778,154, Acosta,
 U.S. Pat. No. 4,168,816, and Stratton, U.S. Pat. No. 3,758,057, disclose
 airplane kites or gliders including a skeletal frame or support frame
 covered at least in part by a lightweight, flexible sheet material such as
 paper or plastic. Andrews '626 is directed to a generally plane shaped
 traditional kite resembling but not modeling a swept wing aeroplane. Dauwe
 '154 is directed to a captive glider with a hingible wing connection to
 vary the direction of the flight. The Acosta '916 kite includes an arrow
 shaped body formed of styrene or air-inflated fuselage-shaped plastic
 cushion. Stratton '057 is directed to a non-scale kite designed to
 resemble a Nieuport biplane of World War I.
 Briggs, U.S. Pat. No. 2,744,702, discloses a Pegasus shaped kite having a
 fuselage including a reinforcing wire. This wire is bent to extend
 throughout the fuselage and includes a loop for attaching the kite to a
 string or tethering line.
 Calhoun, U.S. Pat. No. 2,593,979, discloses a tethered toy in the general
 shape of an airplane which has a plastic fuselage covered with a silver
 coating and a wing which rotates about a wire strut support.
 Although prior art patents disclose various forms of kites, there exists
 the need for a flyable scale model airplane kite representing the
 horizontal and vertical silhouette of actual airplanes, which is easy to
 fly, sturdy in construction, and easily repairable, an inexpensive scale
 model kite with realistic markings, a kite which is easily repaired, a
 kite with reinforcing members, rods, dowels, pegs, pins, or skewers at
 stress points, a kite with a variable tether attachment point to adapt for
 varying wind conditions, and an improved airplane kite which is of scale
 form and is sufficiently rigid to withstand the normal wear and tear
 associated with the flying of kites in low to high wind conditions.
 BRIEF SUMMARY OF THE INVENTION
 In accordance with the present invention, there is provided a flyable scale
 model kite representing the horizontal and vertical silhouette of an
 actual airplane, which is easy to fly, sturdy in construction, and easily
 repairable. Because it is more enjoyable to fly an actual scale rendition
 of a real airplane, there is provided an inexpensive scale model kite with
 realistic markings. Because airplane kites can be damaged when the kite
 crashes into another kite, the ground or other object, there is provided a
 kite which is easily repaired. Because kites flown in high winds are
 subjected to high stress forces, there is provided a kite with reinforcing
 members, rods, dowels, pegs, pins, or skewers at stress points.
 Furthermore, due to the variations in wind conditions on any particular
 day, there is provided a kite with a variable tether attachment point to
 adapt for the varying wind conditions. Also, there is provided an improved
 airplane kite which is of scale form and is sufficiently rigid to
 withstand the normal wear and tear associated with the flying of kites in
 low to high wind conditions.
 In accordance with the present invention, a new and improved scale model
 airplane kite is made of STYROFOAM, an expanded rigid polystyrene plastic
 foam, and has reinforcing members, rods, dowels, pegs, pins, skewers, or
 the like embedded in the foam at stress points and oriented to counteract
 stress forces. These kites are lightweight and can withstand a 15 mph
 wind. The kites are easy to repair by using more pegs and glue at the
 fracture site. The multiple tether attachment holes are reinforced with a
 plastic tube and balsa wood to prevent the string from coming through the
 foam and allow the flyer to adjust for different wind velocities. In
 accordance with one embodiment, the kite is formed of half-inch thick bead
 foam which is either substantially rectangular in cross-section, or the
 shape of an airfoil, and is cut in plan view to represent a scale
 rendition of an actual airplane such as a P-40, Zero, P-38, ME-109, FW190,
 Folker triplane, or the like. Also, the foam may be painted and plastic
 tails may be added to enhance the aesthetics thereof.
 A principle object of the present invention is the provision of an airplane
 kite.
 Another object of the present invention is a method of repairing an
 airplane kite.
 Still another object of the present invention is the provision of an
 improved airplane kite and method.
 Yet another object of the present invention is the provision of a flyable
 scale model airplane kite representing the horizontal and vertical
 silhouette of actual airplanes.
 Another object of the present invention is the provision of a flyable scale
 model airplane kite which is easy to fly, sturdy in construction, easily
 repaired, relatively inexpensive, and can be flown in varying wind
 conditions.
 Still yet another object of the present invention is the provision of a
 flyable scale model airplane kite with reinforcing members, rods, dowels,
 pegs, pins, or skewers at stress points.
 A more particular object of the present invention is the provision of a
 kite with a variable tether attachment point adapted for varying wind
 conditions.
 Other objects and further scope of the applicability of the present
 invention will become apparent from the detailed description to follow,
 taken in conjunction with the accompanying drawings, wherein like parts
 are designated by like reference numerals.

DETAILED DESCRIPTION OF THE INVENTION
 In accordance with the present invention, a new and improved scale model
 airplane kite is made of STYROFOAM, an expanded rigid polystyrene plastic
 foam, or a similar material and has reinforcing members, rods, dowels,
 pegs, pins, skewers, or the like embedded in the foam, especially at
 stress points. These reinforcing rods and dowels are oriented to
 counteract the normal stress forces applied during the flying of the kite.
 These kites are lightweight and can withstand a 15 mph wind. The kites are
 easy to repair by using more pegs and glue at the fracture site. The
 string attachment holes are reinforced with a plastic tube and balsa wood
 to prevent the string from coming through the styrofoam and allow the
 flyer to adjust for different wind velocities.
 In accordance with one embodiment, the kite is formed of one quarter to
 one-half inch thick bead foam which is substantially rectangular in
 cross-section and is cut in elevation and plan view to scale of an actual
 airplane such as a P-40, Zero, P-38, ME-109, FW190, DRI Folker triplane,
 Spitfire, and the like. Also, the foam may be painted and plastic tails
 may be added to enhance the aesthetics thereof.
 FIG. 1 shows a side elevational view of an airplane kite (08) and its body
 or fuselage (10) representing a Spitfire. The airplane kite body (10)
 includes a nose section (12), canopy area (14) and tail section (16) in
 proportion to the actual Spitfire airplane being modeled. The kite has a
 wing section (18) attached to a recess (19) in the body (10) positioned
 and sized in relation to the actual airplane being modeled. The kite wing
 (18) can have a rectangular cross section as shown, or can be made in an
 airfoil shape (FIG. 9) and in one example is made in a scale such that the
 length of the wings is approximately 28 inches when measured from tip to
 tip. The airfoil shape is not generally recommended unless the wing member
 is greater than one inch in horizontal thickness for the scale rendition
 of the actual airplane.
 A tether attachment area (20) is positioned below the wing section (18) and
 is attached to the kite body (10) to allow for different flying
 characteristics of the aircraft for various wind conditions. Tether
 attachment holes (22) extend through the tether attachment area (20). A
 horizontal stabilizer section (24) is also attached to the kite body (10)
 in a recess or opening (27) positioned in accordance with the full scale
 airplane being modeled. Reinforcing rods (26) are inserted into the body
 (10), wing (18), tether attachment area (20) and horizontal stabilizer
 (24) to reinforce these parts and increase the strength of the airplane
 kite (08). Unless otherwise noted, all of the attachments between parts
 are secured with an appropriate glue, and may be reinforced with
 reinforcing rods (26) or dowels (28). Reinforcing dowels (28) act much
 like the reinforcing rods (26) and the dowels (28) can be inserted through
 the entire length of the body (10), wing (18), tail section (16), and
 horizontal stabilizer (24) to add strength along the entire length of
 these structures. The reinforcing rods (26) and dowels (28) are also used
 to reinforce the attachment areas between pieces of the airplane kite such
 as the body (10) to wing (18), body (10) to horizontal stabilizer (24) and
 body (10) to tether attachment area (20). These reinforcing rods (26) and
 dowels (28) can be inserted in either a perpendicular or angular manner in
 relation to the pieces being attached together (FIGS. 1-5).
 FIG. 2 shows a view of the front of the tether attachment area (20). The
 tether attachment area (20) is strengthened by reinforcing layers (30),
 made of balsa wood or other suitable materials which may be attached to
 each side of the foam center of the tether attachment area (20). This
 reinforcing layers (30) add strength to the tether attachment holes (22)
 by reinforcing the outside edges of the attachment holes (22).
 Furthermore, multiple reinforcing rods (26) are used to reinforce this
 area and attach the tether attachment area (20) to the wing (18) and body
 (10). At least some of the reinforcing rods (26) or dowels (28) are placed
 in an offset position from the vertical central axis of the tether
 attachment area (20) to counter the forces on the tether attachment and
 allow for multiple reinforcing rods (26) to be used to secure and
 strengthen the tether attachment area (20).
 FIG. 3 shows a side view of the tether attachment area (20) with the added
 reinforcing layer (30), attachment holes (22) and reinforcing rods (26).
 Each of the tether attachment holes (22) are reinforced with a layer of
 plastic tubing (32). By utilizing a soft material for the tubing (32), or
 a tubing (32) with smooth edges, a tethering hole (22) may be built which
 does not cut or separate the strands of the tethering line. The attachment
 holes (22) are further strengthened by inserting reinforcing rods (26) or
 dowels (28) next to the tether attachment holes(22). The rods (26) or
 dowels (28) may be inserted at an angle which is substantially
 perpendicular to the force that is to be asserted by a tether line through
 the holes (22), reinforcing tubing (32) and reinforcing layer (30) to the
 tether attachment area (20) to maximize the strength of the holes (22).
 This force-perpendicular insertion of the reinforcing rods (26) or dowels
 (28) is also designed to maximize the strength of the attachment between
 the wing (18), body (10) and the tether attachment area (20).
 FIG. 4 shows a view of the top of the body (10), wing (18), and horizontal
 stabilizer (24) of the airplane kite (08). The inserted reinforcing rods
 (26) and dowels (28) can be seen in the wing area and, if necessary,
 additional reinforcing rods (26) could also be inserted in the horizontal
 stabilizer (24). Reinforcing dowels (28) which extend the entire length of
 the body (10), wing (18) and the horizontal stabilizer (24) are also
 depicted. Note the crossing pattern of the reinforcing rods (26) through
 the wing (18) and the wing (18) to body (10) attachment area. This same
 type of pattern may be used where the horizontal stabilizer (24) is
 attached to the body (10). Alternatively, this cross pattern may be formed
 by using reinforcing dowels (28). See FIG. 11 for a depiction of the use
 of reinforcing dowels (28C) in the wing (18C) to body (10C) attachment
 area.
 FIG. 5 shows an elevational view of the front of the airplane kite (08),
 body (10), wing (18), horizontal stabilizer (24), and tether attachment
 area (20). Reinforcing rods (26) and dowels (28) can be seen at various
 insertion points in each of the different parts of the airplane kite (08),
 as well as the reinforcing layers (30) on the tether attachment area (20).
 With reference to FIGS. 6-8 of the drawings, the wing section (18) is a
 single piece which is glued and pinned in rectangular recess (19) in the
 bottom of airplane body (10). The stabilizer (24) is a single piece having
 a tab (25) and which is glued and pinned in rectangular opening (27) in
 the tail of body (10). The tab (25) is adapted to completely fill the
 receiving opening (27).
 FIG. 9 shows a side elevational view of an airplane kite (08B) modeled to
 represent a World War II Japanese Zero airplane. Note that only the ends
 of the reinforcing rods (26B) or dowels (28B) are visible in the final
 embodiment of the airplane kite (08B). An airfoil shaped wing (18B) and
 horizontal stabilizer (24B) have been used on this embodiment. Like the
 fuselage (10) of kite (08) of FIGS. 1-8, the fuselage (10B) of kite (8B)
 has rectangular openings for receiving the wing (18B) and stabilizer
 (24B). Hence, the wing (18B) and stabilizer (24B) each have a rectangular
 central portion adapted to fill the receiving recess or opening while the
 remainder of the wing and stabilizer have an airfoil shape.
 FIG. 10 is a side elevational view of another airplane kite (08C)
 representing a Japanese Zero aircraft. The Zero kite (08C) of FIGS. 10 and
 11 differs from the kite (08B) of FIG. 9 in that the wing (18C) and
 stabilizer (24C) have a rectangular rather than airfoil cross-section.
 FIG. 11 shows the use of multiple tails (46) attached by pins (47) to the
 stabilizer (24C) of the Zero airplane kite (08C). Tails for the airplane
 kite become necessary when the wind speed exceeds approximately 15 mph.
 This figure also discloses the use of multiple reinforcing dowels (28C)
 being used in a crossing pattern where the wing (18C) is joined to the
 aircraft body (10C) and to reinforce this attachment area.
 FIG. 12 shows a perspective view of another embodiment of an airplane kite
 (08A) with body (10A), first top wing (18A), second middle wing (38),
 third bottom wing (40), internal struts (36), external struts (34),
 horizontal stabilizer (24A), and tether attachment area (20A) representing
 a DRI Folker triplane. Note the insertion of the reinforcing rods (26A)
 and dowels (28A) throughout the structure. The internal wing struts (36)
 may be constructed by inserting a reinforcing rod or dowel (26A or 28A)
 between the first top wing (18A) and body (10A) at an angle appropriate to
 the aircraft being modeled. The external wing struts (34) may be
 constructed by inserting a reinforcing dowel (26A) which extends from
 first top wing (18A) through the second middle wing (38) to the third
 bottom wing (40). Alternatively, the internal (36) or external (34) wing
 struts may be enhanced by attaching an additional piece of balsa or foam
 to the strut to enhance its overall appearance. This is discussed in
 further detail in the discussion of FIGS. 13-18.
 FIG. 13 is a side elevational schematic of another airplane kite (08D)
 representing a World War I DRI Folker triplane or tri-wing aircraft. Note
 that the tether attachment area (20D) has been moved forward on the
 aircraft body (10D) due to the different flying characteristics of this
 aircraft.
 FIG. 14 shows the stabilizer (24D) which is fitted into a rectangular
 opening in the body (10D) and glued and pinned into position.
 FIG. 15 shows the tether attachment structure (20D) which is similar in
 construction to the tether attachment (20) of FIGS. 1-3, but is shaped to
 fit in a recess under the nose of the airplane body (10D).
 FIG. 16 shows a frontal view of the tri-wing aircraft kite (08D) and the
 placement of the interior (36D) and exterior (34D) struts. Exterior (34D)
 and interior (36D) strut assemblies are added to represent the struts of
 the original aircraft. Either of the interior (36D) or exterior (34D)
 strut assemblies may be formed from a dowel (28D) or reinforcing rod
 (26D). The struts (34D) extend from the upper wing (18D) through the
 middle wing (38D) and into the lower wing (40D). A strut material (44) is
 added to the dowel (28D) to form the visual appearance of the actual strut
 of the original aircraft. Note that if the original aircraft had
 relatively thick struts, the scale model dowel (28D) or rod (26D) may be
 placed inside the scale model strut material (44). Although it is
 preferred that each of the wings are formed from a single solid piece of
 foam, each of the wings may be made from several pieces joined together.
 FIG. 17 shows a top elevational view of the tri-wing aircraft (08D) with
 top (18D), middle (38D) and bottom (40D) wings, horizontal stabilizer
 (24D), body (10D), interior struts (36D), exterior struts (34D),
 reinforcing rods (26D), and reinforcing dowels (28D).
 FIG. 18 shows the various configurations of the top (18D), middle (38D),
 and lower (40D) wings for the tri-wing aircraft kite (08D). The top wing
 (18D), second (38D) and third (40D) wings are each formed of a single
 piece of material. This figure also shows the positioning of the exterior
 struts (34D) on the top (18D), middle (38D) and bottom (40D) wings.
 FIGS. 19 and 20 show a cracked member (50) which represents any of the
 pieces of the model such as the body (10), wing (18), second wing (38),
 third wing (40), horizontal stabilizer (24), or the like which may be
 repaired on the aircraft kite (08). One of the advantages of using a
 reinforced solid member (50) is that the pieces tend to remain intact
 after an impact. Usually the solid material will crack, but the
 reinforcing rods (26) or dowels (28) will hold the pieces together for
 recovery. Once recovered, the pieces may be repaired by gluing the cracked
 area (52) back together, and adding additional reinforcing rods (26) or
 dowels (28). As shown in FIG. 19, reinforcing rods (26) or dowels (28) may
 be inserted into the member (50) to reinforce the member along its length.
 FIG. 20 shows an alternative method for inserting reinforcing rods (26) or
 dowels (28) at a crossing angle to lock the cracked member (50) back
 together.
 Note that the representation of landing gear has been omitted from these
 models in order to improve crashworthiness of the kites. Thus, the kites
 are more likely to survive an accident intact. A landing gear may be added
 if desired.
 Whereas, the present invention has been described in relation to the
 drawings attached hereto, it should be understood that other and further
 modifications, apart from those shown or suggested herein, may be made
 within the spirit and scope of this invention.