Abstract:
This invention presents a VTOL aircraft with two or more Flying-Wings (FWs), where each FW is equipped with multiple Transverse-Radial propellers capable of producing lift force and thrust force on the stationary or non-stationary aircraft. The aircraft is capable of exchanging payloads horizontally as well as vertically with a stationary or a moving object. In particular, this invention illustrates how this aircraft can “walk” on the building wall to adjust and anchor its position in order to rescue people from a high-rise-building window horizontally.

Description:
BACKGROUND OF THE INVENTION 
     The global population is increasing rapidly and more people are concentrated in big cities around the world. This causes the rapid increase in the construction of high rise buildings of more than 10 stories high. It has become difficult, if not impossible, to rescue people marooned in these buildings. The principal objective of this invention is to solve this problem by inventing a VTOL flying-craft called VTOL/FWA, hereinafter referred to variously as FW, Flying Wing, or Flying Wing Aircraft, that is specially designed to perform rescue missions horizontally through the high rise building windows. 
     Various VTOL capable aircraft are now in service. Some have suggested in the prior art. However, none of these crafts can load/unload their payloads horizontally, while hovering nor can these prior art “walk” on building walls to align them to exact window openings. These are the many capabilities of the VTOL/FWA of this patent application. 
     FIELD OF THE INVENTION 
     The present invention relates to: (1) Flying-Wing (FW), powered by transverse-radial propellers, (2) Lift developed on a stationary or moving FW proportional to velocities difference across the wing and proportional to the wing area, (3) Balancing/unbalancing force and moment vectors on VTOL-Flying-Wing Aircraft (VTOL/FWA) and (4) VTOL/FWA walking on vertical surfaces, (5) Anchor a VTOL/FWA outside building window and (6) Horizontal or vertical exchange of payloads between a VTOL/FWA and another static object. 
     DESCRIPTION OF THE PRIOR ART 
     References 
     Asymmetrically Changing Rotating Blade Shape [ACRBS] Propeller &amp; Its Airplane and Wind-Turbine Applications. U.S. patent Ser. No. 11/592,851 (Nov. 3, 2006). 
     U.S. Pat. No. 6,991,426 and U.S. Pat. No. 6,942,458 describe variable pitch propellers. In 1871 J. Croce-Spinelli first proposed a design to change a propeller pitch by hydraulic pressure (U.S. Pat. No. 6,991,426). In 1920 F. W. Caldwell conducted research to automatically adjust propeller pitch according to the mission need of the airplane (U.S. Pat. No. 6,942,458). However all these variable pitches are designed to fit a specified mission interval, such as during take-off or high altitude cruse, etc. All these variable pitch propellers are not designed to repeat in every cycle of propeller rotation. Furthermore, both lift and drag force components are developed on these propeller blades, except during feather conditions when the propeller is not rotating. 
     There are other aspects of Vertical-Take-off and Landing aircraft designed for carrying payloads or completing rescue missions. Typical of these is U.S. Pat. No. 2,008,771 issued to Reed on Jul. 23, 1935. 
     Another patent was issued to Hepperle on Feb. 2, 1943 as U.S. Pat. No. 2,309,899. Yet another U.S. Pat. No. 3,312,286 was issued to Irgens on Apr. 4, 1967. Another was issued to Sbrilli on Apr. 14, 1970 as U.S. Pat. No. 3,506,220 and still yet another was issued on Oct. 10, 1972 to Adrian Phillips as U.S. Pat. No. 3,697,193. 
     Another patent was issued to Mochizuki on Jun. 19, 1979 as U.S. Pat. No. 4,158,448. Yet another U.S. Pat. No. 4,194,707 was issued to Sharpe on Mar. 25, 1980. Yet another U.S. Pat. No. 4,411,598 was issued to Okada on Oct. 25, 1983. Another was issued to Gilgenbach on Feb. 7, 1989 as U.S. Pat. No. 4,802,822 and still yet another was issued on Jun. 11, 1991 to Bergeron as U.S. Pat. No. 5,022,820. 
     Another patent was issued to Larimer on May 11, 1993 as U.S. Pat. No. 5,209,642. Yet another U.S. Pat. No. 5,403,160 was issued to You on Apr. 4, 1995. Another was issued to Melkuti on Oct. 3, 1995 as U.S. Pat. No. 5,454,531 and still yet another was issued on Jun. 2, 1998 to Darold B. Cummings as U.S. Pat. No. 5,758,844. 
     Another patent was issued to Gress on Apr. 13, 2004 as U.S. Pat. No. 6,719,244. Yet another U.S. Pat. No. 6,834,835 was issued to Knowles on Dec. 28, 2004. Another was issued to Milde on May 17, 2005 as U.S. Pat. No. 6,892,979 and still yet another was issued on Sep. 13, 2005 to McCallum as U.S. Pat. No. 6,942,458. 
     Another patent was issued to Pietricola on Jan. 31, 2006 as U.S. Pat. No. 6,991,426. Yet another U.S. Pat. No. 7,063,291 was issued to Rado on Jun. 20, 2006. Another was issued to Zientek on Oct. 16, 2007 as U.S. Pat. No. 7,281,900 and still yet another was published on May 29, 2008 to Chen as U.S. Patent Application No. 2008/0121752. 
     Another application was published to Watts on Jun. 28, 2007 as W.O. International Patent Application No. 2007/071924. Yet another W.O. International Patent Application No. 2008/075187 was published to Bianchi on Jun. 26, 2008. Another was published to Nak-Agawa on Jan. 15, 2009 as W.O. International Patent Application No. 2009/008513.
         U.S. Pat. No. 2,008,771   Inventor: S. A. Reed   Issued: Jul. 23, 1935       

     This invention relates to aeronautical propellers of the type wherein the pitch of the propeller blades is automatically variable in flight in response to the propeller thrust.
         U.S. Pat. No. 2,309,899   Inventor: A. Hepperle   Issued: Feb. 2, 1943       

     This invention relates to adjustable, variable pitch propellers in general, and particularly to the kind applicable for use with both aircraft and its vessels.
         U.S. Pat. No. 3,312,286   Inventor: F. T. Irgens   Issued: Apr. 4, 1967       

     The invention relates generally to propellers. More particularly, the invention relates primarily to surface propellers.
         U.S. Pat. No. 3,506,220   Inventor: Anthony Sbrilli   Issued: Apr. 14, 1970       

     A horizontal axis, flat lifting rotor and control wing for aircraft, similar to helicopters and autogyros, that may be adapted for use as a toy for children, advertising devices, and as a form of a windmill when positioned in a windmill form. The invention includes a hollow wing having slotted recesses on opposite sides, and in which the wing element is rotated from an engine or motor source within the fuselage. It combines the proportion and support means of such aircraft.
         U.S. Pat. No. 3,697,193   Inventor: Adrian Phillips   Issued: Oct. 10, 1972       

     Airfoil sections having improved lift characteristics are described for use as propeller blades for air or marine craft for wings of aircraft for hydrofoil sections of hydrofoil vessels and for rotor blades in compressor stages of gas turbine engines. The improved section is characterized by planar upper portion and convex face extending rearwardly of the leading edge for approximately one-third of the chord length of the section whereupon the face assumes a planar shape terminating at the trailing edge in either convergent or parallel relation with the upper surface of the section. The camber line of the trailing edge may be deflected in a direction away from the upper surface at an angle to the mean camber line of the section. Such improved airfoils provide lift by generation of a large positive pressure on the face of the section and only a small negative pressure on the upper surface of the section.
         U.S. Pat. No. 4,158,448   Inventor: Matsuji Mochizuki   Issued: Jun. 19, 1979       

     An airplane includes a wing having the configuration of an equilateral triangle and covered with flexible membrane which is provided with free trailing edges. The wing is secured by pivot brackets to the top of supports placed at the center of gravity of the airplane body as to pivot right and left alternatively to obtain self-balancing of flight like the action of flying a kite, such that it is safe and easy to control the airplane during takeoff, landing and sustained flight while increasing the lifting force.
         U.S. Pat. No. 4,194,707   Inventor: Thomas A. Sharpe   Issued: Mar. 25, 1980       

     A lift augmenting device to provide a vertical take-off capability in aircraft which includes a pair of rotor assemblies with independently individually pivoted rotor vanes so that the attitude of the vanes can be changed at different positions along the circumferential rotational path of the vanes as they rotate with the rotor assemblies to pump air therethrough and selectively generate lift on the aircraft.
         U.S. Pat. No. 4,411,598   Inventor: Makoto Okada   Issued: Oct. 25, 1983       

     A fluid propeller fan useful but not limited to an air-circulating cooling fan for an automotive engine, wherein each of the vanes of the fan has a pitch angle which is gradually reduced from the tip of an intermediate portion toward the radially innermost end of the van so as to provide an increased draught volume and improved draught flow characteristics.
         U.S. Pat. No. 4,802,822   Inventor: Hubert S. Gilgenbach   Issued: Feb. 7, 1989       

     A marine propeller (4) combines decreasing overall pitch from hub (6) to blade tip (20) and increasing progressiveness of pitch with increasing radii from hub to tip, and provides uniform loading from hub to tip. The blade has a maximum transverse dimension (36, 46, 48) between the high pressure surface (16) of the blade and a straight line chord (34, 34a, 34b) between the leading edge (22) and the trailing edge (24) of the blade. The ratio of this maximum transverse dimension to the length of the chord is ever increasing from hub to tip. A parabolic blade rake along the maximum radial dimension line (50) of the blade is provided in combination.
         U.S. Pat. No. 5,022,820   Inventor: Robert M. Bergeron   Issued: Jun. 11, 1991       

     An automatic variable pitch propeller including a central hub defining an axis of propeller rotation and a plurality of blades connected to and extending from the central hub substantially normal to the axis of rotation, each blade being mounted for rotation about a pitch axis, a cam mechanism to translate centrifugal forces imposed on that blade into a force tending to rotate that blade toward a course pitch, that force being opposed by water pressure tending to decrease blade pitch. The cam mechanism including a cam groove formed in an insert, of a material harder than the blades, in each blade shaft and the propeller being provided with variable minimum and maximum blade pitch stops, resilient bias toward minimum blade pitch and manual a pitch-up shift mechanism.
         U.S. Pat. No. 5,209,642   Inventor: Gary E. Larimer at al.   Issued: May 11, 1993       

     An asymmetric set of pre-swirl vanes (stators) and a specially matched propeller for use on an inclined shaft. The propeller is designed by considering the mutual interaction of the propeller on the vanes and the vanes on the propeller. The propulsor unit provides the following: 
     1. increased propulsion efficiency due to the reduced rotational (swirl) and axial kinetic energy losses in the propulsor&#39;s slipstream; 
     2. reduction or elimination of propeller cavitation; 
     3. reduction or elimination of unsteady propulsor forces as well as propulsor-induced hull vibrations. 
     A unique feature of the present invention is that a prior art flat faced commercially available propeller can be modified to match the vane flow field for optimum propulsor performance. The use of commercially available propellers reduces the installation or hardware cost significantly and allows the propeller to be repaired easily if damaged. 
     Another unique feature is that the vanes operate well with an unmodified commercially available prior art flat faced, optimum constant pitch propeller, and that the propeller as modified for use with the vanes also performs exceptionally well without the vanes. The modified propeller without vanes in fact outperformed the prior art flat faced optimum constant pitch propeller used on the 41 foot test craft.
         U.S. Pat. No. 5,403,160   Inventor: Yaw-Yuh You   Issued: Apr. 4, 1995       

     A fan blade includes a plate and a board fixed on the plate, an opening is formed in the fan blade for facilitating air circulation when the fan blade is operated. The plate and the board each includes a notch, the notches form the opening when the board is fixed on the plate.
         U.S. Pat. No. 5,454,531   Inventor: Attila Melkuti   Issued: Oct. 3, 1995       

     The aircraft incorporates a primary and two control ducted propeller assemblies. The propellers are interconnected for rotation by a single engine. Each propeller assembly is inclined in horizontal flight and has two groups of louvers. When the groups of louvers in a propeller assembly are set to divert air horizontally in opposed directions, reduced vertical thrust is realized. In this manner, pitch and roll may be controlled in vertical flight. Vanes on the control ducts produce differential horizontal thrust to control yaw in the vertical mode. In horizontal flight, all groups of louvers are set to direct the flow aft to produce thrust for high speed forward flight.
         U.S. Pat. No. 5,758,844   Inventor: Darold B. Cummings   Issued: Jun. 2, 1998       

     The vehicle includes a fuselage; a plurality of lifting surfaces attached to the fuselage having control devices attached thereto; and, an articulated propulsion system attached to the fuselage. The propulsion system includes a duct assembly pivotally connected to the fuselage. The duct assembly includes a duct and a propeller assembly mounted within the duct. A motor assembly is connected to the propeller assembly. The duct assembly may be positioned in a substantially vertical position to provide sufficient direct vertical thrust for vertical take-off and landing and may be directed in other positions to provide a varying spectrum of take-off and landing configurations, as well as a substantially horizontal position for high speed horizontal flight. Use of the control surface in the ducted propulsion assembly provides VTOL capability in a very small environment. The environment is not required to be prepared in any special manner. During horizontal flight, the wings provide the lift, which is more efficient than a propeller providing lift. The present invention takes advantage of a center line propulsion, so that there are no asymmetric propulsion loads.
         U.S. Pat. No. 6,719,244   Inventor: Gary Robert Gress   Issued: Apr. 13, 2004       

     The invention relates to improvements with regards to the control of VTOL aircraft that use two propellers or fans as the primary lifting devices in hover. More particularly, the invention is a means for effecting control of the aircraft using just the two propellers alone, and comprises the in-flight tilting of them—which are of the conventional, non-articulated type (though they may have collective blade-pitch)—directly and equally towards or away from one another (and therefore about parallel axes) as necessary for the generation of propeller torque-induced and gyroscopic control moments on the aircraft about an axis perpendicular to the propeller tilt and mean-spin-axes. For a side-by-side propeller arrangement, therefore, their (lateral) tilting towards or away from one another produces aircraft pitch control moments for full control of the aircraft in that direction. Unlike the prior art, no cyclic blade-pitch control, slipstream-deflecting vanes, exhaust nozzles, tail rotors or extra propellers or fans, or conventional control surfaces are needed to effect this aircraft pitch control.
         U.S. Pat. No. 6,834,835   Inventor: Gareth Knowles et al.   Issued: Dec. 28, 2004       

     The present invention is a wing having telescoping segments deployed via an actuator composed of a heat activated material. The actuator is a coiled tube of shape memory alloy (SMA) with large force-displacement characteristics activated thermally by either a fluid or an electrical charge. Actuator motion extends an inner wing segment from an outer wing segment when the coiled tube is compressed. Compression is achieved by heating the coiled tube so as to cause a phase transformation from Martensite to Austenite. The inner wing segment may be retracted by a mechanical device or second SMA coil when the coiled tube is cooled and returned to its Martensite phase.
         U.S. Pat. No. 6,892,979   Inventor: Karl F. Milde, Jr.   Issued: May 17, 2005       

     Personal Aircraft capable of vertical take-off and landing (“VTOL”) which comprises: 
     (a) a fuselage having a front end, a rear end and two lateral sides, the fuselage having a central longitudinal axis extending from the front end to the rear end, between the two lateral sides; 
     (b) at least one, and preferably two or more, ducted fans, each arranged in the fuselage between the front end and the rear end and between the two lateral sides, for providing vertical lift; and 
     (c) at least one substantially horizontal wing attached to each side of the fuselage and extending outward with respect to the central longitudinal axis. The wings and fuselage of the aircraft are designed to provide a lift-to-drag (L/D) ratio during flight, when flying at an air speed in the range of 50 to 100 MPH, of at least 4:1. 
     According to a preferred feature of the present invention, the width and wingspan of the aircraft wings are adjustable during flight so that the LID ratio and the footprint of the aircraft may be matched to the needs of the pilot.
         U.S. Pat. No. 6,942,458   Inventor: Jonathan E. McCallum et al.   Issued: Sep. 13, 2005       

     An improved variable pitch fan comprising a fan hub, with fan blades extending radially outward from the fan hub and mounted for rotation about respective radially extending axes corresponding to each fan blade. Each fan blade has a blade surface extending perpendicularly to the radially extending axis of the fan blade, each blade surface lying between respective outer edges of the corresponding fan blade and facing rearward. A pitch shifting mechanism is mounted in the hub and interconnects with the fan blades to control the rotational position of each fan blade about the corresponding radially extending axis of the fan blade. The respective outer edges of each fan blade diverge as the fan blade extends further radially outward; and the blade surface of each fan blade has an angle of attack that decreases as the fan blade extends radially outward. Each blade surface has a constant or increasing radius of curvature as the respective fan blade extends further radially outward. The respective outer edges of each fan blade are straight. Each fan blade has integral moulded counterweight supports and counterweights mounted on the counterweight supports.
         U.S. Pat. No. 6,991,426   Inventor: Paolo Pietricola   Issued: Jan. 31, 2006       

     A variable pitch fan, particularly for propulsion, of the type comprising a rotor and at least two stages of stator blade rows positioned upstream and downstream of the rotor, wherein the rotor blades (8) are of the variable pitch type and have a sinusoidal shape, are of the twisted type (1) or of the constant deflection type (2) and the stator blades (25), positioned downstream of the rotor, are of the twisted type. This rotor blade design allows a reduction of both the torque necessary to activate the variable pitch systems (lither actuator system) and the turning moments due to the centrifugal force. The proposed fan can be set in rotation by a conic couple of gears, contained in a gear oil sump positioned downstream the rotor, by means of one power shaft contained inside the stator blade. 
     The variable pitch fan further provides a stator row upstream the rotor which are twisted in a manner that allows increased efficiency. The stator row downstream the rotor has a movable twisted part actuated by way of a simple electro mechanic system. 
     This invention even further provides a light screw female system, actuated by an electric motor, to rotate the variable pitch rotor blades.
         U.S. Pat. No. 7,063,291   Inventor: Kenneth S. Rado   Issued: Jun. 20, 2006       

     An amphibian delta wing jet aircraft, which has a plurality of triangular folding wing panels, two of which are hingedly attached to a lifting shape body, which incorporates a W-shaped hull in it&#39;s cross section of a fuselage so that the craft operates efficiently as an aircraft when flying through the air with the wings in a fully unfolded extended position. The craft also performs well as a watercraft capable of relatively high speeds on the water surface when the wing are folded-up in a non extended position. The W-shape hull transverse cross section also provides excellent characteristics so that the craft can hydroplane over marshlands or waterlogged soil which may be covered with emersed rushes, or snow, cattails and other tall grasses. The craft is also provided with four retractably mounted mechanically extendable wheels, to be utilized when configured as a land vehicle.
         U.S. Pat. No. 7,281,900   Inventor: Thomas A. Zientek   Issued: Oct. 16, 2007       

     Low-noise airfoils and methods of reducing noise. One embodiment provides an aerodynamic member that includes two body portions coupled to each other. The second body portion includes a plurality of airfoil members in a fixed relationship with each other. Optionally, the airfoil members may define an open end of the second body portion. In the alternative, the member can include a third body portion that has an airfoil shape and that is coupled to the second body portion opposite the first body portion. Preferably, the first portion, the airfoil members, and third portion are 12%, 8%, and 2% thickness/chord airfoils respectively. Further, the aerodynamic member may be a rotor blade on a tandem helicopter. Another embodiment provides a cambered airfoil with two coupled body portions one of which has air foil members. One of the body portions includes a slot there through with airfoil members on opposite sides of the slot.
         U.S. Patent Application Number 2008/0121752   Inventor: Franklin Y. K. Chen   Published: May 29, 2008       

     A propeller includes a plurality of radial propeller blades. Each blade has an adjustable drag coefficient. A plurality of actuators adjusts the drag coefficients of the propeller blades. A controlling unit controls the plurality of actuators such that the drag coefficients of each propeller blade is adjusted according to a pattern that is dependent upon the rotational angle of the particular propeller blade so that the drag of each propeller blade is maximized at the same point through a course of revolution and minimized throughout the remainder of that revolution.
         W.O. International Patent Application Number 2007/071924   Inventor: Alan Edward Watts   Published: Jun. 28, 2007       

     A propeller comprises a hub (1) having a pair of blades (3) extending therefrom. Each blade (3) has a root, a tip, a first blade portion (10a) extending between said root and said tip and a second blade portion (10b) extending between said root and said tip adjacent and substantially parallel to said first blade portion (10a). The first and second blade portions (10a, 10b) each have an arcuate concave face (11a, 11b), the radius of curvature of the concave face (11a) of said first blade section (10a) being greater than the radius of curvature of the concave face (11b) of the second blade section (10b). The concave faces (11a, 11b) of said first and second portions (10a, 10b) facing in substantially opposite directions such that, in use, said concave face (11a) of said first blade portion (10a) faces rearwards and said concave face (11b) of the second blade portion (10b) faces forwards.
         W.O. International Patent Application No. 2008/075187   Inventor: Massimillano Bianchi   Published: Jun. 26, 2008       

     Variable—pitch propeller (1) of the type comprising at least one blade (6a, 6b, 6c) rotatably pivoted (20a, 20b, 20c) to a cylindrical casing of the propeller (3a, 3b, 4), a shaft coupled to an engine and coaxial to that propeller casing, a kinematic system (7, 8a, 8b, 8c, 10a, 10b, 10c, 11), coupled to the shaft, or to the propeller casing, and to above mentioned at least one blade, for regulating the rotary motion of said at least one blade around its own pivot axis to the propeller casing, as well as means (2, 14, 15) for transmitting the rotary motion of the shaft to the propeller casing, the propeller being shaped to provide at least one not null angular range for the free relative rotation of the above mentioned at least one blade (6a, 6b, 6c) around its pivot axis, relatively to the propeller casing (3a, 3b, 4). The propeller also comprises at least one elastic element (18, 18′) countering the relative rotation of said at least one blade relatively to the propeller casing (3a, 3b, 4), or vice versa.
         W.O. International Patent Application Number 2009/008513   Inventor: Suguru Nak-Agawa   Published: Jan. 15, 2009       

     A conventional propeller fan has a gap between a bellmouth and blade edges, and there occurs a leakage flow flowing through the gap from positive pressure surfaces of the blades toward negative pressure surfaces of the blades. The leakage flow grows as it flows from the front edge to the rear edge of each blade and forms blade edge vortices. This increases blowing noise and motor input. In order to prevent an occurrence of blade edge vortices caused by such a leakage flow, a propeller fan of the invention has mountains and valleys alternately formed at an end surface of each blade. 
     While these aircrafts and blade types may be suitable for the purposes for which they were designed, they would not be as suitable for the purposes of the present invention, as hereinafter described. 
     SUMMARY OF THE PRESENT INVENTION 
     The primary objective of this invention is to solve the problem of rescuing people marooned in high rise buildings. The proposed solution is to allow people to escape through a window into a specially designed aircraft, called a VTOL-Flying-Wing-Aircraft (VTOL/FWA). This VTOL/FWA has unique capability of loading/unloading payloads, horizontally as well as vertically, while stationary. This allows people to walk out of a high-rise building window HORIZONTALLY into the VTOL/FWA waiting outside. 
     The proposed VTOL/FWA&#39;s unique features are summarized in paragraphs (1.0) to (5.0). These are followed by a summary of the key VTOL/FWA maneuver control schemes (6.0) to (13.0) required to achieve the Horizontal-High-Rise-Building-Window-Rescue (HHRBWR) mission task. 
     Note: 
     Bold faced number identifies the figure number and it is followed by a bold faced letter identifies a specified item in the figure. Items illustrated in  FIG. 19A  will be referenced extensively. Items related to the  FIG. 19A  front FW are used in most descriptions. These descriptions apply equally well to the rear FW which is identified by the same symbols with an apostrophe. For example,  19 β and  19 β′ identify tilt angles β of front FW  19   w  and rear FW  19   w ′ respectively.
     (1.0) A pair of specially designed Flying-Wings ( 19   w    19   w ′) are located on top near opposite ends of a log fuselage  19   f . This  19   f  has longitudinally extendable and maneuverable attachments  23   f ′,  23   s ,  23   r ,  23   n ,  23   h  and  23   q.      (2.0) Each FW  19   w  (or  19   w ′) has at least two independent degrees of freedom (β and φ) with respect to FWA fuselage frame  19   f . They are:
       (2.1) Both sides of each FW must tilt β together,  19 β for  19   w  and  19 β′ for  19   w ′. These FW tilts are pivoted about their respective common wing span axes  21   s  and  21   s ′, up and down about their respective horizontal planes.   (2.2) FW  19   w  and  19   w ′ rotate  19 φ and  19 φ′ in their respective horizontal planes about their respective vertical axes perpendicular to that FW&#39;s span axis  21   s  (or  21   s ′) which pass through the midpoint of each FW.   (2.3) The rear FW&#39;s  19   w ′ horizontal rotational plane is higher above  19   f  than the front FW&#39;s  19   w  horizontal rotational plane.   (2.4) FW  19   w  can tilt  19 β and/or rotate  19 φ independently without interfering with the other FW&#39;s  19   w ′ independent tilt  19 β′ and/or rotation  19 φ′ movement during all phase of FWA operations.   (2.5) FW  19   w  and  19   w ′ are either independently rotate  19 φ and  19 φ′ or independently locked or unlock onto the fuselage  19   f  structure frame.   (2.6) FW  19   w  and  19   w ′ are either independently tilt  19 β and  19 β′ or independently locked or unlock onto the fuselage  19   f  structure frame.   (2.7) All flaps  19   f  or  19 β on either side of either FW can tilt  16 δ independently.   
       (3.0) Each side of each FW has a big gear box  21   g  containing 3 smaller gear boxes  15   g  to transmitting engine power to 3 TR-Propellers  15   a  on that side of the FW.   (4.0) The AACTRB propellers are described in  FIG. 1  through  FIG. 14 . The CATRB propellers are more reliable to operate. The notations  15 Q and  15   a  of  FIG. 15  used in all other figures and discussions will represent either types of Transverse-Radial (TR) propellers.   (5.0) Three sets of TR-propellers  15 Q are installed on each FW to generate thrust vectors  16   t  ( 16   t ′) and lift vectors  16   l  ( 16   l ′) on FW  19   w  ( 19   w ′).
       (5.1) The TR-propellers  15   a  installed on the front FW  19   w  and the rear FW  19   w ′ may or not be identical.   (5.2) TR-propellers located at a FW&#39;s top-front surface  15   a   top :
           (5.2.1) Each  15   a   top  TR-propeller is partially submerged inside FW&#39;s leading-edge top surface on both sides of the FW.   (5.2.2) The air speed  16   v   1  pushed by  15   a   top  backward of FW&#39;s top surface must be higher than the air speed  16   v   2  below the FW&#39;s bottom surface air speed  16   v   2  pushed by  15   a   bottom  TR-propellers.   (5.2.3) A set of FW span-length airfoil-strips  16   b  may be placed above the  15 Q top , TR-propellers to deflect more air backward during hover flight. These airfoil-strips  16   b  will be stored inside the FW leading edge wing surface area  16   c  during high speed forward flights.   
           (5.3) TR-propellers located at a FW&#39;s bottom-front surface  15   a   bottom :
           (5.3.1) These  15   a   bottom  TR-propellers are partially submerged inside FW&#39;s leading-edge bottom surfaces on both side of a FW.   (5.3.2) The air speed  16   v   2  pushed by  15   a   bottom  backward of FW&#39;s bottom surface must be lower than the air speed  16   v   1  above the FW&#39;s top surface air speed  16   v   1  pushed by  15   a   top  TR-propellers.   
           (5.4) TR-propellers located at each FW&#39;s flap top-surface  15   a   rear :
           (5.4.1) These  15   a   rear  TR-propellers are partially submerged inside the FW&#39;s flap top surface on both sides of each flap  16   f.      (5.4.2) The air speed  16   v   3  pushed by  15   a   rear  backward of FW&#39;s flap  16   f  top surface and downwards of FW when the flap is deflected down  168 . The magnitude of  16   v   3  must be equal to or higher than the air speed  16   v   1 .   (5.4.3) These  15   a   rear  TR-propellers are designed to prevent FW stall during VTOL/FWA flights with high FW tilt angles  19 β and/or high flap  16   f  deflections  16 δ.   (5.4.4) Independent controls of  15   a   rear  TR-propellers&#39; RPM together and/or independent control of flaps  16   f  deflections  16 δ are designed to modify both the magnitude and direction of the total resultant force vectors  16   t  and  16   l  acting on each half-side of each FW.   
           
       (6.0) Devices used to control each FW&#39;s tilt angles  19 β and  19 β′ are:
       (6.1) Hydraulic systems  21   h  and  21   h ′ to provide independent tilt angles  19 β and  19 β′ controls of FW  19   w  and  19   w ′ respectively.   
       (7.0) Control of  19   w  and  19   w ′ FWs&#39; horizontal rotations  19 φ and  19 φ′.
       (7.1) Electric-Mechanical systems  21   m ,  21   n  and  21   z  make fine adjustment control of  19 φ or  19 φ′.   (7.2) Reaction-Control-Jets (RCJ)  17   j  located at each FW wing-tips. These RCJs have the following properties:
           (7.2.1) Each wing-tip RCJ clusters must have at least two jet exhausts opposite each other and maintained in the horizontal plane parallel to the FW&#39;s rotational φ plane and perpendicular to the FW  19   w  (or  19   w ′) span axis  21   s  (or  21   s ′).
               (7.2.1.1) Each pair of RCJ are symmetrically located on both ends of each FW&#39;s span-wise tilt β (β′) axis  21   s  ( 21   s ′).   (7.2.1.2) Each wing-tip jet-exhaust  17   e  vector is perpendicular to the FW span-wise tilt β axis  21   s.      (7.2.1.3) Whenever a FW is tilted to an angle  19 β (or  19 β′) the corresponding wing-tip jet-pair must rotate − 19 β (or − 19 β′) in order to have the jet thrust vector  17   t  always in a horizontal plane as specified above in (7.2.1). This is done by electric motor  17   m  and gears  17   g.      
               (7.2.2) When two RCJ jets on opposite FW wing-tips producing jet thrusts in opposite directions; this will cause CW+φ or CCW−φ rotations of the FW in its horizontal plane.   (7.2.3) Additional RCJ clusters may be installed on fuselage.   
           
       (8.0) RCJ jet clusters  17   j  can rotate 90° ( FIG. 17A  and (13.6.2)).   (9.0) RCJ jets are also used to control VTOL/FWA stability.   (10.0) Independent controls of the VTOL/FWA are:
       (10.1) Independent controls of the horizontal rotations  19 φ and  19 φ′ of the front FW  19   w  and the rear FW  19   w′.      (10.2) Independent control of any FW&#39;s left-side-flap deflection angle  16 δ left-side  and any FW&#39;s right-side-flap deflection angle  16 δ right-side .   (10.3) Independent control of power level and RPM of each left-side TR-propellers [ 15   a   top ,  15   a   bottom ,  15   a   rear ] left-side  and each right-side TR-propellers [ 15   a   top ,  15   a   bottom ,  15   a   rear ] right-side  of either FW  19   w  or  19   w′.      (10.4) Independent selected firing of RCJ jet(s) at different varying firing rates  20   n  or power level as illustrated in  FIG. 20 .   (10.5) independent control of fuel injection  17   f : from zero to maximum, of any RCJ jet  17   j.      (10.6) Independent setting of sparks to on or off, in any chamber  17   c , when fuel injection to that chamber is off.   (10.7) Independent rotation of a FW&#39;s opposite wing-tip RCJ jet cluster  17   j  parallel or perpendicular to FW&#39;s horizontal rotational φ plane.   (10.8) Independent firing of a FW&#39;s opposite wing-tip RCJ jets  17   t  in the same or opposite directions.   
       (11.0) Based on the design and redundant control schemes outlined above, it can be expected that this VTOL/WFA can achieve its desired balance-and/or-unbalance of the resultant force-vector components and momentum-vector components in the VTOL/FWA&#39;s pitch, roll and yaw axes directions as required by the Horizontal-High-Rise-Building-Window-Rescue (HHRBWR) mission.   

     To further simplify this presentation, it will be assumed that the desired resultant momentum vector components are always under control. Therefore, only the balance/unbalance of the static two dimensional force vector components are presented below to illustrate how this VTOL/FWA can achieve its HHRBWR mission tasks.
         (11.1) Two dimensional resultant-force vector components, acting on both VTOL/FWA wings  19   w  and  19   w ′ are described below:   (11.2) Let L, D and T represent the net lift  191 , net drag  19   d  and net thrust  19   t  acting on both the left and right sides of the front FW  19   w . Similarly, let L′, D′ and T′ represent the net lift  191 ′, net drag  19   d ′ and net thrust  19   t ′ acting on both the left and right sides of the rear FW  19   w ′. Let  19   m  (pointing down) represent the total weight of this VTOL/FWA.   (11.3) Project the above force vectors onto vertical (+y-axis, up) and horizontal (+x-axis, towards fuselage nose) directions. The balanced/unbalanced 2-dimensional force vectors equations in the local horizontal [ . . . ] x  and local vertical [ . . . ] y  directions are:
 
[(− L   x   ′−D   x   ′+T   x ′)+( L   x   +D   x   −T   x )] x &gt;=&lt;0
 
[( L   y   ′+T   y   ′−D   y ′)+( L   y   +T   y   −D   y )] y   &gt;=&lt;m  
 
(11.3) VTOL/FWA 2-dimensional flight conditions depend on the above two expressions ([ . . . ] x &gt;=&lt;0 &amp; [ . . . ] y &gt;=&lt;m) as shown in the following table. This table illustrates the nine basic 2-D flight conditions.
       

     
       
         
               
               
               
               
             
           
               
                   
               
               
                 2-D Flight 
                   
                   
                   
               
               
                 Conditions 
                 [ . . . ] y  &gt; m 
                 [ . . . ] y  = m 
                 [ . . . ] y  &lt; m 
               
               
                   
               
             
             
               
                 [. . . ] x  &gt; 0 
                 M (z)   11  = Forward- 
                 M (z)   12  = Forward- 
                 M (z)   13  = Forward- 
               
               
                   
                 Ascent Flight 
                 Level Flight 
                 Descent Flight 
               
               
                 [. . . ] x  = 0 
                 M (z)   21  = Vertical- 
                 M (z)   22  = Hover 
                 M (z)   23  = Vertical- 
               
               
                   
                 Ascent Flight 
                   
                 Decent Flight 
               
               
                 [. . . ] x  &lt; 0 
                 M (z)   31  = 
                 M (z)   32  = 
                 M (z)   33  = 
               
               
                   
                 Backward- 
                 Backward- 
                 Backward- 
               
               
                   
                 Ascent Flight 
                 Level Flight 
                 Descent Flight 
               
               
                   
               
               
                 Matrix M (z)   xy : x = row &gt;=&lt; 0, y = col &gt;=&lt; m , z = a different 2-D 
               
             
          
         
       
         
         (12.0) This section describes the flight sequence required for a typical Horizontal-High-Rise-Building-Window-Rescue—(HHRBWR) mission: (a) Multiple 2-D Flight Conditions of the above table, and (b) Transition flights between different flights M (z)   xy  of the above table and (c) Transition flights to different 2-D flights. A typical HHRBWR mission flight sequence is break down as elements of M (z)   xy  presented below. This flight profile by a VTOL/FWA is achieved by the designs and control schemes outlined in earlier sections ((1.0) to (10.0)):
       (12.1) M (1)   21  Vertical ascent from a ground base.   (12.2) M (z)   11  forward ascent at desired headings (z).   (12.3) M (z)   12  high speed level flight towards the high-rise building.   (12.4) M (z)   13  forward descent to a building window at low speed.   (12.5) Transition from M (0)   13  forward flight to hover M (z)   22      (12.6) M (0)   22  Hover in front of a building window.
           (12.6.1) Transition from hover M (0)   22  to low speed backward level flight M (0)   32 , and push legs  23   r  and feet  23   q  firmly against building wall near window  23   z.      (12.6.2) Bend one knee  23   n  and one  23   h  to reposition one foot  23   q  to a different location on wall.   (12.6.3) Repeat (12.6.2) until the rear end of FWA is directly aligned to the window opening. NOTE: The VTOL/FWA is now in “one-end-anchored-backward level flight mode” M (0)   32 . Which is different than the “hover mode” M (0)   22 .   (12.6.4) Extend rear fuselage attachments  23   f′.      (12.6.5) Break window.   (12.6.6) Extend  23   f  and rescue ladder  23   s  into window.   (12.6.7) Let people walk horizontally into the stationary waiting VTOL/FWA.   
           (12.7) Transition from backward level flight M (0)   32  to forward level flight M (0)   12 . Use RCJ jets or adjusting FW TR-propeller forces to push VTOL/FWA away from building.   (12.8) Reposition  23   f ′ and ladder  23   s  back to VTOL/FWA rear end  22   s′.      (12.9) Transition from forward level flight M (0)   12  to hover M (ψ)   22  at desired heading ψ.   (12.10) Transition from hover M (ψ)   22  to forward ascent M (ψ)   11 .   (12.11) M (ψ)   11  Transition to high speed forward level flight by reducing both FW tilt angles, flaps deflections and adjusting TR-propellers RPM.   (12.12) M (ψ)   13  Forward descent flight at reduced speed.   (12.13) M (ψ)   22  Hover above landing site.   (12.14) Adjusting M (ψ)   23  Vertical descent rate and touchdown.   
     
         (13.0) This section describes how to achieve the flights described above in (12.0) using various controls described in sections (2.0) through (10.0) and illustrated in  FIGS. 15 through 24 .
       (13.1.0) M (1)   21 : Transition from ground parking position to Vertical ascent M (1)   21 :   (13.1.1) Tilt both FW  19   w  and  19   w ′ up ( 19 β,  19 β′) with both wing leading edges pointing toward each other ( FIG. 19A ).   ( 13 . 1 . 2 ) Adjusting all flaps  16   f  deflections  16 δ on both sides of both FW.   ( 13 . 1 . 3 ) Adjusting all FW TR-propellers RPM, both FW tilt angles ( 19 β,  19 β′) until vertical ascent M (z)   21  is achieved.   (13.2.0) M (z)   21 →M (z)   11 : Transition from Vertical Ascent M (z)   21  to Forward Ascent M (z)   11 .   (13.2.1) Lock rear FW  19   w ′ to fuselage  19   f  frame.   (13.2.2) Unlock front FW  19   w  from fuselage  19   f  frame.   (13.2.3) Rotate front FW  19   w  180°= 19 φ, by pulse firing RCJ jets  17   j  located at  19   w  wing tips.   (13.2.4) Simultaneously pulse firing the RCJ jets  17   j ′ on  19   w ′ wing tips in counter direction − 19 φ′ until the desire FWA heading is achieved simultaneously both FW leading edges are pointing forward with the front FW  19   w  span-axis  21   s  perpendicular to the fuselage axis.   (13.2.5) Optional fine tune by turn on/off the electric motors  21   m  on  19   w  or  21   m ′ on  19   w ′, so that FW  19   w  span axis  21   s  is perpendicular to the fuselage axis.   (13.2.6) Lock FW  19   w  to fuselage frame  19   f . Now both FWs&#39; leading edges are pointing up towards the fuselage nose direction at high tilt angles  19 β,  19 β′, and high  16 δ angles and the VTOL/FWA is ascending at slow forward speed moving at desired heading ψ, M (ψ)   11 .   (13.3.0) Transition from low speed ascent forward flight M (ψ)   11  at desired heading ψ to high speed forward level flight at the same desired heading ψ by simultaneously adjusting:   (13.3.1) Lower both FWs&#39; tilt angles  19 β and  19 β′.   (13.3.2) Adjusting all flaps  16   f  deflections  16 δ on both sides of both FW.   (13.3.3) Adjusting both FW&#39;s angle-of-attack  16 α to achieve the desired altitude at high forward speed.   (13.3.4) Adjusting all 6 TR-propellers RPM on each FW.   (13.4.0) Transition flight from high speed forward-level flight M ψ   12  to hover M (ψ)   22  is achieved by performing the reversed set of maneuvers as described above to place this VTOL/FWA hovering M (ψ)   22  close to, and in front of, a selected high-rise building window  23   y.      (13.5.0) Transition from Hover M (ψ)   22  to backward level flight M (ψ)   12 . This is done by using the RCJ jets (or horizontal forces difference between  19   w  and  19   w ′ or use optional retractable propeller  19   p ′) to push the feet  23   q  against the building wall near outside the window  23   y . This will be identified as the “Anchored Level Flight Hover” (ALFH) state.   (13.5.1) As described in (12.6.2) and (12.6.3); the VTOL/FWA may be required to perform walking maneuver on a building wall during its ALFH state to align  23   f ′ and  23   s  to window opening.   (13.6.0) During this “anchored level flight hover” state, gyros are used to stabilize the VTOL/FWA. However, the VTOL/FWA will still be experiencing small disturbances, due to wind gusts and later due to weight changes as people rush into the ALFH VTOL/FWA. To further improve the FWA stability during “anchored level flight hover” state the following controls are performed as needed:   (13.6.1) Accelerometers placed at fuselage  19   f  nose to detect any change in vehicle stability.   (13.6.2) Tilt one FW&#39;s wing-tip RCJ Jets  17   j  90° so these jets thrusts  17   t  can be used to make small pitch or roll corrections. The other FW&#39;s RCJ jets  17   t  will be used to make small yaw corrections, or forward/backward position corrections during VTOL/FWA&#39;s “anchored level flight hover” state.   (13.6.3) Allow different amount of fuel  17   f  to be injected into the combustion chamber  17   c.      (13.6.4) Allow oxygen to be injected into the compressed air stream  17   a.      (13.6.5) Allow the use or not-use of electric spark to heat the compressed air  17   a  in the combustion chamber  17   b.      NOTE: steps (13.6.2), (13.6.3) and ((13.6.5) control the thrust force  17   t  magnitude for refined corrections of VTOL/FWA stability during “anchored level flight hover” state.   (13.6.6) Control using propellers  19   p  rotate to position  19   p ′ can also be used to make refined adjustments during and transition in-and-out of VTOL/FWA “anchored level flight hover” state.   (13.6.7) Additional RCJ clusters on fuselage, as stated in (7.2.3), may be used.   (13.7.0) Next transition flight from “anchored level flight hover” state to forward-ascent flight M (w)   11 : Once all passengers are inside the VTOL/FWA and the ladder  23   s  and  23   f ′ are retraced to  22   s ′. The VTOL/FWA will move away from the building window. This involves transition flight from “anchored level flight hover” state M (0) ) 32  to forward level flight M (0)   12  or forward ascent flight M (0)   11 . This is done by:   (13.7.1) Using RCJ exhaust jets  17   j  firing in the same direction to push VTOL/FWA slowly in forward level flight M (w)   12 .   (13.7.2) Or adjusting all FWs&#39; TR-propellers&#39; RPM and simultaneously adjusting both FWs&#39; tilt angles  19 β,  19 β′ and/or all flaps  16   f  deflections  16 δ to achieve slow speed forward-ascent push of FWA M (z)   11  away from the building.   (13.7.3) Transition flight from forward-ascent M (z)   11  to hover M (z)   22  then to high speed level flight toward a desired landing site. These process are achieved by performed the reversed process described earlier.   
     
       
    
     This concludes the invention summary of using VTOL/FWA to perform HHRBWR mission. 
     The foregoing and other objects and advantages will appear from the description to follow. In the description reference is made to the accompanying drawings, which forms a part hereof, and in which is shown by way of illustration specific embodiments in which the invention may be practiced. These embodiments will be described in sufficient detail to enable those skilled in the art to practice the invention, and it is to be understood that other embodiments may be utilized and that structural changes may be made without departing from the scope of the invention. In the accompanying drawings, like reference characters designate the same or similar parts throughout the several views. 
     The following detailed description is, therefore, not to be taken in a limiting sense, and the scope of the present invention is best defined by the appended claims. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWING FIGURES 
       In order that the invention may be more fully understood, it will now be described, by way of examples, with reference to the accompanying drawings in which:  FIG. 1  through  FIG. 14  describe Transverse-Propellers.  FIG. 15  through  FIG. 24  describe VTOL/FWA equipped with TR-propellers in horizontal rescue missions. 
         FIG. 1A  is a perspective view of an example showing a typical transverse-radial four blade  1   b  propellers of unspecified characteristics according to an embodiment of the present invention; 
         FIG. 1B  is an illustrated view of blade  1   b  area  1   a  changing characteristics. 
         FIG. 1C  is a graph illustrating the estimated drag coefficient  1   d  of each blade  1   b  as it rotates around  1 ω. Straight line  1   m  corresponds to constant area CATRB  1   i . The curved line  1   n  illustrates the estimated  1   d  variation of an AACTRB  1   j;    
         FIG. 2A  is an illustrative view of a net thrust  2   t ′ being produced per revolution, when  1   b  is of the type AACTRB  1   j  propeller rotating  1 ω in free space; 
         FIG. 2B  is an illustrative view of  FIG. 2A  when the propeller is partially covered by wing surface  2   k , and a large net thrust  2   t  is produced in each revolution; 
         FIG. 2C  illustrates a constant area  1   i  CATRB is rotating in free space, no net thrust  2   g ′ is produced in each revolution,  2   g′= 0. 
         FIG. 2D  illustrates when the same  FIG. 2C  propeller is partially covered by wing surface  2   k , a net thrust is produced per revolution, where 0&lt; 2   g;    
         FIG. 3A  is a front view showing the composition of a three layers  4   b ,  5   b ,  6   b  of an AACTRB at its maximum area  1   a  region  1   e , where the middle-layer  5   b  blocks the air flow through these three layers  4   b ,  5   b ,  6   b;    
         FIG. 3B  is a front view showing the three layers  4   b ,  5   b ,  6   b  of an AACTRB in its partially open regions  1   h  or  1   f . This is when the middle-layer  5   b  openings  5   a  are partially aligned with outer layers  4   b  and  6   b  openings  4   a  and  6   a;    
         FIG. 3C  is the front view showing the three layers  4   b ,  5   b ,  6   b  of an AACTRB in its minimum area  1   a  region  1   g , when all middle-layer  5   b  openings  5   a  aligned respectively with  4   b  and  6   b  openings  4   a  and  6   a;    
         FIG. 3D  is the section  3 Q view of  FIG. 3A . Small ball bearings  3   r  on top of  5   b  are not show in  FIGS. 3A ,  3 B and  3 C to avoid clutter; 
         FIG. 3E  is the section  3 Q′ view of  FIG. 3B ; 
         FIG. 3F  is the section  3 Q″ view of  FIG. 3C ; 
         FIG. 4A  is the top view of the front-layer  4   b  of a three-layer AACTRB.  4   a  are rectangular openings on  4   b .  4   q  are the screw locations where  4   b  is attached to  8   h  at  4   q ′ ( FIG. 8). 4   s  are screws locations where  4   b  is attached to back-layer  6   b  at  6   s . Thickness of  4   b  is  4   x;    
         FIG. 4B  is the back view of  FIG. 4A ; 
         FIG. 4C  is the front view of  FIG. 4A . Dimensions  4   x  is the thickness of  4   b .  13   z  is at the midpoint of  4   b  where the three-layer AACTRB is attached to  13   r;    
         FIG. 4D  is the end view of  FIG. 4C ; 
         FIG. 5A  is the front view of the middle-layer  5   b  of a three-layer AACTRB.  5   a  are rectangular openings on  5   b .  5   q  are the pin  10   q  locations, where  5   b  is connected to the oscillating block  10   a  at  10   q .  5   x  is the thickness of  5   b;    
         FIG. 5B  is the section  5 Q view of  FIG. 5A ; 
         FIG. 5C  is the end view of  FIG. 5A ; 
         FIG. 6A  is the front view of the back-layer  6   b  of a three-layer AACTRB.  6   a  are the rectangular openings on  6   b .  6   q  are the screw locations where  6   b  is attached to  8   h  at  6   q ′ ( FIG. 8). 6   s  are the screws locations where front-layer  4   b  is attached to back-layer  6   b;    
         FIG. 6B  is the top view of  FIG. 6A . The space  13   z  in the mid-point of  6   b  is where the rotating arm  13   r  and clamp  14   a  are connected to the assembled ( FIG. 14D ) three layer AACTRB  4   b ,  5   b ,  6   b . Thickness of  6   b  is  6   x;    
         FIG. 6C  is the rear view of  FIG. 6A ; 
         FIG. 6D  is the end view of  FIG. 6A. 13   x ′ is the width of  6   b  flange; 
         FIG. 7A  is the front view of the rotating end disk  7   d , which connects four  8   h  blocks at screw locations  7   q.    
         FIG. 7B  is the side view of  FIG. 7A ; 
         FIG. 8A  is the front-end view of the block  8   h  which connects each  4   b  and  6   b  ends at screw locations  4   q ′ and  6   q ′ and to disk  7   d  at screws locations  7   q′;    
         FIG. 8B  is the front view of  FIG. 8A . The space between the two  7   q ′ is for  7   d.    
         FIG. 8C  is the rear-end view of  FIG. 8B . The center  10   x  by  10   y  space is for the oscillating block  10   a;    
         FIG. 8D  is the top view of  FIG. 8B ; 
         FIG. 9A  is the front view of a cover plate  9   a  attached to  8   h  at  8   q . removing cover plate  9   a  allow service the connection between  5   a  and  10   a;    
         FIG. 9B  is the end view of  FIG. 9A. 9   g  are groves to allow pin  10   p  to extend out slightly so that  10   p  can be pulled out to disconnect  5   b  from  10   a;    
         FIG. 9C  is the top view of  FIG. 9A ; 
         FIG. 10A  is the side view of the oscillating block  10   a , which connects the AACTRB&#39;s middle-layer  5   b  to  10   a  at  5   q  and  10   q  respectively. 
         FIG. 10B  is the top view of  FIG. 10A ; 
         FIG. 10C  is the front end view of  FIG. 1  OA, where the vertical slot space is reserved for the middle-layer  5   b  which has a thickness  5   x;    
         FIG. 10D  is the side view of one of the three pins used to connect middle-layer  5   a  to the oscillating block  10   a  at  10   q . The maximum length of  10   p  should be less than  10   x  plus  9   x;    
         FIG. 10E  is the end view of  FIG. 10D ; 
         FIG. 11A  is the end view of the two rollers  11   r;    
         FIG. 11B  is the side view of  FIG. 11A ; 
         FIG. 11C  is a side view showing the connections between the rollers  11   r , the oscillating block  10   a , shafts  11   b  connecting  11   r  to  10   a  at  10   s , connection between  10   a  and block  8   h , connection between  8   h  and rotating disk  7   d  and finally contact between rollers  11   r  and the stationary cam  12   d  and its twisted rim ring  12   c  cam surfaces  12   a  and  12   a′;    
         FIG. 12A  is the front view of the stationary cam disk  12   d  and one of the two rollers  11   r  contacting surface  12   a  on the twisted ring  12   c;    
         FIG. 12B  is the side view of  FIG. 12A . The present view illustrates the axial  1   p  displacement Δ of the twisted ring  12   c  contour surfaces  12   a  and  12   a ′. Ideally, this axial displacement Δ is identical to the width of each rectangular openings  4   a ,  5   a ,  6   a  of the three-layer AACTRB  4   b ,  5   b ,  6   b;    
         FIG. 12C  is a view of the twisted rim ring  12   c  surfaces  12   a  and  12   a ′ profile in axial  1   p  displacement, expressed as a function of each AACTRB revolution angle θ. 
         FIG. 13A  is the front-view of the four rotating arms  13   r  used to hold the four three-layer  4   a ,  5   a ,  6   a  AACTRB and where power is transmitted to the AACTRB propeller from  1   p.    
         FIG. 13B  is side-view of  FIG. 13A ; 
         FIG. 14A  is the side-view of a cover clamp  14   a  holding the three-layer AACTRB to the rotating arm  13   r . Screw locations  14   b  and  14   c  are aligned to screw locations  13   b  and  13   c  respectively on  13   r;    
         FIG. 14B  is the side view if  FIG. 14A ; 
         FIG. 14C  is the top view of  FIG. 14A ; 
         FIG. 14D  is a sectional view of assembled  14   a ,  13   r ,  4   b ,  5   b  and  6   b;    
         FIG. 15  is the sectional view  2 Q of  FIG. 2B , which illustrates the identical left side  15   a  and the right side  15   a  AACTRB propellers labeled  15 Q. 
         FIG. 16A  illustrates the side view of the air flow pattern around a FW  16   a  (= 19   w  or = 19   w ′) with zero flap  16   f  deflections  16 δ=0°. 
         FIG. 16B  illustrates the air flow pattern around a FW, when the FW is tilted  19 β (or  19 β′) degrees about the FW span axis  21   s  (or  21   s ′) from local horizontal planes and the flap  16   f  is deflected  16 δ degrees from FW chord plane about the hinge shaft  16   h;    
         FIG. 16C  illustrates the resultant force vectors acting on the same FW as illustrated in  FIG. 16B . 
         FIG. 17A  illustrates the top section-view of a typical FW wing-tip RCJ jet cluster  17   j  consisting of two jets. Compressed air  17   a  is piped  17   b  in along the FW  19   w  wingspan axis  21   s  via valve  17   p  to combustion chamber  17   c.    
         FIG. 17B  is the section A-A view of  FIG. 17A. 17   f  are the fuel injection units.  17   k  and  17   k ′ are the spark generator and spark location respectively. 
       FIG.  17 CA illustrates the relative position of the solenoid  17   s  which controls the valve  17   p  rotations; 
       FIG.  17 CB illustrates the relative position of the solenoid  17   s  which controls the valve  17   p  rotations; and 
       FIG.  17 CC illustrates the relative position of the solenoid  17   s  which controls the valve  17   p  rotations. 
         FIG. 18A  illustrates the side view of an aircraft equipped with only one FW  18   w  (= 19   w ) and one elevator  18   h;    
         FIG. 18B  is the top view of  FIG. 18A ; 
         FIG. 18C  is the front view of  FIG. 18B ; 
         FIG. 19A  is the side view of a VTOL/FWA of weight  19   m  in its hover or vertical ascent/descent or low-speed forward/backward or ALFH (Anchored Level Flight Hover) configurations. 
         FIG. 19B  is an alternative configuration of  FIG. 19A :  FIG. 19B  showing the FW  19   w  and  19   w ′ tilted upward with their leading edges pointing AWAY from each other; 
         FIG. 20  illustrates the timing sequence used to generate a sequence of jet pulses  17   t.    
         FIG. 21A  illustrates the way FW  19   w  is connected on the fuselage  19   f  by two vertical beams  21   a  attached on top of a rotatable disk  21   b.    
         FIG. 21B  is the top-view of  FIG. 21A ; 
         FIG. 21C  is the end-view of  FIG. 21A . 
         FIG. 21D  is the bottom view of  FIG. 21A . Illustrates the use of electric motors  21   m  and gears  21   n  and  21   z  to fine turn  21 φ; 
         FIG. 22A  is a sectional  22 Q ( FIG. 22B ) view of a hovering  FIG. 19A. 22   p  are the pilot seats and  22   i  the instrument panel.  22   s ′ is the folded position of steps  23   s  and walking plank,  23   f ′.  23   h ′ are the folded positions of hydraulic systems  23   h . Each  23   h  controls a leg  23   r , a knee  23   n  and a foot  23   q .  23   k  are air inflated balloons, each covering a foot and the heavy spring connecting foot  23   q  and leg  23   r.    
         FIG. 22B  is the top view of the hovering  FIG. 22A  during transition flight from hover towards low speed forward flight by rotating  19   w  in a horizontal plane 180°= 19 φ so that both  19   w  and  19   w ′ leading edges will be pointing to the fuselage nose direction with both  19   w  and  19   w ′ at high tile angles  19 β and  19 β′ and their flaps  16   f  and  16   f ′ are tilted down  19 δ and  19 δ′; 
         FIG. 22C  is the side view of  FIG. 22B  transitioned to high speed forward flight after  19   w  has completed its 180° rotation  19 φ and after both FW  19   w  and  19   w ′ are tilted down  19 β and  19 β′ and flaps  19   f ,  19   f ′ are tilted up  19 δ,  19 δ′ close to zeroes and desired angle-of-attack  16 α and  16 α′ values are achieved; 
         FIG. 23A  is the section view of a VTOL/FWA in backward level flight configured during high rise building  23   z  window  23   y  rescue mission (HRBRM) with its legs  23   r , knees  23   n  and feet  23   q  pushed on the building wall and walkway  23   f ′ extended and stairs  23   s  inside the window  23   y.    
         FIG. 23B  is a top view of  FIG. 23A. 23   v  is the escape pathway from the burning building floor  23   x  to the inside of VTOL/FWA; 
         FIG. 23C  illustrates the walking maneuver of a VTOL/FWA. Prior to extending  23   f ′ and  23   s  into the window  23   y , this VTOL/FWA while in ALFH state may have to walk on the building outside wall to accurately align it to the window opening. 
         FIG. 24  illustrates the VTOL/FWA high rise building  23   z  window  23   y  rescue mission (HRBWRM) rescue sequence from  24   a  to  24   g;    
     
    
    
     DESCRIPTION OF THE REFERENCED NUMERALS 
     Turning now descriptively to the drawings, in which similar reference characters denote similar elements throughout the several views, the figures illustrate the VTOL/FWA of the present invention. With regard to the reference numerals used, the following numbering is used throughout the various drawing figures. 
     In the following descriptions, different views of a same item are labeled by the same figure number followed by a different capital letter. For example: three views of  FIG. 9  are identified as:  FIG. 9A ,  FIG. 9B  and  FIG. 9C . Furthermore, each important item in each figure is identified by a bold face number followed by a lower case bold face letter: The bold face number corresponding to the figure number where this item is illustrated in its details. For example, item labeled  8   h  in  FIG. 1A  is illustrated in detail in  FIG. 8 . Another example, items labeled  1   e  in  FIG. 12C  and in  FIG. 16A  is illustrated in detail in  FIG. 1B . A list of acronyms, symbols and definitions used in the drawing figures follow.
     AACTRB Asymmetric Area Changing Transverse-Radial Blade;   ALFH Anchored Level Flight Hover;   CATRB Constant Area Transverse-Radial Blade;   FW Flying-Wing;   FWA Flying-Wing-Airplane;   HRBWRM High Rise Building Window Rescue Mission;   Model A VTOL/FWA model as illustrated in  FIG. 19A ;   Model B VTOL/FWA model as illustrated in  FIG. 19B ;   VTOL Vertical Take-Off and Landing;   VTOL/FWA Vertical Take-Off and Landing Flying-Wing Aircraft;   ALFH Anchored-Level-Flight-Hover. Stationary VTOL/FWA ( FIG. 19A );   RCJ Reaction-Control-Jets   [ . . . ] x  [(−L x ′−D x ′+T x ′)+(L x +D x −T x )] x      [ . . . ] y  [(L y ′+T y ′−D y ′)+(L y +T y −D y )] y      M (z)   11  2-D forward-ascent flight in x-y plane and any z-plane.   M (z)   21  2-D vertical-ascent flight in x-y plane and any z-plane;   M (z)   31  2-D backward-ascent flight in x-y plane and any z-plane;   M (z)   12  2-D forward-level flight in x-y plane and any z-plane;   M (z)   22  2-D hover flight in x-y plane and any z-plane;   M (z)   32  2-D backward-level flight in x-y plane and any z-plane;   M (z)   13  2-D forward-descent flight in x-y plane and any z-plane;   M (z)   23  2-D vertical-descent flight in x-y plane and any z-plane;   M (z)   33  2-D backward-descent flight in x-y plane and any z-plane;   ΔMaximum amplitude of oscillation of middle blade layer; Rectangular opening width of all three-blade layers; Distance between rectangular openings of all three-blade layers;   α Angle-of-attack;   β FW tilt angle reference to a horizontal plane above fuselage;   ψ Desired VTOL/FWA heading;   φ FW azimuth rotation angle in a horizontal plane above fuselage. φ=Ø=φ;   θ AACTRB or CATRB propeller blade angle of rotation;   ω AACTRB or CATRB propeller RPM=dθ/dt;   Λ A Vector cross operator;   m VTOL/FWA weight;   NOTE: All item number correspond to FIG. number in illustration drawings     FIG. 1       1   a  Blade area facing tangential air velocity vector  13   r  Λ 1 ω;     1   b  Transverse-Radial blade;     1   d  Estimated drag coefficient of  1   b;        1   e  Region of maximum  1   a  (45°&lt;θ&lt;135° approximately). Where all openings  4   a ,  5   a ,  6   a  on three-layer blade  4   b ,  5   b ,  6   b  are completely blocked;     1   f  Region where openings  5   a  on  5   b  is in the process of moving away of their alignment with openings  4   a  and  6   a  to reduce air flow through;     1   g  Region of minimum  1   a  (225°&lt;θ&lt;315° approx). Where corresponding openings  4   a ,  5   a ,  6   a  on blade  4   b ,  5   b ,  6   b  are all aligned;     1   h  Region where openings  5   a  on  5   b  is in the process of aligning up with openings  4   a  and  6   a  to allow more air flow through;     1   i    1   b  is CATRB ( 1   b = 1   i ) and also represent constant area  1   b;        1   j    1   b  is AACTRB ( 1   b = 1   j ) and also represent variable area  1   b;        1   p  Power shaft of AACTRB (or CATRB) propeller;     1   m  Estimated drag coefficient of  1   i;        1   n  Estimated drag coefficient of  1   j;        1 ω Transverse-Radial propeller RPM. Also, direction of propeller rotation;     FIG. 2       2   g  Net reaction force acting on  1   p  due to rotation of CATRB  1   i  propeller when  1   i  is half covered by  2   k;        2   g ′ Net reaction force acting on  1   p  due to rotation of CATRB  1   i  propeller in free space.  2   g′= 0;     2   k  Wing surface covering half of AACTRB  1   j  propeller or half of CATRB  1   i  propeller;     2   t  Reaction force acting on  1   p  due to rotation of AACTRB propellers  15   a  and  15   a ′ half covered by  2   k;        2   t ′ Reaction force acting on  1   p  due to rotation of AACTRB propellers  15   a  and  15   a ′ in free space;     2   u  Net air velocity per revolution generated by CATRB  1   i  propeller rotation which is half covered by  2   k;        2   u ′ Net air velocity per revolution generated by CATRB  1   i  propeller rotation in free space;     2   v  Net air velocity per revolution due to rotation of AACTRB propeller which is half covered by  2   k;        2   v ′ Net air velocity per revolution due to rotation of AACTRB  1   j  propeller in free space;     2 Q Section view of  15 Q shown in  FIG. 15 ;     FIG. 3       3 Q Section view from  FIG. 3A  for  FIG. 3D ;     3 Q′ Section view from  FIG. 3B  for  FIG. 3E ;     3 Q″ Section view from  FIG. 3C  for  FIG. 3F ;     3   r  Ball bearings on top edge of  5   b  (not shown elsewhere to avoid clutter);     FIG. 4       4   a  Rectangular openings on front-layer blade  4   b;        4   b  Front-layer blade of the three-layer AACTRB;     4   q  Screw locations at both ends of  4   b  to attach  4   b  to  8   h;        4   q ′ Screw locations on  8   h  ( FIG. 8 ) to connect  4   b  to  8   h;        4   s  Screw locations to attach  4   b  to  6   b;        4   x  Thickness of  4   b;        FIG. 5       5   a  Rectangular openings on middle-layer blade  5   b;        5   b  Middle-layer blade of the three-layer AACTRB;     5   q  Pin holes locations on one end of the middle-layer blade  5   b;        5 Q Section view of  FIG. 5B ;     5   x    5   b  thickness;     5   y    5   b  height ( FIG. 10C );     FIG. 6       6   a  Rectangular openings on the rear-layer blade  6   b;        6   b  Rear-layer blade of the three-layer AACTRB;     6   q  Screw locations at both ends of  6   b  to attach  6   b  to its  8   h;        6   q ′ Screw locations on  8   h  connecting  8   h  to  6   b  ( FIG. 8 );     6   s  Screw locations on  6   b  to attach  6   b  to  4   b;        6   x  Thickness of  6   b;        FIG. 7       7   d  Rotating disk connecting four  8   h  per  7   d;        7   q  Screw locations on  7   d  connecting  7   d  to  8   h;        7   q ′ Screw locations on  8   h  to connect  8   h  to  7   d  ( FIG. 8 );     FIG. 8       8   h  Block attached on rotating disk  7   d , blades  4   b  and  6   b . Block  8   h  serves as a housing for  5   b  connection to  10   a;        8   q  Screw locations on  8   h  to connecting  8   h  to its cover plate  9   a;        8   q ′ Screw locations on  9   a  to attach  9   a  on  8   h  ( FIG. 9 );     FIG. 9       9   a  Cover plate of  8   h  for servicing  5   b  and  10   a  connection;     9   g  Groves on  9   a  to allow extended  10   p  oscillation movement;     9   x  Grove depth to allow extended  10   p  movement;     FIG. 10       10   a  Oscillating block.  10   a  is connected to  5   b  at  10   q  and  11   r  at  10   s;        10   q  Pin  10   p  locations connecting  10   a  to  5   b;        10   p  Pins used to connect  5   b  to  10   a;        10   s  Hole locations on  10   a  for shafts  11   s  which are connected to rollers  11   r;        10   x  Width of  10   a;        10   y  Height of  10   a;        FIG. 11       1   r  Rollers attached to  11   s . Rollers  11   r  are pressed against twisted ring cam surfaces  12   a  and  12   b  of  12   c  on the rim of stationary cam disk  12   d;        11   n  Nuts;     11   s  Shafts;     11   w  Washers;     FIG. 12       12   a  Cam surface on one side of twisted ring  12   c;        12   a ′ Cam surface on opposite side of  12   a  of twisted ring  12   c;        12   c  Twisted ring  12   c  is the rim of  12   d . The twisted ring profile is the cam  12   c  profile;     12   d  Stationary disk has twisted ring shaped rim  12   c;        FIG. 13       13   r  Rotating arms which transmit power from  1   p  to AACTRB propellers;     13   b  Screw locations (on the back side of rotation  1 ω) attach  14   a  to  13   r;        13   c  Screw locations (on the front side of rotation  1 ω) attach  14   a  to  13   r;        13   k  Keys attaching  13   r  to  1   p;        13   x  Depth of cut at each  13   r  top to fit (thickness wise) assembled  4   b ,  5   b ,  6   b;        13   x ′ Flange width of  6   b;        13   x ″ Flange width of  4   b;        13   y  Height of  4   b;        13   z  Width of  13   r;        13   w  Depth of  13   r;        FIG. 14       14   a  Cover clamp attached to and hold assembled  4   b ,  5   b ,  6   b  on  13   r;        14   b  Screw locations to attach  14   a  to back side (behind  1   w  rotation) of  13   r;        14   c  Screw locations to attach  14   a  to front side (in front of  1   w  rotation) of  13   r;        14   w  Depth of clamp  14   a;        FIG. 15       15   a  Section  2 Q view ( FIG. 2B ) of the right-half or left-half of a AACTRB propeller;     15   g  Gear box for each TR-propeller. Three  15   g  inside each  21   g  on each side of a FW;     15 Q Combining the left-side  15   a  and the right-side  15   a  with fuselage  19   f  in middle. Also see  FIG. 21 .     FIG. 16       16   a  Sectional view of a typical FW ( 19   w  or  19   w ′) with  15   a  on top-side, bottom-side and top-flap on each side of each FW;     16   b  FW span-wise airfoil strips position during VTOL/FWA hover;     16   c  Airfoil strips  16   b  position during VTOL/FWA forward flight;     16   v   0  Air velocity in front of a FW  16   a  at zero angle-of-attack,  16 α=0;     16   v   1  Average air velocity over FW  16   a  top surface;     16   v   2  Average air velocity over FW  16   a  bottom surface;     16   v   3  Average air velocity over FW flap top surface;     16   v   4  Redirected  16   v   2 , as it is deflected downwards by flap  16   f;        16   v   5  Average  16   a  downwash, which is the average velocity of  16   v   3  and  16   v   4 ;     16 α Angle-of-attack;     16   l  Lift-force vector;     16   d  Drag-force vector;     16   t  Thrust-force vector;     16   f  Flap on either left or sides of FW  19   w;        16   f ″ Flap on either left or side of FW  19   w′;        16   k  Hydraulics control flap  16   f  deflections  16 δ     16   h  Flap hinge rod;     16 δ Flap deflection angle= 19 δ;     16 δ′ Flap deflection angle= 19 δ′;     16 Q Adjustable embedded positions of  15 Q;     FIG. 17       17   a  Compressed air;     17   b  FW span-wise tube, carrying compressed air  17   a  to FW wing tips. It is also the FW&#39;s tilt β axis  21   s  of center line  21   x;        17   c  Combustion chambers;     17   e  Combustion exhausts jet;     17   f  Fuel injection regulator;     17   f  Fuel sprays;     17   g  Gears to maintain RCJ jets  17   e  parallel to FW  19   w  rotational  19 φ plane during FW 19   w  tilt  19 β maneuvers;     17   j  FW wing-tip RCJ cluster;     17   k  Spark regulator;     17   k ′ Spark inside  17   c;        17   m  Electric stepping motors connected to gears  17   g;        17   n  RCJ jet nozzle;     17   p  Compressed air  17   a  valves;     17   s  Solenoids used to control the open/close of valves  17   p;        17   t  RCJ jet thrust pulse.  17   t  is parallel to  17   e  at  19   w  wing tips;     17   t ′ RCJ jet thrust pulse at  19   w ′ wing tips;     17   s ′ Solenoids used to lock/unlock  17   j  on FW wing-tip structure;     17   s ″ bearing between  17   j  and FW tip structure  19   w;        FIG. 18       18   e  Engine;     18   f  FWA fuselage;     18   g  Gear box. Same as gear box  21   g;        18   h  FWA horizontal tail stabilizer;     18   t  FWA vertical tail;     18   w  FWA FW. Same as FW  19   w;        18   z  Vertical support for  18   w  on top of  18   f;        FIG. 19       19   l  Lift-force vector on front FW  19   w;        19   l ′ Lift-force vector on rear FW  19   w′;        19   d  Drag-force vector on front FW  19   w;        19   d ′ Drag-force vector on rear FW  19   w′;        19   t  Thrust-force vector on front FW  19   w;        19   t ′ Thrust-force vector on rear FW  19   w′;        19   f  VTOL/FWA fuselage;     19   h  Horizontal stabilizer inside  19   w  downwash  19   v   5  during hover;     19   h ′ Horizontal stabilizer inside  19   w ′ downwash  19   v   5 ′ during hover;     19   p  Optional propellers.  19   p  can tilt and rotate to position  19   p′;        19   v   1  Average air velocity above  19   w  top surface.  19   v   1 &gt; 19   v   2 ;     19   v   2  Average air velocity below  19   w  bottom surface;     19   v   3  Average air velocity above flap  19   f  top surface.  19   v   1 =&lt; 19   v   3 ;     19   v   5  Average downwash velocity of  19   w;        19   v   1 ′ Average air velocity above  19   w ′ top surface.  19   v   1 ′&gt; 19   v   2 ′;     19   v   2 ′ Average air velocity below  19   w ′ bottom surface;     19   v   3 ′ Average air velocity above flap  19   f ′ top surface.  19   v   1 ′  19   v   3 ′;     19   v   5 ′ Average downwash velocity of  19   w′;        19 β Front FW  19   w  tilt angle;     19 φ Front FW  19   w  horizontal rotation angle;     19 β′ Rear FW  19   w ′ tilt angle;     19 φ′ Rear FW  19   w ′ horizontal rotation angle;     19 δ Independent left-flap or right-flap  19   f  deflection angles;     19 δ′ Independent left-flap or right-flap  19   f ′ deflection angles;     19   m  VTOL/FWA weight;     FIG. 20       20   n  The nth RCJ jet  17   e  pulse cycle;     20 ( n +1) The (n+1)th jet  17   e  pulse cycle;     20   n+ 2) The (n+2)th jet  17   e  pulse cycle;     FIG. 21       21   a  Two FW support beams anchored on top rotatable disk  21   b;        21   b  Rotatable disk inside fuselage  19   f  top structure;     21   c  Beam connecting rear left-side  21   g  and rear right-side  21   g . It is also connected to one end of hydraulics  21   h;        21   e  Engine located on top of disk  21   d  between two  21   a  beams;     21   g  Two big gear boxes; as part of the left-side and part of right-side FW structure. These two  21   g  are connected together by beams  21   d , beam  21   c  and power shaft  21   s . Smaller gear boxes  15   g  and power transmission shafts are located inside these  21   g  to supply power to different TR-propellers  15   a . Power transmitted to the flap-top TR-propellers to allow flap  16   f  deflections independent of the FW tilt angles;     21   h  Two hydraulics; each with its one end attach to the rotating disk  21   d  and its other end attached to the beam  21   c . These hydraulics are used to control the FW  19   w  tilt angles  19 β;     21   m  Optional electric motors to fine tune  19   w  rotation  19 φ;     21   n  Gear attached to  21   m;        21   z  Gears located at the bottom center of disk  21   b;        FIG. 22       22   p  Pilot seats for VTOL/FWA normal operations;     22   i  Instrument &amp; control panel for normal VTOL/FWA flight;     22   i ′ Instrument and control panel for window rescue operation;     22   s ′ Folded stairs  23   s  and folded extendable walking plank  23   f′;        FIG. 23       23   f ′ Telescopic extended walking plank;     23   h  Four independent rotatable hydraulic system to push legs  23   r  and feet  23   q  on building outside wall  23   z;        23   h ′  23   h  in folding position;     23   q  Foot attached to each leg  23   r  with controls. Each foot can be a wheel with an electric motor at its hub;     23   j  Sensors     23   k  Air inflated cover to reduce drag during normal flight;     23   n  Knees with controls;     23   r  Leg in extended position;     23   r ′ Leg in folded position;     23   s  Stairs in extended position;     23   v  Escape path from inside window  23   y  following steps  23   s , extended walking plank  23   f ′ to inside VTOL/FWA fuselage  19   f;        23   x  Floor inside high rise building  23   z  window  23   y;        23   y  High rise building window;     23   z  High rise building;     FIG. 24       24   a  Rescue VTOL/FWA in high speed level flight towards a high rise building  23   z;        24   b  Reducing VTOL/FWA forward flight speed by adjusting  19 β,  19 β′, all  16   f  and TR-propellers RPM to achieve low speed descent to desired window opening;     24   c  Rotate  19   w  180°  19 φ so that both  19   w  and  19   w ′ leading edges will be pointing upward and toward each other and the VTOL/FWA achieves hover condition with its rear-end pointing at the desired window  23   y;        24   d  Extend all legs from  23   r ′ to  23   r . Next, change from hover to low speed backward level flight until all legs  23   r  are firmly pushed on the building outside wall. Finally, extend  23   f ′ to the window outside glass;
       If  23   f ′ is not accurately aligned to the window opening, the pilot must perform a walking maneuver as illustrated in  FIG. 23C ;   
         24   e  Break the window  23   y  before extend the stairs  23   s  into the window  23   y  all the way to the floor  23   x  to allow people to walk, along path  23   v , out the window  23   y  into the waiting VTOL/FWA;     24   f  After all people are inside the VTOL/FWA, slowly move away from window  23   y  and retract  23   s  and  23   f  back to  22   s ′ position as illustrated in  FIG. 22A ;     24   g  Pilot seated at  23   p  take over VTOL/FWA controls. First rotate  19   w  azimuth  19 φ 180°, then tilt both  19 β,  19 β′ and all  16   f  and  16   f ′ close to their horizontal positions for high speed level flight towards a desired landing site;   

     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT 
     The following discussion describes in detail one embodiment of the invention (and several variations of that embodiment). This discussion should not be construed, however, as limiting the invention to those particular embodiments, practitioners skilled in the art will recognize numerous other embodiments as well. For definition of the complete scope of the invention, the reader is directed to appended claims. 
       FIG. 1A  illustrates a transverse-radial four blade  1   b  propeller. This propeller is powered by an engine  20   e  through a shaft  1   p  and arms  13   r  at the middle of  1   b  and at both  1   b  ends by rotating disks  7   d . Where  1   b  ends are attached to  7   d  via block  8   h . Details of  7   d  and  8   h  are illustrated in  FIG. 7  and  FIG. 8  respectively. Also identified are rotation direction  1 ω, rotation angle θ and regions of rotations  1   e ,  1   f ,  1   g  and  1   h  for later references; 
       FIG. 1B  illustrates the changing of blade  1   b  area  1   a  in each revolution cycle. Two types of transverse-radial blades  1   b  are compared: The straight line  1   i  represents a constant area  1   b  (CATRB) and an asymmetric-area-changing  1   b  (AACTRB) is represented by a curved line  1   j . The asymmetric-area-changing of 1 j in the four regions in each revolution are identified as  1   e ,  1   f ,  1   g  and  1   h : maximum  1   a  in  1   e  region, minimum  1   a  in  1   g  region, increasing  1   a  in  1   h  region and decreasing  1   a  in  1   f  region. These four regions will be referenced in later discussions; 
       FIG. 1C  illustrates the estimated  1   b  drag coefficients  1   d  as a function of rotation angle θ. Line  1   m  represents constant  1   d  for a constant area blade  1   i  (CATRB). Curved  1   n  represents asymmetric changing  1   d  for an asymmetric-area-changing blade  1   j  (AACTRB). Also illustrated are the changes of  1   n  in these four regions  1   e ,  1   f ,  1   g  and  1   h  during each rotation cycle; 
       FIG. 2A  illustrates the net air vector  2   v ′ and net reaction thrust  2   t ′ produced by rotating an AACTRB propeller in free space in each revolution. The area  1   a  characteristic of this AACTRB is illustrated by  1   j;    
       FIG. 2B  illustrates the same AACTRB propeller in  FIG. 2A  and is half submerged inside a wing surface  2   k . The net air vector  2   v  will be used to develop lift  17   l  on the wing surface  2   k . The net reaction thrust  2   t  developed is acting on the power shaft  1   p , which is connected to the wing structure  2   k . This thrust vector  2   t  will be used to provide wing  2   k  propulsion  17   t  as will be described later. Section  2 Q will be illustrated in  FIG. 15 ; 
       FIG. 2C  illustrates the net air vector  2   u ′ and there will be no net reaction thrust vector  2   g ′ (=0) produced by a Constant-Area-Transverse-Radial-Blade (CATRB) propeller rotating in free space. The constant area  1   a  characteristic of this CATRB is illustrated by  1   i;    
       FIG. 2D  illustrates the same CATRB propeller in  FIG. 2C  and is half submerged inside a wing surface  2   k . The net air vector  2   u  can be used to develop lift on wing  2   k . The much smaller net thrust  2   g  (0&lt; 2   g &lt;&lt; 2   t ) developed on  1   p  can contribute to wing  2   k  propulsion; 
       FIG. 3A  illustrates the three layers  4   b ,  5   b ,  6   b  of an Asymmetric-Area-Changing-Transverse-Radial-Blade (AACTRB) in region  1   e  of each rotation cycle. All three layers have multiple numbers of the same size rectangular openings  4   a ,  5   a ,  6   a  of same width A. The space between adjacent rectangular openings on each blade layer (between  4   a  on  4   b , or between  5   a  on  5   b  or between  6   a  on  6   b ) are also Δ. Layers  4   b  and  6   b  are fixed on the rotating arm  13   r . All corresponding rectangular openings  4   a  and  6   a  on layers  4   b  and  6   b  are always aligned. It is the middle-layer  5   b , which is sandwiched between  4   b  and  6   b , and oscillates in the  4   b  and  6   b  length-wise direction. The maximum oscillation amplitude is Δ. Therefore, as  5   b  oscillates in each revolution cycle it blocks the air flow completely in  1   e  region, or partially blocks the air flow in regions  1   f  and  1   h  or opens the three-layer blade completely to let maximum air flow through in region  1   g . As illustrated in  FIG. 2B   1   g  region is completely inside the wing structure  2   k ,  1   e  region is completely outside the wing surface  2   k .  1   f  and  1   h  regions are half way covered by the wing structure  2   k . Each AACTRB rotates through the four regions of  1   j  in each revolution cycle: Shown here in  FIG. 3A  is the middle-layer blade  5   b  completely blocking the air flow through this three-layer blade when  1   j  is in region  1   e . Holes  5   q  on  5   b  are for pins  10   p , where  5   b  is attached to an oscillating block  10   a  at holes  10   q . The symbol Δ represents the  5   b  maximum oscillation amplitude. A is also the rectangular opening  4   a ,  5   a ,  6   a  widths of all three-layer blades  4   a ,  5   a  and  6   a . A is also the distance between rectangular openings  4   a ,  5   a ,  6   b  in each of the three-layer blades  4   b ,  5   b  and  6   b  respectively; 
       FIG. 3B  illustrates  FIG. 3A  further where  5   b  partially blocks the air flow through this three-layer blade  4   b ,  5   b ,  6   b . This three-layer AACTRB  1   j  is in partially-open region  1   f  or in partially-closed region  1   h;    
       FIG. 3C  illustrates  FIG. 3B  further where the middle-layer blade  5   b  aligns all its rectangular openings  5   a  with the rectangular openings  4   a  of  4   b  and  6   a  of  6   b , thus allowing maximum air flow through and places the AACTRB  1   j  in the  1   g  region; 
       FIG. 3D  illustrates the sectional  3 Q view of  FIG. 3A. 3   r  are rollers which are not shown in  FIG. 3A ; 
       FIG. 3E  illustrates the sectional  3 Q′ view of  FIG. 3B. 3   r  are rollers which are not shown in  FIG. 3B ; 
       FIG. 3F  illustrates the sectional  3 Q″ view of  FIG. 3C. 3   r  are rollers which are not shown in  FIG. 3C ; 
       FIG. 4A  illustrates the top view of the front-blade  4   b  of the three-layer  4   b ,  5   b ,  6   b  AACTERB. Multiple numbers of rectangular openings  4   a  of width Δ are aligned along the  4   b  span. The distance between the adjacent rectangular openings  4   a  is also Δ. The flange width of  4   b  is  13   x ″ which gives  4   b  strength and allows  4   b  to attach to  6   b  by screws at  4   s . Locations  4   q  are for screw locations to attach  4   b  to  8   h  at  4   q ′ shown in  FIG. 8. 4   x  is the thickness of  4   b . Space  13   z  at the middle of  4   b  is for rotating arm  13   r.    
       FIG. 4B  illustrates the rear view of the  FIG. 4A ; 
       FIG. 4C  illustrates the front view of  FIG. 4A ; 
       FIG. 4D  illustrates the end view of  FIG. 4A . Dimensions  13   y  and  13   x ″ allow the assembled three-layer-blade  4   b ,  5   b ,  6   b  to be attached to rotating arm  13   r  ( FIG. 14D ); 
       FIG. 5A  illustrates the front view of the middle-blade  5   b  of the three-layer AACTERB. Rectangular openings  5   a  of width Δ align the entire span of  5   b . The distance between adjacent rectangular openings  5   a  is also A.  5   q  are for pin  10   p  to attach  5   b  to oscillating block  10   a  at  10   q  ( FIG. 10A). 5   x  is the thickness of  5   b . When  5   b  is in the  1   g  region, the rectangular openings  4   a ,  5   a ,  6   a  on all three layers are aligned to allow maximum air flow through  4   b ,  5   b , and  6   b . When  5   b  is in the  1   h  or  1   f  regions, the rectangular openings  5   a  on  5   b  are partially aligned with the rectangular openings  4   a  on  4   b  and  6   a  on  6   b , to allow a moderate amount of air flow through  4   b ,  5   b , and  6   b . When  5   b  is in the  1   e  region, the rectangular openings  5   a  on  5   b  are aligned with the spaces between the adjacent rectangular openings of  4   a  and  6   a  and no air can flow through  4   b ,  5   b  and  6   b;    
       FIG. 5B  illustrates the  FIG. 5A  sectional  5 Q view of the middle-blade  5   b  of the three-layer AACTERB; 
       FIG. 5C  illustrates the end view of the middle-blade  5   b  of the three-layer AACTERB. 
       FIG. 6A  illustrates the front view of the rear-blade  6   b  of the three-layer AACTERB. Rectangular openings  6   a  of width Δ are aligned along  6   b  span. The distance between any adjacent rectangular opening  6   a  is also Δ.  6   s  are screw locations to join back-layer  6   b  with front-layer  4   b . The rectangular openings  4   a  and  6   a  are always aligned.  6   q  are screw locations where  6   b  is attached to block  8   h  at  6   q ′ as shown in  FIG. 8. 6   x  is the thickness of  6   b . The space  13   z  at the middle of  6   b  is for rotating arm  13   r . Flanges width  13   x ′ gives  6   b  strength and allows  6   b  to attach to  4   b  at  6   s;    
       FIG. 6B  illustrates the top view of  FIG. 6A ; 
       FIG. 6C  illustrates the rear and view of the rear-blade  6   b  of the three-layer AACTERB; 
       FIG. 6D  illustrates the end view of the rear-blade  6   b  of the three-layer AACTERB; 
       FIG. 7A  illustrates the front view of one of two rotating disks  7   d  designed to hold both ends of each assembled  4   b ,  5   b ,  6   b  AACTRB as first illustrated as  1   b  in  FIG. 1A . The four dashed square outlines on  7   d  are for blocks  8   h . Where each  8   h  connects a  4   b  and a  6   b  ends to disk  7   d .  7   q  are screw locations on  7   d  connecting  7   d  to  8   h .  8   h  is first identified in  FIG. 1A  and illustrated in detail in  FIG. 8 ; 
       FIG. 7B  illustrates the side view of one of two rotating disks  7   d  designed to hold both ends of each assembled  4   b ,  5   b ,  6   b  AACTRB as first illustrated as  1   b  in  FIG. 1A ; 
       FIG. 8A  illustrates the front end view of the connecting block  8   h  which were first identified in  FIG. 1A . Each  8   h  provides a housing space to allow a middle-layer  5   b  and  10   a  to be connected and oscillate together with maximum oscillation amplitude Δ. Other items in  FIG. 8  are:  7   q ′ are screw locations connecting  8   h  to  7   d .  4   q ′ are screw locations connecting  8   h  to  4   b .  6   q ′ are screw locations connecting  8   h  to  6   b .  8   q  are screws locations connecting  8   h  to its cover plate  9   a;    
       FIG. 8B  illustrates the side view of  FIG. 8A ; 
       FIG. 8C  illustrates the back end view of  FIG. 8B ; 
       FIG. 8D  illustrates the top view of  FIG. 8B ; 
       FIG. 9A  illustrates the side view of  8   h  cover plate  9   a . Screw locations  8   q ′ connect  9   a  to  8   h . When opened, this cover plate  9   a  allows for servicing of the connection between the middle-layer  5   b  and oscillating push-and-pull block  10   a .  9   g  are groves to allow movement of pin  10   a  ends, which are slightly protruded out of one side of  10   a  at  10   q  to allow  10   p  to be pulled out for repair; 
       FIG. 9B  illustrates the side view of  8   h  cover plate  9   a;    
       FIG. 9C  illustrates the top view of  8   h  cover plate  9   a;    
       FIG. 10A  illustrates the side view of the oscillating push-and-pull block  10   a  which connects to the middle-layer  5   b  by pins  10   p  at locations  10   q .  10   s  are locations for two shafts  11   s  which connect to rollers  11   r  as illustrated in  FIG. 11C . Three pins  10   p  are used to connect  5   b  to  10   a  at  10   q . Pin  10   p  length is slightly longer than  10   x  to allow pins to be pulled out for service; 
       FIG. 10B  illustrates the top view of  FIG. 10A ; 
       FIG. 10C  illustrates the front end view of  FIG. 10A ; 
       FIG. 10D  illustrates the side view of the pins  10   p  used to connect  10   a  to middle-layer  5   b . Pin length is slightly greater than  10   x , but not more than the grove  9   g  depth  9   x , for service pull out; 
       FIG. 10E  illustrates the end view of the pins  10   p;    
       FIG. 11A  illustrates the end view of the rollers  11   r . Each roller  11   r  can rotate at the end of a shaft  11   s . These two rollers  11   r  are placed on either sides of the twisted ring  12   c  presses against  12   c  surfaces  12   a  and  12   a ′, where  12   c  is the twisted rim of stationary cam  12   d;    
       FIG. 11B  illustrates the side view of the rollers  11   r;    
       FIG. 11C  illustrates the various connections between rollers  11   r  and roller shafts  11   s , between the rollers  11   r  and stationary cam surfaces  12   a  and  12   a ′ of  12   c , between push-and-pull oscillating block  10   a  and block  8   h , between stationary disk  7   d  and  8   h , between  8   h  and three-layer AACTRB  4   b ,  5   b ,  6   b .  11   w  are washers and  11   n  are nuts; 
       FIG. 12A  illustrates the front view of the stationary cam disk  12   d . The cam profiles are determined by the twisted ring  12   c  surfaces  12   a  and  12   a ′ on the rim of  12   d  which are partially visible in  FIG. 12B . Two rollers  11   r  are placed on either sides of  12   d  pressing against its twisted rim cam  12   c  surfaces  12   a  and  12   a′;    
       FIG. 12B  illustrates the side view of the stationary cam disk  12   d . The cam profiles are determined by the twisted ring  12   c  surfaces  12   a  and  12   a ′ on the rim of  12   d  which are partially visible. Two rollers  11   r  are placed on either sides of  12   d  pressing against its twisted rim cam  12   c  surfaces  12   a  and  12   a′;    
       FIG. 12C  illustrates a typical profile of this twisted ring  12   c  surfaces  12   a  and  12   a ′. Superimposed on  FIG. 12C  are the  1   j  rotation regions  1   e ,  1   f ,  1   g  and  1   h  corresponding to the oscillation positions of middle-layer blade  5   b , which identify the asymmetric changing of a three-layer AACTRB area  1   j  in each AACTRB revolution cycle as first illustrated in  FIG. 1B . Symbol Δ shown in  FIG. 12B  and  FIG. 12C  represents the rectangular opening  4   a ,  5   a ,  6   a  width and also the space between all adjacent rectangular openings on each AACTRB layers  4   b ,  5   b ,  6   b . The vibrations due to  5   b  (and  10   a ) axial  1 P direction oscillations can be reduced by rotating the stationary cam disk  12   d  on the right side  15   a  of the FW fuselage 180° opposite the  12   d  on the left side  15   a ′ of the FW fuselage. In other words, the corresponding middle-layer blades  5   b  on both sides of the FW fuselage will be synchronized to oscillate towards or away-from each other at all times. Of course, this is assuming the  15   a  RPM is synchronized to the  15   a ′ RPM; 
       FIG. 13A  illustrates the front view of the rotating arm  13   r  which transmits the engine  20   e  power from  1   p  to  13   r  and finally to the four AACTRB propellers. The three-layer AACTRB  4   b ,  5   b ,  6   b  are assembled and placed at the tip of each  13   r  and held onto  13   r  by cover clamp  14   a  ( FIG. 14A). 13   x  is the sum of the three-layer blade thickness:  4   x  plus  5   x  plus  6   x . The flange of  4   b  is  13   x ″ which gives  4   b  strength and allow  4   b  to attach to  6   b  at  4   s .  13   y  is the height of  4   b .  13   z  is the  13   r  width. Screw locations  13   b  and  13   c  are for clamp  14   a  to attach on  13   r . Keys  13   k  attach  13   r  onto power shaft  1   p;    
       FIG. 13B  illustrates the side view of  FIG. 13A   
       FIG. 14A  illustrates the side view of a cover clamp  14   a  which holds each assembled three-layer  4   b ,  5   b ,  6   b  AACTRB to its rotating arm  13   r .  13   z  is the width of  13   r . Screw locations  14   b  and  14   c  on  14   a  align to screws locations  13   b  and  13   c  respectively on  13   r;    
       FIG. 14B  illustrates the front view of  FIG. 14A ; 
       FIG. 14C  illustrates the top view of  FIG. 14A ; 
       FIG. 14D  is a sectional view illustrating the assembled  14   a ,  13   r ,  6   b ,  5   b  and  4   b;    
       FIG. 15  is a sectional  2 Q view of  FIG. 2B . It views an AACTRB propeller from downstream of the air flow  2   v ′. This view is identified as  15 Q. Items above  1   p  are outside the FW surface  2   k . Items below  1   p  are submerged inside the FW surface  2   k .  FIG. 15  illustrates the connections of the key components which make up a Flying-Wing AACTRB propeller  15 Q: The FW left AACTRB propeller is labeled as  15   a  and the FW right AACTRB propeller is also labeled as  15   a . Key items visible in  15 Q are: two of the three-layer AACTRB  4   b  and  6   b , rotating arms  13   r , rotating end disks  7   d , stationary cam disks  12   d , connecting blocks  8   h , parts of oscillating block  10   a , rollers  11   r , small gear box  15   g , power shafts  1   p . A more detailed connection between the left and right side  15   a  is shown in  FIG. 21 , where three small gear boxes  15   g  are placed inside one big gear box  21   g  on each sides of the FW. The two big gear boxes  21   g  on each side of each FW are connected by  21   d ,  21   s  and  21   c .  FIG. 15  can also be used to illustrate the CATRB propellers equipped FW, by simply ignoring items in  FIG. 15 :  7   d ,  8   h ,  10   a ,  11   r ,  12   d  and consider  4   b ,  5   b ,  6   b , representing constant area propeller blades. Therefore, the symbol  15 Q will be used to represent both CATRB and AACTRB equipped FW. 
       FIG. 16A  illustrates a side sectional view of air flow around a Flying-Wing (FW). This FW is equipped with three sets of Transverse-Radial propellers  15 Q. The first  15 Q is located on the FW top surface near the FW leading edge and it is partially submerged inside the FW top surface  2   k  and rotating CW (view from left wing tip) to push the air  16   v   1  towards the FW trailing edge. The second  15 Q is located near the FW bottom surface leading edge and it is also partially submerged inside the FW bottom surface  2   k  and rotating CCW to push the air at a slower speed  16   v   2  (&lt; 16   v   1 ) towards the FW trailing edge. The third  15 Q is partially covered by the FW flap  16   f  top surface and it is part of the FW flap and it is rotating CW to push the air  16   v   1  further backwards and downwards  16   v   3  ( 16   v   2 &lt; 16   v   1 ≦ 16   v   3 ) over the top surface of flap  16   f . Two hydraulics  16   k  control flap  16   f  deflections  16 δ about flap hinge axis  16   h .  16 Q represents controllable  15 Q positions over FW surface.  16   b  are spanwise airfoils strips used to deflect more air backwards during hover.  16   b  are stored under FW top surface at  16   c  during high speed forward flight. 
       FIG. 16B  illustrates the air flow pattern over a tilted  19 β FW with deflected  168  flap  16   f . The downward airflow  16 V 5  plus downward deflected  16 V 4  generates more lift on FW. The flap top  15 Q will prevent wing stall at high angle of attack  16 ∝ and high flap deflections  16 δ. 
       FIG. 16C  illustrates the resultant lift  16   l , drag  16   d  and thrust  16   t  force vectors acting on the stationary or non-stationary FW.  17   j  are wing tip RCJ clusters. 
       FIG. 17A  is the top view illustrating a typical RCJ (Reaction Control Jet) cluster with two jet nozzles  17   n . Compressed air  17   a  is piped from FW tilt  20 β axis  21   s  to wing tip values  17   p . Selected opening/closing of valves by solenoid  17   s  will allow air  17   a  to flow into specific combustion chamber  17   c . Fuel  17   f ′ is injected into chamber  17   c  and ignited by spark  17   k ′. The combustion exhaust  17   e  jets out of nozzle  17   n  producing a thrust pulse  17   t  on the FW tip perpendicular to  21   s . After the chamber  17   c  pressure has reduced below air  17   a  pressure, the solenoid will reopen  17   p  to repeat the jet pulse  17   e  cycle as shown in  FIG. 20 . 
       FIG. 17B  is the section A-A of  FIG. 17A . 
     FIGS.  17 CA through  17 CC shows the three views of a solenoid  17   s  which controls the opening/closing of a valve  17   p.    
       FIG. 18A  illustrates the side view of a Flying-Wing-Aircraft (FWA): A FW  18   w  (= 19   w ) is supported by a vertical fin structure  18   z  above the fuselage  18   f . A regular horizontal stabilizer  18   h  sets on top of a vertical tail  18   t  which is located above the fuselage  18   f  tail section.  18   e  is the engine,  18   g  are the gear boxes,  15   a  are the AACTRB or CATRB propellers identified in  FIG. 15 . This single FW aircraft is designed to take-off and land on short runways; 
       FIG. 18B  illustrates the top view of  FIG. 18A ; 
       FIG. 18C  illustrates the front view of  FIG. 18B ; 
       FIG. 19A  illustrates a typical VTOL/FWA in hover, low-speed ascent/descent, low-speed forward/backward level flights, or ALFH states. Both the front FW  19   w  and the rear  19   w ′ are tilted up their leading edges pointing toward each other at tilt angles  19 β and  19 β′ respectively.  21   s  is  19   w  tilt  19   p  axis. Two posts  21   a  attached to rotatable  19 φ disk  21   b  support power shaft  21   s .  19   v   1 ,  19   v   2 ,  19   v   3 , and  19   v   5  are air velocities around  19   w ,  19   l ,  19   d  and  19   t  are resultant lift, drag and thrust force vectors acting on  19   w .  19 φ is  19   w  horizontal rotation angle. Surface  19   h  is rotated into downstream  19   v   5  to provide control during hover.  19   h  are rotated level (shown in dashed line) during forward flight at high speed.  19   p  are optional propellers that can be rotated to  19   p ′ during ALFH state. Same definition of notations with an apostrophe for  19   w′.    
       FIG. 19B  illustrates a similar VTOL/FWA as in  FIG. 19A  except in  FIG. 19B  configuration, the leading edges of  19   w  and  19   w ′ are pointing upward and away from each other. All notations in  FIG. 19B  have the same definition as defined in  FIG. 19A . 
       FIG. 20  illustrates the timing sequence required to generate a sequence of jet thrust pulses  17   t . They are: (1) opening/closing fresh air  17   a  valve  17   p , (2) Fuel injection  17   f ′ on/off, (3) Spark  17   k ′ on/off, (4) Rise/fall of combustion chamber  17   c  pressure, (5) Rise/fall of jet thrust pulse  17   t  acting on the FW wing-tips. The selection of firing each RCJ jet is determined by computer based on mission requirements. 
       FIG. 21A  illustrates the way FW  19   w  is attached to the fuselage  19   f  by two vertical beams  21   a  fixed on top of a rotatable  21 φ (= 19 φ) disk  21   b . This disk  21   b  is placed inside  19   f  top structure and it can rotate  21 φ inside  19   f . Engine  21   e  is placed on top of  21   b  between the two beams  21   a . Engine power is transmitted through shaft  21   s , which is supported by beams  21   a  on either side of  21   e  to big gear boxes  21   g  located on both left and right sides of  19   w . Engine power is further distributed to three smaller gear boxes  15   g  inside of each  21   g , and then to each TR-propeller  15   a . This arrangement allows all three TR-propellers  15   a  on each side of  19   w  to operate independently at different RPMs and different power levels. 
     The left-side and right-side of  19   w  are connected at three places: (1) by power shaft  21   s , (2) by structure beam  21   d  connecting the front-left-side  21   g  to the front-right-side  21   g  of  19   w  and (3) by structure beam  21   c  connecting the rear-left-side and rear-right-side of big gear box  21   g . FW  19   w  tilt angle  19 β is controlled by two hydraulics  21   h . Each  21   h  is attached to disk  21   b  at one end and at the other end attached to  21   c , as illustrated in  FIG. 21B . FW rotation  21 φ (= 19 φ) is controlled by wing tip RCJ jets  17   j  for rapid rotation  19 φ. The above description applies to FW  19   w′   
       FIG. 21B  illustrates the top view of  FIG. 21A ; 
       FIG. 21C  illustrates the end view of  FIG. 21A . It shows the electric motor  21   m  and gears  21   n ,  21   z  are used to rotate the disk  21   d . This figure also illustrates the  19   w  angle of rotation  21 φ= 19 φ. 
       FIG. 21D  is the bottom view of  FIG. 21A . It illustrates the optional electric motor  21   m , gears  21   n  and  21   z  to fine tune  21 φ angle. 
       FIG. 22A  illustrates the same VTOL/FWA of  FIG. 19A. 22   i  are instrument and control panels.  22   s ′ is the folded position of stairs  23   s  and extended walkway  23   f .  23   h ′ are hydraulics in rest position, each controls a leg  23   r .  23   n  are knees including knee controls.  23   q  are feet including foot controls.  23   r ′ are leg  23   r  in rest position. 
       FIG. 22B  illustrates the transition flight from hover to low-speed forward flight. This is done by first unlocking  19   w  from fuselage  19   f . Then use RCJ jets  17   j , at  19   w  wing tips, to rotate  19   w  180° (= 21 φ= 19 φ). Simultaneously, lock FW  19   w ′ on fuselage  19   f  and use RCJ jets  17   j ′, at  19   w ′ wing tip, to counter rotate  19   w ′ and  19   f  together until  19   q  completes 180° rotation and simultaneously the fuselage  19   f  is pointing at the desired location. 
       FIG. 22C  illustrates the transition flight from low-speed to high-speed forward flight. This is done by simultaneously lower  19 β and  19 β′, adjusting all TR-propellers  15   a  power and all flap  16   f  deflections until desired forward speed at desired altitude are achieved. 
       FIG. 23A  illustrates a VTOL/FWA in backward level flight M (0)   32  with all its feet  23   q  pushing firmly against the window  23   y  outside wall. This is also labeled as ALFH (Anchored-Level-Flight-Hover) state during window rescue mission. The telescopic walkway  23   f ′ and stairs  23   s  are extended out from their folded position  22   s ′ to the building floor  23   x . This allows people marooned inside the building to walk horizontally along dashed-line-arrows path  23   v , into the rescue VTOL/FWA waiting outside the window  23   y.    
       FIG. 23B  illustrates the top view of  FIG. 23A . The stability of VTOL/FWA during the ALFH state is maintained by sensors  23   j  located at each foot  23   q  and at fuselage nose. Large disturbances are controlled by TR-propellers RPM, flap  16   f  deflections or by optional propellers at  19   p ′. Small disturbances are corrected by tilting one FW&#39;s  19   w ′ wing-tip RCJ jets  17   j′  90° so that these jet thrust vectors  17   t ′ are perpendicular to the other  19   w  FW&#39;s wing-tip RCJ jet  17   j  thrust vectors  17   t . These perpendicular jet thrust vectors ( 17   t  and  17   t ′) are used to correct small variations of the VTOL/FWA&#39;s pitch, roll and yaw disturbances. In addition, the magnitude of each jet pulse can be controlled by changing: pulse duration  20   n , amount of fuel injected per cycle  17   k ′, spark-energy per cycle, etc., as illustrated in  FIG. 20 . 
       FIG. 23C  illustrates a VTOL/FWA walking on building wall  23   z . This is done by using on-board computer to select and free one foot  23   q ′ at a time from the wall and then place this foot  23   q ′ in a different location on the wall. By repeating this walking process with different foot  23   q  until the rear-end of VTOL/FWA is accurately aligned to the window opening. 
     Alternately, all feet  23   q  can be wheels, with electric motors at wheel hubs to drive this VTOL/FWA (in LFAH state) in all directions on a relatively smooth building outside wall. 
     Also, by changing VTOL/FWA from ALFH state to Backward-Ascent/Descent state or yaw maneuver. This will allow the net backward force developed on both FW to push this VTOL/FWA with wheel feet around on the building wall. 
       FIG. 24  illustrates the VTOL/FWA in Horizontal High Rise Building Window Rescue Mission (HHRBWRM) sequence: (1)  24   a : VTOL/FWA in high speed level fight towards a high rise building  23   z ; (2)  24   b : reducing VTOL/FWA forward speed by tilting both FWs  19   w  and  19   w ′ upwards  20 β and  20 β′ and adjusting all  15   a  RPMs and all flap  16   f  deflections  16 δ; (3)  24   c : after achieving the desired altitude and heading ψ to about 100 meters in front of the high rise building window  23   y . Rotate  19   w  180°= 19 φ ending with VTOL/FWA hovering with its rear-end point at window. (4)  24   d : Perform backward level flight until all feet  23   q  are pushed firmly on building wall  23   z  near window  23   y . If required, perform walking maneuver ( FIG. 23C ) to accurately align VTOL/FWA to window opening, before extending walkway  23   f ′; (5)  24   e : break the window  23   y  then extend the stairs  23   s  into the room floor  23   x ; (6)  24   f : after people have walked horizontally into the hovering rescue VTOL/FWA ( FIG. 23A ), slowly retract  23   s  then push VTOL/FWA away from the building by adjusting  19   w  and  19   w ′ tilt angles  20 β and  20 β′ and/or  19   w  and  19   w ′ TR-propellers RPMs and/or use wing tip RCJ  17   j  to push VTOL/FWA away from the building  23   z . Finally, retract the telescoping walkway  23   f ′ and fold back the stairs  23   s  to  22   s ′ position; and (7)  24   g : rotate  19 φ the FW  19   w  180° to achieve the desired VTOL/FWA heading ψ, tilt both  20 β and  20 β′ and flaps  16   f  down close to their respective horizontal positions for high-speed forward level flight towards a desired landing site.