Abstract:
An aircraft capable of sustained flight including a fuselage and a spiral-formed flat-section right hand and left hand wing positioned in generally horizontally opposing relation along either side of the fuselage. Each wing is formed of an elongated flat panel or plate having generally parallel leading and trailing edges, the length of the panel being substantially greater than its width, the width being substantially greater than its thickness. The forward and rearward ends of each wing are movably connected within forward and rearward longitudinal channels of the fuselage. By appropriate controlled linear and rotational movement of the wing ends, in combination with a conventional rudder of an upright rear stabilizer fin of the fuselage, all aerodynamic flight path variable control is accomplished. Both single and multiple spiral-turned wings are provided.

Description:
BACKGROUND OF THE INVENTION 
     1. Scope of Invention 
     This invention relates generally to aircraft having a unique wing configuration, and more particularly to an aircraft for sustained flight which includes a pair of spiral wound wings which extend along either side of the fuselage. 
     2. Prior Art 
     In additional to conventional Bernoulli-effect type or planar-type wings for aircraft wherein lift is achieved by creating a lower pressure on the upper surface of the conventional wing, a number of uniquely configured lifting members for aircraft are disclosed in prior art. 
     A uniquely configured wing arrangement known as a &#34;ring airfoil&#34; is well known. The ring airfoil is constructed as a body substantially presenting rotational symmetry, i.e. being substantially cylindrical. One such devices is disclosed in U.S. Pat. No. 3,017,139 invented by Binder. Another ring or &#34;annular&#34; winged airplane is disclosed in a model form invented by Howell in U.S. Pat. No. 3,903,639. In this invention, two separate annular wings, one at each end of the fuselage, are disclosed. 
     Bruning, in U.S. Pat. No. 3,653,609 teaches a lifting body for an aircraft in the form of an inverted horizontally oriented semi-cylinder connected over a fuselage. A flying toy, including an annular or tubular aerodynamic member, is disclosed in U.S. Pat. No. 4,248,007 invented by Gamburd. A self-propelled lighter than air airship is disclosed in U.S. Pat. No. 4,967,983 to Motts having an annular or toroidal airfoil fuselage which houses elongated gas cells for lift. 
     A number of other uniquely configured, but less related wing structures for aircraft are disclosed in the following U.S. Patents: 
     
         ______________________________________  4,306,856    Walker  5,102,068    Gratzer  3,135,202    Herrmann  4,886,224    Joy  4,560,358    Adler  4,790,788    Hill  3,135,484    Herrmann  4,456,265    Adler______________________________________ 
    
     The present invention provides an aircraft for self sustained flight which includes a pair of side-by-side spiral wound wings each of which are formed of an elongated semi-flexible flat panel or plate which provide both necessary flight-sustaining lift and maneuverability. Maneuverability is achieved by the unique linear and rotational movement of each end of each wing structure, in combination with a conventional rudder arrangement. By this invention, extreme simplicity, compactness for storing small aircraft in relatively small enclosures without disassembly and which will maneuverably fly at safe low levels, landing in relatively short runways. 
     BRIEF SUMMARY OF THE INVENTION 
     This invention is directed to an aircraft capable of sustained flight including a fuselage and a spiral-formed flat-section right hand and left hand wing positioned in generally horizontally opposing relation along either side of the fuselage. Each wing is formed of an elongated semi-flexible flat panel or plate having generally parallel leading and trailing edges, the length of the panel being substantially greater than its width, the width being substantially greater than its thickness. The forward and rearward ends of each wing are movably connected within forward and rearward longitudinal channels of the fuselage. By appropriate controlled linear and rotational movement of the wing ends which resiliently deforms or reshapes the wing(s) correspondingly, in combination with a conventional rudder of an upright rear stabilizer fin of the fuselage, full aerodynamic flight path variable control is accomplished. Both single and multiple spiral-turned wings are provided. 
     It is therefore an object of this invention to provide an aircraft which includes a uniquely configured spiral formed wing arrangement positioned and extending laterally along each side of a fuselage. 
     It is another object of this invention to provide a unique aircraft which is extremely compact for transport and storage in relatively small enclosures without disassembly. 
     It is another object of this invention to provide a unique aircraft which does not rely upon a Bernoulli principal for achieving sustained flight. 
     It is another object of this invention to provide an aircraft which includes a spiral wound wing formed of conventional flat semi-flexible panel material of a sufficient strength to sustain airlift during flight and yet be sufficiently flexible to be resiliently deformed to accomplish maneuvering, takeoff and landing. 
     It is another object of this invention to provide an aircraft having a pair of spiral wound wings which afford full maneuverability during flight, safe low level flight and relatively short runway requirements for landing and takeoff. 
     It is another object of this invention to provide a unique aircraft for sustained flight which is adaptable to both single and multiple spiral wound wings for a broad range of load carrying capacity. 
     In accordance with these and other objects which will become apparent hereinafter, the instant invention will now be described with reference to the accompanying drawings. 
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS 
     FIG. 1 is a front elevation view of one embodiment of the invention. 
     FIG. 2 is a front elevation view of another embodiment of the invention. 
     FIG. 3 is a side elevation view of the invention shown in FIG. 1. 
     FIG. 4 is a top plan view of FIG. 3. 
     FIG. 5 is a bottom plan view of FIG. 3. 
     FIG. 6 is a side elevation view similar to FIG. 3 depicting relative wing movement to accomplish maneuvering of the aircraft. 
     FIG. 7 is a top plan view of FIG. 6. 
     FIG. 8 is a view similar to FIG. 7 depicting an opposite relative movement of the wings with respect to the fuselage. 
     FIG. 9 is a side elevation view of a double spiral wound wing embodiment of the invention. 
     FIG. 10 is a top plan view of FIG. 9. 
     FIG. 11 is a bottom plan view of FIG. 9. 
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
     Referring now to the drawings, and particularly to FIGS. 1 to 5, one embodiment of the invention is shown generally at numeral 10 which is directed to a pair of spiral wound wings 14 and 16 connected and extending along either side of an elongated fuselage 12. Each of the wings 14 and 16 is formed of a length of a flat elongated semi-rigid, resiliently deformable panel or plate material having a flat length-to-width ratio of about 7:1 and a width-to-thickness radio of about 100:1. As seen in FIG. 1, the right wing 14 is spiral wound in a counterclockwise (CCVV) direction as viewed from the front of the aircraft, while the left wing 16 is wound in a clockwise (CVV) direction. Each wing 14 and 16 is thus wound around an imaginary cylinder positioned in horizontally opposing fashion and extending along either side of the fuselage 12. The preferred ratio of overall spiral-configured wing length to the diameter of each imaginary cylinder which defines the diameter of each wing 14 and 16 is in the range of approximately 5:1, but may be in a broader range of about 3:1 to 7:1. 
     The aircraft 10 also includes a propulsion means 30 which may be in the form of either a conventional propeller driven engine arrangement, a ducted fan type propulsion means or the like. An upright vertical fin 18 supporting a controllably pivotable rudder 20, in combination with movement to the wings 14 and 16 as will be described herebelow, provide both additional turning maneuverability and the ability to slip the aircraft in either direction on landing. 
     As seen in comparing FIGS. 1 and 2, the spiral wing arrangement may include spiral wings 14 and 16 which are positioned vertically generally even with the longitudinal axis of the fuselage in FIG. 1 or may be displaced either upwardly or downwardly with respect to the fuselage 12&#39; without affecting performance as contemplated by this invention. Additionally, in FIG. 2, propulsion means 32 may be positioned within the cylindrical projection of each of the wings 14&#39; and 16&#39;. 
     The forward ends 14a and 16a are connected within channels 22 and 24 of fuselage 12 so as to be independently movable longitudinally with respect to fuselage 12 in the direction of arrows A and B, respectively. Linear actuators 34 and 36, operably connected to these forward wing ends 14a and 16a, respectively, provide this controlled movement. 
     As seen in FIGS. 3 and 4, the forward ends 14a and 16a are also rotatable about an axis horizontal and transverse to the fuselage 12 in the direction of arrow G. An actuator 42 accomplishes this independent rotational input for each wing 14 and 16 by output rotation in the direction of arrow E. 
     Although it is preferred that the rearward ends 14b and 16b of wings 14 and 16, respectively, be rigidly secured into a longitudinally oriented channel 28 in the rearwardly section of the fuselage 12, optional maneuverability is also accomplished by linear actuators 38 and 40 independently moving the rearward ends 14b and 16b in the direction of arrows C and D, while rotational actuators 44 and 46 also independently rotate the rearward ends 14b and 16b in the direction of arrow H by rotation of the actuators 44 and 46 in the direction of arrow F. 
     Referring additionally to FIGS. 6, 7 and 8, relative linear movement of each end of one spiral wing is there shown. In FIGS. 6 and 7, the forward end 16a of wing 16 is moved rearwardly in the direction of arrow B by linear actuator 36 while the rearward end 16b is moved forwardly in the direction of arrow D by linear actuator 40. The relative spiral shape of each wing 14 and 16 with respect to one another is thus generally depicted and shows that the leading edge 16c also moves rearwardly with respect to leading edge 14c. Additionally, the diameter of wing 16 is increased with respect to wing 14. In FIG. 8, the forward end 14a of wing 14 is moved rearwardly in the direction of arrow A by linear actuator 34, while the rearward end 14b is moved forwardly in the direction of arrow C by linear actuator 38. Here again, the relative spiral shape of wing 14 with respect to wing 16 is depicted, showing the leading edge 14c being positioned rearwardly with respect to leading edge 16c, while the trailing edge 14d is positioned forwardly with respect to leading edge 16d as a result of the resilient deformation of the neutral configuration of wing 14. 
     It is due to this resilient deformation of each wing 14 and 16, when moved either linearly or rotational as above described, which requires that these wings 14 and 16 be of a semi-flexible, resilient nature. Once properly positioned, the wings 14 and 16 must generally maintain their shape integrity so as to sustain flight and their shape during each particular selected maneuver. However, being resiliently semi-flexible allows the various actuators to quickly reposition and reconfigure each wing 14 and 16 to accomplish the desired aircraft maneuver. 
     OPERATION OF AIRCRAFT 
     The aircraft 10 is thus maneuvered by controlled linear or rotational actuation of one or both ends of one or both spiral wings 14 and 16 as previously described. The following maneuvers and the corresponding wing configurations are listed in Table I herebelow. 
     
                       TABLE 1______________________________________Manuever  Wing Position______________________________________Climb     Activators 44 and 46 are evenly rotated CCW in     the direction of arrow F rotating the rearward     ends 14b and 16b CCW in the direction of arrow     H in FIG. 3.Right Turn     See FIGS. 6 and 7.Left Turn See FIG. 8.Right Slip     Same as right turn with rudder deflected to left.Descent   Power off. Both wing forward ends 14a and 14b     evenly moved forward in the direction of arrows     A and B by actuators 34 and 36.Nose Down Actuators 44 and 46 are evenly rotated CW in     the direction of arrow F rotating the rearward     ends 14b and 16b CW in the direction of arrow     H in FIG. 3.Cruise    Actuator 42 is rotated CCW in the direction of     arrow E rotating the forward ends 14a and 16a     CCW in the direction of arrow G in FIG. 3.Slow Flight     Actuator 42 is rotated CW in the direction of     arrow E rotating the forward ends 14a and 16a     CW in the directon of arrow G in FIG. 3.Vertical  Slow flight plus climb.Descent______________________________________ 
    
     Referring now to FIGS. 9, 10 and 11, a double-winged aircraft is shown generally at numeral 50 and includes a double wound pair of spiral wings 54 and 56. The forwardly wing portions 58 and 62 of wings 54 and 56, respectively, are wound about smaller imaginary cylinders positioned lengthwise straddling fuselage 52, while the rearwardly wing portions 60 and 64 of the wings 54 and 56, respectively, are spiral wound around a correspondingly larger imaginary cylinders coaxial with the corresponding smaller imaginary cylinder similarly positioned. 
     The forwardly wing ends 70 and 72 movably connected to the forwardly portion of fuselage 52 within longitudinal channels (not shown) for both linear movement in the direction of the arrows J and K by linear actuators 78 and 80 and for rotational movement in the direction of arrow N by rotational actuators 86 and 88. The rearwardly wing ends 74 and 76 are also movably connected within longitudinal channels (not shown) in a rearwardly portion of fuselage 52 for linear movement in the direction of arrows L and M by linear actuators 82 and 84 and for rotational controlled movement in the direction of arrow P by rotational actuators 90 and 92. 
     As previously described, wing 54 is spiral wound in a counterclockwise (CCW) direction when viewed from the front of the aircraft 50, while wing 56 is spiral wound in a clockwise (CW) direction with respect thereto. A vertical stabilizer fin 94 having a pivotal rudder 96 may also be provided to enhance maneuverability and to facilitate conventional side slips during landing but in this embodiment 50, are not required or preferred. 
     The advantages of this embodiment 50 of the invention are to provide a very stable aircraft having a wider availability of both linear and rotational movement of the attaching points between the wings 54 and 56 and the fuselage 52. Carrying capacity is also increased. In this embodiment 50, the forwardly portions 58 and 62 of the wing 54 and 56 are smaller than the rearwardly portions 60 and 64 as previously described. However, these wing portions may be of a similar diameter or reversed to accomplish variations in load balance and flight characteristics. 
     In lieu of, or in addition to, linear and rotational movement of the forward ends 70 and 72 and rearward ends 74 and 76 of wings 54 and 56, respectively, the central portion at 66 and 68 may also be made both rotationally movable in the direction of arrow T and linearly moveable in the direction of arrows R and S. With such mid wing control, pitch of the airplane 50 is controlled by moving the mid wing points 66 and 68 forwardly and rearwardly in the directions of arrows R and S, while turns and banks are controlled by CW and CCW rotation in the direction of arrows T. 
     In this embodiment 50 the installed overall length-to-width radio of the aircraft 50 is in the range of 4:1, allowing a proportionately narrower width to achieve approximately the same wing area for sustaining flight as aircraft 10 which has a preferred length-to-width ratio of about 5:1. 
     In addition to providing for variations between the spiral diameters between forward and rearward wing portions of this embodiment 50, the wing width or cord may also be varied to achieve further variable lift characteristics between these two wing portions. 
     While the instant invention has been shown and described herein in what are conceived to be the most practical and preferred embodiments, it is recognized that departures may be made therefrom within the scope of the invention, which is therefore not to be limited to the details disclosed herein, but is to be afforded the full scope of the claims so as to embrace any and all equivalent apparatus and articles.