Abstract:
A hollow elliptical-cylindrical hull conformingly houses a hollow rectangular-prismatic cabin whereby the four longitudinal parallel outside edges of the latter make contact with the inside surface of the former. The fully constructed aircraft (either non-powered or powered) includes the integral hull-plus-cabin structure along with nose, tail and airfoil structures that are coupled therewith. The cabin conformingly accommodates hollow rectangular-prismatic modules useful for cargo storage. While the nose and/or tail structure is uncoupled from the integral hull-plus-cabin structure, the modules are inserted into the cabin and the cabin is sealed. The aircraft is lifted (e.g., via airplane, helicopter, rocket or balloon) to a particular elevation and released, whereupon the two wings fully emerge and the aircraft effects controlled flight until reaching its destination. After landing, the nose and/or tail structure is uncoupled from the integral hull-plus-cabin structure, the cabin is unsealed, and the modules are removed from the cabin.

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS  
       [0001]     This application claims the benefit of U.S. Provisional Application Ser. No. 60/479,847, filed 20 Jun. 2003, inventors David W. Byers, Gary A. Hall, Graham D. Hunter, Colen G. Kennell, Aleksander B. Macander, Judah H. Milgram and Jason D. Strickland, entitled “Unmanned Aerial Vehicle for Logistical Delivery,” incorporated herein by reference.  
     
    
     STATEMENT OF GOVERNMENT INTEREST  
       [[0002]]     The invention described herein may be manufactured and used by or for the Government of the United States of America for governmental purposes without the payment of any royalties thereon or therefor. 
     
    
     BACKGROUND OF THE INVENTION  
       [0003]     The present invention relates to unmanned vehicles and to methods and systems utilizing unmanned vehicles, more particularly to same involving air transportation.  
         [0004]     The United States Navy desires that its forces have a logistics sustainment projection power of up to 200 nautical miles, which is the typical distance from a ship launch point to the preplanned delivery or receipt point on land. Logistics presently available to U.S. forces operating in the littoral and more inland regions of the world depend on supplies being shipped in a conventional manner using existing air-based, ship-based or land-based assets. These methods of delivery, generally encompassed by what is referred to as the “iron mountain” approach, are ponderous. The iron mountain approach to cargo transport is constantly at risk of attack, is inherently expensive and requires considerable distribution logistics.  
         [0005]     Various U.S. Department of Defense troop components (e.g., the Marine Corps and the US Army Special Operations units) are actively pursuing advanced parachute and airdrop technologies such as high altitude, deployable, precision airdrop systems for payload weights in the range of 200 to 40,000 pounds. High altitude delivery significantly reduces but does not eliminate aircraft vulnerability. Moreover, considerable cost is associated with dedicated manned missions of this kind. Although aircraft risk and loss may be minimized or limited, cost remains a critical consideration.  
         [0006]     An unmanned vehicle is an autonomous or semi-autonomous craft that performs one or more functions as if one or more persons were aboard. In recent years developmental interest in unmanned land, sea, air and space vehicles and vehicle systems has increased for a variety of military and civilian applications. Unmanned vehicle use has potential economic and risk benefits. Especially attractive is the ability of unmanned vehicles to perform dangerous or hazardous tasks without risk to humans. “Unmanned aerial vehicles” (abbreviated “UAVs”) are also referred to as “unpiloted aircraft” or “flying drones.” 
         [0007]     The following U.S. patent documents, incorporated herein by reference, are informative about unmanned aerial vehicles or control systems pertaining thereto: Grieser U.S. Pat. No. 6,471,160 B2 issued Oct. 29, 2002; Nicolai U.S. Pat. No. 6,409,122 issued Jun. 25, 2002; Martorana et al. U.S. Pat. No. 6,392,213 issued May 21, 2002; Schwaerzler U.S. Pat. No. 6,377,875 B1 issued Apr. 23, 2002; Leibolt U.S. Pat. No. 6,286,410 B1 issued Sep. 11, 2001; Palmer U.S. Pat. No. 6,260,797 B1 issued Jul. 17, 2001; Drymon U.S. Pat. No. 6,176,451 B1 issued Jan. 23, 2001; Brum et al. U.S. Pat. No. 6,116,606 issued Sep. 12, 2000; Woodland U.S. Pat. No. 6,056,237 issued May 2, 2000; Mclngvale U.S. Pat. No. 5,716,032 issued Feb. 10, 1998; Eiband et al. U.S. Pat. No. 5,240,207 issued Aug. 31, 1993; Yifrach U.S. patent application Publication 2003/0001045 A1 published Jan. 2, 2003. The following paper, incorporated herein by reference, is also pertinent: Jeff Fisher and Sean Wellman, “Semi-Rigid Deployable Wing (SDW) Advanced Precision Airborne Delivery System,” AIAA-97-1495, 14 th  AIAA Aerodynamic Decelerator Systems Technology Conference, San Fransico, Calif. Jun. 3-5, 1997 pages 224-253, American Institute of Aeronautics and Aeronautics, Inc. 1997.  
       SUMMARY OF THE INVENTION  
       [0008]     In view of the foregoing, it is an object of the present invention to provide a methodology for effecting military logistical payload delivery in a safe, reliable, effective and economical manner.  
         [0009]     The present invention provides method, apparatus and system suitable for meeting logistics delivery requirements of the U.S. Navy. The inventive methodology is based on the launching of a gliding vehicle (e.g., “glider”) from a land-based, sea-based or air-based platform. As contemplated by the inventors, typically the launch platform will be located far offshore, wherein the unmanned payload vehicles will be launched from any of a variety of non-dedicated air and naval platforms operating at risk-free standoff distances from hostile shores. The present invention represents a supply-and-distribution approach for payload delivery to small operational troop units on an as-needed basis, using inexpensive, autonomous, un-powered, quiet, unmanned payload vehicles.  
         [0010]     Typical embodiments of the inventive apparatus are suitable for inclusion by an air transport vehicle. The inventive apparatus comprises a hollow cylinder, a plurality of minor boxes for containing cargo, and a major box for containing the minor boxes. The hollow cylinder and the major box are joined so that the major box has four parallel edges touching the hollow cylinder. The minor boxes each fit within the major box and are capable of introduction and withdrawal with respect to the major box.  
         [0011]     A typical cargo conveyance system in accordance with the present invention comprises an unmanned aerial vehicle and launching means. The unmanned aerial vehicle includes a hollow cylinder, a major box and a plurality of minor boxes. The major box is for containing the minor boxes. The minor boxes are for containing cargo. The hollow cylinder and the major box are joined so that the major box has four parallel edges touching the hollow cylinder. Each minor box fits within the major box and is capable of introduction and withdrawal with respect to the major box. The launching means is for moving (e.g., elevating or boosting) the unmanned aerial vehicle to a selected altitude, and typically to a selected position (e.g., geographic location) as well. The unmanned aerial vehicle and the launching means are separable when the unmanned aerial vehicle reaches the selected altitude. According to usual inventive practice, the launching means includes an airplane, a helicopter, a rocket or a balloon.  
         [0012]     A typical inventive method for conveying cargo comprises: providing a fuselage section including a hollow cylinder and a major box, the hollow cylinder and the major box being joined so that the major box has four parallel edges touching the hollow cylinder; depositing cargo inside at least one minor box that fits inside said major box; placing at least one minor box inside the major box; uniting the fuselage section, a nose section, a tail section and plural airfoils, thereby forming at least a portion of an aerial vehicle; and, causing the aerial vehicle to be airborne while carrying the cargo. Many preferred inventive embodiments provide for an aerial vehicle that is an unmanned aerial vehicle. The moving of the unmanned aerial vehicle to a selected altitude and/or position (e.g., longitudinal and/or latitudinal position) includes the causing of the unmanned aerial vehicle to be airborne and the separating of the unmanned aerial vehicle and the moving means when the unmanned aerial vehicle reaches the selected altitude and/or position.  
         [0013]     The present invention&#39;s system, which the inventors style the “Advanced Logistics Delivery System” (acronymously designated “ALDS”), supports the need to deliver supplies to dispersed U.S. special operational units located in rear offshore locations, and supports the need to do so reliably, on demand, twenty-fours hours a day and independently of environmental conditions. Of primary import to inventive practice, the inventive ALDS uses a low cost, disposable, unmanned, autonomous and un-powered aerial vehicle that can be operated off of a variety of launch platforms. It is anticipated that, as typically embodied if adopted by the U.S. Navy, the inventive ALDS will be capable of meeting long distance delivery goals (e.g., delivering up to 1,000 pounds or more of payload over a distance of up to 200 nautical miles) at low cost.  
         [0014]     For most applications, the inventive UAV is preferably a glider. A glider is an un-powered vehicle (for which no fuel is required), the flight of which is based essentially on gravity and aerodynamics. A powered vehicle advantageously affords greater range as compared with a glider. However, unlike a glider, a powered vehicle is a potential source of an acoustic (e.g., noise) and/or infrared signature. Moreover, generally speaking, powered aircraft are more expensive than un-powered aircraft to develop and manufacture. Nevertheless, both powered aircraft, and glider aircraft will have a visual signature. In addition, in contrast to un-powered flight, powered flight might involve sacrifice of some storage space, due to the necessary accommodation of aircraft engines and other machinery related to powering the vehicle.  
         [0015]     For most applications, the present invention&#39;s unmanned payload-carrying vehicle includes a body and a pair of wings. The inventive glider&#39;s body includes a nose, a fuselage (to be utilized for carrying a payload) and an empennage (i.e., a tail). The wings include port and starboard aerodynamic surfaces and are characterized by port and starboard airfoils. The inventive glider represents a unique carrier that lends itself to inexpensive construction and is thus disposable on landing. The inventive glider preferably includes a low-cost, rigid, composite sandwich construction for the fuselage and empennage, and a low-cost energy-absorbent composite foam construction for the nose. The fuselage structure, the empennage structure and the nose structure are each characterized by adequate aerodynamic strength and rigidity. The inventive glider&#39;s wings, which are initially stowed inside or adjacent to the fuselage, deploy to full extension (e.g., full inflation or full unfolding) when, post launch, the glider reaches a predetermined elevation (e.g., apogee) and position (e.g., geographic location). The stiffened inflatable wings are deployed “on demand” while in flight at the selected elevation pursuant to preprogrammed criteria.  
         [0016]     According to current logistics practices, the “iron mountain” approach is followed for purposes of re-supplying troops in the field. Basically, the iron mountain approach implies that there is one large central deposit of supplies, that these supplies are originally brought in by ship or heavy air transport, and that these supplies are then distributed to smaller Special Operations (“Spec Ops”) troop units operating far afield. Dedicated transport by air (e.g., helicopter, etc.) or by land (e.g., truck, pack mule, etc.) is required to accomplish the distribution and breakdown of these smaller amounts of supplies, thereby putting personnel operating these transport vehicles in harm&#39;s way. In addition to carrying a considerable personal risk, the iron mountain distribution system is economically inefficient, since personnel and equipment are better used for fighting rather than for transporting goods.  
         [0017]     In contrast, the present invention&#39;s ALDS implements unmanned aero-glide, un-powered, autonomous payload vehicles that can carry smaller amounts of supplies for delivery to Spec Ops troops in the field. The inventive supply approach is essentially characterized by low risk to personnel because they will tend to be out of harm&#39;s way. The inventive system can be practiced at a fraction of the cost that would obtain if the delivery vehicle were manned. The inventive ALDS is based on an un-powered, expendable delivery UAV (unmanned aerial vehicle) that is noiseless and hence more suitable for covert operations than is a powered vehicle.  
         [0018]     The inventive system will not only be capable of achieving Spec Ops cargo delivery, but will also be capable of performing tactical surveillance and monitoring of any ground activity of interest in real time, via simple onboard video telemetry, as the unmanned vehicle glides in to target. The inventive system&#39;s vehicle configuration, its dimensional characteristics and/or its payload capacity (currently envisioned to be approximately 1,000 pounds) can be designed to suit requirements of multifarious civilian and/or military applications such as those involving humanitarian missions.  
         [0019]     Various aspects of the present invention are disclosed by the following paper, incorporated herein by reference: Judah Milgram, Jason Strickland, Alexander Macander and Graham Hunter, “Autonomous Glider Systems for Logistics Delivery,” presented at the AUVSI (Association for Unmanned Vehicle Systems International) 2003 Unmanned Systems Symposium and Exposition, Baltimore Convention Center, Baltimore, Md., Jul. 15-17, 2003. This paper, coauthored by four of the present inventors, is included pre-presentation as “Appendix A” (15 pages) in the aforementioned U.S. Provisional application. In addition, future publication is planned of a U.S. Navy technical report, to be published by the Naval Surface Warfare Center, Carderock Division, 9500 MacArthur Boulevard, West Bethesda, Md., 20817-5700.  
         [0020]     Other objects, advantages and features of the present invention will become apparent from the following detailed description of the present invention when considered in conjunction with the accompanying drawings. 
     
    
     BRIEF DESCRIPTION OF THE DRAWINGS  
       [0021]     In order that the present invention may be clearly understood, it will now be described, by way of example, with reference to the accompanying drawings, wherein like numbers indicate the same or similar components, and wherein:  
         [0022]      FIG. 1  is a perspective view of an embodiment, in accordance with the present invention, of a fuilly assembled unmanned aerial vehicle (UAV) with both its wings fully deployed.  
         [0023]      FIG. 2  is a perspective view, similar to  FIG. 1 , of the inventive embodiment shown in  FIG. 1 , wherein the wings are shown bent while the inventive UAV is in glide mode.  
         [0024]      FIG. 3  is an elevation view of the inventive embodiment shown in  FIG. 1 .  
         [0025]      FIG. 4  is a plan view of another inventive embodiment of a fully assembled, fully deployed UAV, this embodiment being characterized by a slightly lower aspect ratio than characterizes the embodiment shown in  FIG. 1 .  
         [0026]      FIG. 5  is a table listing basic design characteristics of an inventive UAV such as that shown in  FIG. 4 .  
         [0027]      FIG. 6  is a cross-sectional plan view of the body of the inventive UAV shown in  FIG. 1 , particularly illustrating the box-shaped container that forms part of the fuselage.  
         [0028]      FIG. 7  is a cross-sectional elevation view of the body of the inventive UAV shown in  FIG. 1 , like  FIG. 6  illustrating the box-shaped container that forms part of the fuselage, also showing the wings in an un-deployed condition.  
         [0029]      FIG. 8  is a computer-generated perspective view of the box-shaped container shown in  FIG. 6 , wherein geometric lines illustrate dimensions of the box-shaped storage compartments that are housed inside the box-shaped container.  
         [0030]      FIG. 9  is a computer-generated perspective view of the fuselage of the inventive UAV shown in  FIG. 1 , particularly illustrating how the fuselage includes, as an integral unit, (i) a cylindrical shell (the main exterior component of the fuselage) and (ii) a box-shaped container (the main interior component of the fuselage) such as that shown in  FIG. 6 , wherein the four longitudinal outside edges of the box-shaped container are contiguous with respect to the inside surface of the cylindrical shell.  
         [0031]      FIG. 10  is a computer-generated perspective view of the rounded nose of the inventive UAV shown in  FIG. 1 .  
         [0032]      FIG. 11  is a computer-generated perspective view of the tri-airfoil tail (empennage) of the inventive UAV shown in  FIG. 1 .  
         [0033]      FIG. 12  is a perspective view of a box-shaped container such as that shown in  FIG. 8 , particularly illustrating the coupling and uncoupling of the container&#39;s end face with respect to the rest of the container.  
         [0034]      FIG. 13  is a transparent version of the perspective view shown in  FIG. 12 , particularly illustrating the housing of individual box-shaped compartments inside the box-shaped container.  
         [0035]      FIG. 14  is a perspective view of a box-shaped compartment such as that shown in  FIG. 13 .  
         [0036]      FIG. 15  is a cross-sectional elevation end view of a fuselage such as that shown in  FIG. 9 , illustrating the union of the cylindrical shell and the box-shaped container wherein the longitudinal edges of the box-shaped container are touching the inside surface of the cylindrical shell, also illustrating how the trapezoidal cross-sectional shape of the box-shaped container&#39;s interior space facilitates, in combination with a railing assembly, the introduction of conformal box-shaped compartments into the box-shaped container&#39;s interior space.  
         [0037]      FIG. 16  is a cross-sectional elevation end view, similar to the view shown in  FIG. 15 , of a fuselage such as shown in  FIG. 9 , illustrating the union of the fuselage shell and the box-shaped container wherein the longitudinal edges of the box-shaped container are touching the inside surface of the cylindrical shell, also illustrating how conformal box-shaped compartments can be introduced into the box-shaped container&#39;s interior space in the absence of facilitative mechanism such as that shown in  FIG. 15 .  
         [0038]      FIG. 17  is a chord-wise cross-sectional view of a typical wing according to inventive embodiments in which the two wings are inflatable, particularly illustrating the arrangement of four span-wise, inflatable, tubular spars through each wing.  
         [0039]      FIG. 18  is a graph illustrating sizing considerations of inflatable wings according to inventive practice.  
         [0040]      FIG. 19  is a partial cross-sectional view, diagrammatically rectilinear for illustrative purposes, of the composite three-layer “sandwich” structure of a typical fuselage shell or tail casing in accordance with the present invention, wherein a foam layer is situated between two fiber-reinforced material layers.  
         [0041]      FIG. 20  is a partial cross-sectional view, diagrammatically rectilinear for illustrative purposes, of the composite two-system solid structure of a typical nose in accordance with the present invention, wherein a fiber-reinforced material skin overlay is situated upon a solid foam core.  
         [0042]      FIG. 21  is a table listing typical material properties of the fiber-reinforced plastic (FRP) skin portion of a sandwich composite such as depicted in  FIG. 19 , or of the fiber-reinforced plastic (FRP) skin overlay portion of a solid composite such as depicted in  FIG. 20 .  
         [0043]      FIG. 22  is a table listing typical material properties of the polyvinyl chloride (PVC) foam intermediate layer portion of a sandwich composite such as depicted in  FIG. 19 , or of the polyvinyl chloride (PVC) foam core portion of a solid composite such as depicted in  FIG. 20 .  
         [0044]      FIG. 23  is a graph illustrating typical relationships, according to inventive practice, among: the distance traveled from the original location to the destination; the distance traveled from the original location to the point of the launching vehicle&#39;s release of the inventive UAV; the distance traveled from the point of the launching vehicle&#39;s release of the inventive UAV to the destination; and, the altitude achieved by the inventive UAV at the point of the launching vehicle&#39;s release of the inventive UAV.  
         [0045]      FIG. 24  is a schematic of a typical inventive embodiment involving rocket launch, particularly illustrating the following sequence of events: the launch of the inventive UAV via rocket booster; the generally upward boosting of the inventive UAV until reaching apogee; the release at apogee of the inventive UAV closely followed by wing deployment of the inventive UAV; the gliding of the inventive UAV as it gradually descends toward the destination; and, the landing of the inventive UAV at the destination.  
         [0046]      FIG. 25  is a perspective (nearly elevation) view of a typical inventive ALDS embodiment involving helicopter launch.  
         [0047]      FIG. 26  is a perspective view of a typical inventive ALDS embodiment involving airplane launch, particularly illustrating parachute extraction and airdrop of the inventive UAV from the airplane.  
         [0048]      FIG. 27  is a perspective view of a typical inventive ALDS embodiment involving balloon launch.  
         [0049]      FIG. 28  is a perspective view diagram of a typical inventive ALDS embodiment in which the inventive UAV is parachuted down, the inventive UAV being situated vertically above the target location at an altitude suitable for parachute deployment by the inventive UAV.  
         [0050]      FIG. 29  is a perspective view diagram of a typical inventive ALDS embodiment in which the inventive UAV&#39;s box, shaped container is airdropped from the rest of the inventive UAV, the inventive UAV being situated vertically above the target location at an altitude suitable for parachute airdrop of the box-shaped container by the inventive UAV.  
         [0051]      FIG. 30  is a flow diagram of various stages and procedures according to a typical inventive ALDS embodiment. 
     
    
     DETAILED DESCRIPTION OF THE INVENTION  
       [0052]     Referring now to  FIG. 1  through  FIG. 3 , inventive glider  40  is an unmanned, disposable, mass-producible, structural vehicle. At least substantially made of composite materials, inventive glider  40  is relatively lightweight, yet is sufficiently robust to withstand loads associated with launch (especially, rocket launch), flight, landing and carrying cargo. Inventive glider  40  is sufficiently versatile to accommodate different launch methodologies. It can support two-hundred-mile military logistics missions, and allows for range variations.  
         [0053]     Inventive glider  40  includes a body  42  and a pair of wings (airfoils)  44 , viz., port wing  44   p  and starboard wing  44   s . Body  42  includes three body sections, viz., a nose  46 , a fuselage  48  and a tail  50 . Fuselage  48  is attached flush to rounded nose  46  at the front end  74  of fuselage  48 , and is attached flush to tail  50  at the back end  76  of fuselage  48 . Tail  50 , the entire empennage assembly, includes casing  96  and three stabilizers  52   p ,  52   s  and  52   t , circumferentially arranged at 120 degrees of separation as shown in  FIG. 3 . Wings  44  can also include control surfaces such as a pair of flaps and/or a pair of ailerons. Tail  50  can also include control surfaces such as a rudder or a pair of elevators.  
         [0054]     Reference is now made to  FIG. 4  and  FIG. 5 , which pertain to an inventive embodiment having a geometry that differs from that shown in  FIG. 1  through  FIG. 3 . In inventive practice, the stabilizers  52  need not be arranged 120 degrees apart such as shown in  FIG. 3 , representative of a “rocket/missile-style” stabilizer arrangement which is especially suitable for inventive ALDS embodiments involving a rocket  170  launch of glider  40 . Instead, for instance, stabilizers  52   p  and  52   s  can be horizontal stabilizers while stabilizer  52   t  (similarly as shown in  FIG. 3 ) is a vertical stabilizer. Particularly significant among the vehicle design (e.g., configurational and aerodynamic) characteristics presented in  FIG. 5  are the gross weight, the wingspan and the aspect ratio. The rate of descent at best glide speed may be less critical than some other design characteristics in inventive practice. According to many inventive embodiments, these and other characteristics will to some degree be similar to those of many recreational sailplanes. The inventive glider  40  shown in  FIG. 4  has an overall length of about 13.5 feet, based on a fuselage length of about 9 feet, a nose length of about 1.5 feet, and a tail length of about 3 feet. As distinguished from the inventive glider  40  shown in  FIG. 4 , the inventive glider  40  shown in  FIG. 1  through  FIG. 3  features a more slender wing design. A typical embodiment of the inventive glider depicted in  FIG. 1  through  FIG. 3  will have a span of 36 feet, a length of 13 feet, a gross weight of 1,500 pounds, a wing area of 118.4 square feet, and an aspect ratio of 11.  
         [0055]     Sailplanes have been manufactured with aspect ratios roughly varying between about eight and about forty, some even higher. Generally speaking, higher aspect ratios will tend to improve gliding capabilities (e.g., gliding distances), especially by reducing induced drag associated with wing tip vortices. The aspect ratio of 9.9, indicated in  FIG. 5 , is consistent with an aspect ratio on the order of ten, a minimum value characterizing some sailplanes. Known in the art are the important design considerations for glider aircraft, such as taught by the following definitive textbook (translated by joint inventor Judah H. Milgram), incorporated herein by reference: Fred Thomas,  Fundamentals of Sailplane Design , Judah Milgram, translator, 3 rd  edition, College Park Press, College Park, Md., 01 Sep. 1999. In the light of the instant disclosure, known glider design principles such as disclosed by Thomas can be successfully brought to bear in a variety of contexts by the ordinarily skilled artisan who seeks to practice the present invention.  
         [0056]     With reference to  FIG. 6  through  FIG. 16 , fuselage  48  includes a hollow cylindrical shell  62  and a hollow box-shaped storage container  64 . The geometric shape defined by the exterior surface  66  of container  64  can be synonymously described as a rectangular prism or a rectangular parallelepiped. The exterior surface  68  and the interior surface  70  of fuselage shell  62  each describe a cylindrical geometric shape. The interior surface  100  of fuselage shell  62  circumscribes the interior void  72  of fuselage shell  62 , the shell void  72  running axially-longitudinally through the interior of fuselage shell  62 . The interior surface  72  of container  64  can describe a rectangular prism (rectangular parallelepiped) shape (e.g., as shown in  FIG. 16 ) or another shape such as a regular trapezoidal prism shape (e.g., as shown in  FIG. 15 ). According to inventive principles, the design of fuselage shell  62  will entail consideration mainly of its aerodynamic purpose and its structural purpose. That is, shell  62  not only constitutes an aerodynamic fairing for container  64 , but also constitutes a structural component that, in combination with container  64 , results in a fuselage  48  having a requisite degree of structural integrity.  
         [0057]     The terms “cylinder,” “cylindrical,” “cone” and “conical,” as used herein, are defined herein in accordance with their broadest accepted meanings. The terms “cylinder” and “cylindrical” refer to any geometric surface generated by a straight line (“generatrix”) moving parallel to a fixed straight line and intersecting a fixed closed plane curve (“directrix”), wherein the fixed straight line is neither on nor parallel to the plane of the directrix. Otherwise expressed, a cylindrical surface is traced out by the generatrix, which moves parallel to itself and always passes through the directrix. The terms “cone” and “conical,” as used herein, refer to any geometric surface generated by a straight line (“generatrix”) passing through a fixed point (“vertex”) and intersecting a fixed closed plane curve (“directrix”), wherein the fixed point is not on nor parallel to the plane of the directrix.  
         [0058]     The terms “ellipse” and “elliptical” are intended herein to be descriptive in an approximative and inclusive geometric sense rather than in the strictest geometric sense. The terms “ellipse and “elliptical,” as used herein, refer to any closed plane curve wherein the sum of the distances of each point on the closed plane curve from two fixed points (the “foci”) is the same constant, or is approximately, generally or nearly so. As defined herein, the terms “ellipse” and “elliptical” subsume circularity. Technically speaking, the terms “circle” and “circular” denote equidistance everywhere of a closed plane curve from a fixed point (the “center”). As intended herein, a circle is a type of ellipse wherein the two foci are practically coincident, thus effectively representing a “center.” In other words, an “ellipse” as intended herein can be essentially characterized by “roundness” (having a shape like a circle) or by “ovalness” (having a shape like a stretched circle). Of course, ellipses and circles meeting their strict mathematical definitions necessarily meet the less strict definition of “ellipse” adopted herein. The term “ellipsoid” refers herein to a closed three-dimensional geometric surface all of the plane sections of which are “ellipses” as defined herein.  
         [0059]     According to usual inventive practice, the directrix of the cylindrical fuselage shell  62  describes a shape—whether circular or noncircular, elliptical or non-elliptical—that is characterized by symmetry either with respect to the center point of the closed planar curve, or with respect to a line bisecting the center point of the closed planar curve. The cylinder can be a “right” cylinder (i.e., the cylindrical shape is a “right” cylindrical shape), referring to the movement of the directrix so as to be perpendicular to the plane of the directrix; or, the cylinder can be an “oblique” cylinder (i.e., the cylindrical shape is an “oblique” cylindrical shape), referring to the movement of the directrix so as to be oblique (non-perpendicular) with respect to the plane of the directrix.  
         [0060]     According to typical inventive practice, the directrix describes an elliptical shape, either circular or non-circular. A non-circular elliptical cylindrical fuselage shell  62  has an elliptical cross-section, such as shown in  FIG. 1 ,  FIG. 2 ,  FIG. 3 ,  FIG. 9 ,  FIG. 15  and  FIG. 16 . Fuselage shell  62  is shown in the figures herein to describe a hollow, open-ended elliptical cylinder. The exterior surface  68  and the interior surface  70  of fuselage shell  62  each describe a cylindrical geometric shape that is non-circularly elliptical, the respective outer and inner elliptical shapes being geometrically similar to each other. Fuselage shell  62  is symmetrical about longitudinal geometric axis a, the imaginary axis of symmetry generally described by body  42 . Fuselage shell  62  is open at both of its longitudinal ends  74  and  76 . In the light of the instant disclosure, the ordinarily skilled artisan will readily envision the endless possibilities for the cross-sectional shape, circular and non-circular, of elliptically cylindrical fuselage shell  62 .  
         [0061]     As shown in  FIG. 10 , nose  46  has a non-circular elliptical cross-section. Nose  46  describes the shape of an extreme three-dimensional section of an ellipsoid. Nose  46  is symmetrical about longitudinal geometric axis a. In the light of the instant disclosure, the ordinarily skilled artisan will readily envision the endless possibilities for the cross-sectional shape, circular and non-circular, of sectionally ellipsoidal nose  46 . Some inventive embodiments provide for a less rounded shape of nose  46  than that shown in  FIG. 10 , e.g., a more pointed shape akin to that of a rocket&#39;s or missile&#39;s “nose cone. In fact, it is possible to practice the present invention so that nose  46  has a conical or near-conical shape closely resembling that of many rockets or missiles.  
         [0062]     As shown in  FIG. 11 , casing  96  of tail  50  has the shape of a non-extreme three-dimensional section of an elliptical cone, casing  96  as shown having a non-circular elliptical cross-section. Tail casing  96  is shown in  FIG. 4  to have a cone shape. Tail casing  96  is symmetrical about longitudinal geometric axis a. In the light of the instant disclosure, the ordinarily skilled artisan will readily envision the endless possibilities for the cross-sectional shape, circular and non-circular, of a conical or sectionally elliptically conical tail casing  96 .  
         [0063]     As illustrated in  FIG. 6 ,  FIG. 7 ,  FIG. 9 ,  FIG. 15  and  FIG. 16 , in the fully assembled fuselage  48 , fuselage shell  62  is coupled with and encloses storage container  64 , which is situated in the interior void  72  of fuselage shell  62 . Fuselage shell  62  represents a kind of aerodynamic “fairing” for storage container  64 . Fuselage shell  62  and storage container  64  are each symmetrical with respect to the same longitudinal geometric axis a. The horizontal long diameter of the shell  62  elliptical cross-section coincides with the horizontal long bisector of the container  64  rectangular cross-section; the vertical short diameter of the shell  62  elliptical cross-section coincides with the vertical short bisector of the container  64  rectangular cross-section.  
         [0064]     Shell  62  and container  64  together represent an integral structure. Storage container  64  has twelve exterior edges including four longitudinal edges, viz.,  78   a ,  78   b ,  78   c  and  78   d . Fuselage shell  62  encloses storage container  64  so that the four longitudinal edges  78  of storage container  64  are contiguous with the interior surface  70  of fuselage shell  62 , storage container  64  thereby lending a significant degree of structural support to fuselage shell  62 . For the vast majority of inventive embodiments, the combination of shell  62  and container  64  will be structurally “fixed” by virtue of the interrelationship of their respective geometries. A notable exception to this generalization is the combination of a circularly cross-sectioned shell  62  and a squarely cross-sectioned container  64 , a combination that would possibly lend itself to relative rotation of shell  62  and container  64  about the longitudinal geometric axis of symmetry a.  
         [0065]     Fuselage shell  62  and storage container  64  are shown herein to be longitudinally coextensive; that is, the front end  74  and the back end  76  of fuselage shell  62  are even, respectively, with the front end face  86   e  and the back end face  86   f  (or the front end face  86   f  and the back end face  86   e ) of storage container  64 . Nevertheless, in accordance with inventive principles, it is neither essential that shell  62  and container  64  have equal lengths, nor essential that one or both ends of fuselage  48  be characterized by evenness of shell  62  and container  64 . Depending on the inventive embodiment, storage container  64  can be shorter than, equal to, or greater than fuselage shell  62 . According to most inventive embodiments, storage container  64  will be equal in length or shorter than fuselage  62 , and will fall within the length of the fuselage shell  62 . Nevertheless, according to some inventive embodiments, container  64  will be longer than shell  62 , and/or will protrude from at least one end of shell  62 .  
         [0066]     Fabrication of fuselage  48  can involve the use of any of various known techniques for making composite structures. For instance, shell  62  and container  64  can be separately manufactured to suitable tolerances, and then coupled by fitting container  64  inside of shell  62 . Shell  62  can be made using composite manufacture techniques such as filament winding or extrusion. Container  64  can be made using composite manufacture techniques such as resin transfer molding (RTM). It is also possible to create shell  62  directly around container  64 , such as by providing four removable mandrel sections and placing them adjacent to container side (lengthwise) faces  86   a ,  86   b  ,  86   c ,  86   d  (thereby forming the desired inside cylindrical shape of the shell  62 ), filament winding composite material around the crafted mandrel, and removing the four mandrel sections.  
         [0067]     Storage container  64  thus has two primary functions. Firstly, storage container  64  is suitable for containing cargo—i.e., any of a variety of objects. Secondly, storage container  64  lends structural strength to fuselage  48  specifically and to inventive glider  40  generally. The container&#39;s propitious structural influence on the fuselage&#39;s structure strength may be furthered as the cross-sectional shape of the shell more closely approximates a “purely” circular or “purely” elliptical shape (“purely” in terms of their strict mathematical definitions), as the structural engineering associated with the symmetrical balance drawn between the shell and the container may tend to be more favorable as the shell&#39;s cross-sectional shape approaches circular or elliptical purity. In addition, the container&#39;s augmentation of the fuselage&#39;s structural strength may be enhanced by the presence of cargo within storage container  64 , especially when the cargo includes modules such as box-shaped (rectangular prism or rectangular parallelepiped) storage compartments  80 , particularly well shown in  FIG. 8  and  FIG. 13  through  FIG. 16 .  
         [0068]     Storage compartments  80  are conformal with respect to the interior surface  72  of storage container  64 . As shown in  FIG. 13  through  FIG. 16 , each storage compartment  80  has an interior storage space  84  and, on the exterior, is dimensionally and geometrically compatible with storage container  64 . By virtue of this configurational concordance, a compartment  80  that is introduced within container space  82  (i.e., inside interior container surface  72 ) will directly lend structural strength to storage container  64 , and hence will indirectly lend structural strength to fuselage  48 . The imparting by the compartments  80  of structural strength will tend to increase in accordance with increasing numbers of compartments  80  and increasing extents to which compartments  80  fill or occupy container space  82 . Optimal contribution of structural strength by compartments  80  may occur when compartments  80  are stacked end-to-end (between front end  74  and back end  76 ) within container space  82  so as to completely or nearly completely occupy container space  82 . Furthermore, this kind of structural enhancement by the compartments  80  may be especially manifest when the compartments  80  themselves are stuffed with cargo (and hence strengthened thereby) within their respective compartment spaces  84 .  
         [0069]     Storage container  64 , exteriorly shaped like a rectangular parallelepiped or rectangular prism, is a six-faced (six-sided) box-like structure that forms a closed figure on five exterior faces, viz., container side faces  86   a ,  86   b ,  86   c ,  86   d  and container end face  86   e . Each edge  78  is the junction formed by two adjacent faces  86 . In addition to the integral portion formed by faces  86   a ,  86   b ,  86   c ,  86   d  and  86   e , storage container  64  has an attachable (installable) and detachable (un-installable) sixth face, viz., container end face  86   f . According to inventive practice, the attachable/detachable container end face  86   f  can be positioned at either the front longitudinal end  74  or the back longitudinal end  76  of fuselage  48 . Particularly referring to  FIG. 12 , the attachable/detachable container end face  86   f  is an independent piece that can be secured to the integral main portion  88  of container  64  and removed therefrom, using various techniques such as those implementing screws, bolts, clips, latches or adhesives. Some inventive embodiments provide for an attachable/detachable container end face  86   f  that is not completely separable from the integral main portion  88  of container  64 , but remains associated (e.g., via a hinge in a manner such as shown for compartment  80  in  FIG. 14 ) and is fastenable or otherwise securable. Some inventive embodiments provide for two attachable/detachable container end faces (e.g., end faces  86   e  and  86   f ), one at each end of container  64 .  
         [0070]     The interior space  82  of container  64  is useful for housing one or more compartments  80 . Container  64  can be opened via removal of its end face  86   f , then totally or partially filled inside its space  82  with modular compartments  80  containing supplies, and then closed (sealed) via replacement of its end face  86   f . Spacing, separating or insulating members such as partition  90  can be suitably utilized for filling, distributing or protecting the cargo. Partition  90  is shown to have a rectangular box shape analogous to that of the compartments  80 . The entire interior space  82  of storage container  64  can be filled with storage  80  compartments (or with some combination of storage compartments  80  and partitions  90 ) that are longitudinally stacked in such a way as to effectively constitute an integral structure that furthers the structural enhancement that storage compartment  80  affords fuselage shell  62 . In such a manner, container  64  can be “compartmentalized” so as to hold diverse entities such as munitions, food, water and fuel. The partitions  90  can be used for separating adjacent dissimilar compartments  80  for sanitary or other reasons (e.g., to separate food from fuel).  
         [0071]     Each individual compartment  80  is a robust rectangular box (shaped like a rectangular parallelepiped or rectangular prism) that can be opened, filled with objects (e.g., supplies), and closed. Compartments  80  each have an exterior compartment surface  81  that is compatible with the interior container surface  100 . Many inventive embodiments provide for compartments  80  made of strong yet light composite material. It may be more efficient in some inventive applications to prepackage the compartments  80 . As exemplified in  FIG. 14 , a compartment  80  can be a six-faced (six-sided) box structure, similar to a cigar box, which forms a closed figure on five faces ( 92   a ,  92   b ,  92   c ,  92   d ,  92   e ) and has a sixth face, lid  92   f , that is pivotable, rotatable or swingable such as via hinge  91 . The six faces  92  define exterior compartment surface  81  on the outside and interior compartment surface  83  on the inside. No elaborate latching mechanism for compartments  80  would be required according to most inventive embodiments.  
         [0072]     The modularity of compartments  80  is geometrically illustrated in  FIG. 6  through  FIG. 8  by the ½-foot-by-½-foot geometric cubical regions that form the storage space  82  of a storage container  64  having the dimensions of length=9 feet, width=2 feet, and height=1 foot. As shown in  FIG. 8 , and similarly as shown in  FIG. 13 , container space  82  is occupied by nine compartments  80 , longitudinally stacked, each compartment  80  having the dimensions of length=1 foot, width=2 feet, and height=1 foot. However, the dimensions of compartments  80  can be varied and still afford modularity for a given container space  82 ; for instance, 1 ft×1 ft×1 ft compartments  80 , and/or 2 ft×1 ft compartments  80 , and/or 1 ft×2 ft×1 ft compartments  80 , etc., can be used in various combinations. In the light of the instant disclosure, the diverse geometric strategies for achieving the “modularization” of container  64  and the compartments  80  contained thereby will be readily apparent to the ordinarily skilled artisan.  
         [0073]     As shown in  FIG. 15 , the interior surface  72  of container  64  has a regular trapezoidal prism shape that differs from the rectangular prism shape of the exterior surface  66  of container  64 . In  FIG. 15 , interior space  82  of container  64  has a regular trapezoidal cross-section. In a manner analogous to the opening and closing of a kitchen drawer, compartments  80  can be moved into and out of the fuselage chamber using a railing mechanism  94 , which includes skids, rails and/or rollers. A simpler container shape is depicted in  FIG. 16 , in which the interior surface  100  of container  64  has a rectangular prism shape similar to that of the exterior surface  66  of container  64 . As shown in  FIG. 16 , interior space  82  of container  64  has a rectangular cross-section. The rectangular box-shaped compartments  80  and rectangular box-shaped partitions  90  can be moved into and out of the interior space  82  of container  64 , with mechanical assistance, by means of sliding along the flat bottom portion of the interior surface  72  of container  64 . As compared with a sliding system such as shown in  FIG. 16 , a railing system such as shown in  FIG. 15  may make for easier loading of compartments  80  inside container  64 . An important consideration for inventive practice generally is the size of the interior storage space  82  of container  64 . For many inventive applications, it is desirable to maximize or nearly maximize storage space  82  of container  64 . A larger storage space  82  will permit situation of larger sized compartments  80  inside storage space  82 . Space optimization can be inventively achieved, for example, by providing a container  64  that is relatively thin-walled and yet retains requisite structural integrity.  
         [0074]     At least one of the non-fuselage components (i.e., either tail  50  or nose  46 ) must be separated from fuselage  48  in order to permit the loading and sealing (via installation in container  64  of attachable/detachable container end face  86   f ) of container  64 . In other words, it is possible to load and seal container  64  while neither or one, but not both, of tail  50  and nose  46  are attached to fuselage  48 . Once the attachable/detachable container end face  86   f  is secured with respect to the rest of container  64 , assembly of glider body  42  can be completed.  
         [0075]     Tail  50  via casing  96  (at front tail end  106 ) is attached to fuselage  48  (at back fuselage end  76 ), thereby forming back junction  196 . At junction  106 , tail casing  96  and fuselage shell  62  define approximately equal elliptical cross-sectional shapes, as they should establish a flush connection. Nose  46  (at back nose surface  86 ) is attached to fuselage  48  via cylindrical shell  62  (at front fuselage end  74 ), thereby forming front junction  194 . At junction  104 , tail casing  96  and fuselage shell  62  define approximately equal elliptical cross-sectional shapes, as they should establish a flush connection. Typically according to the present invention, the attachments of tail  50  and nose  46  to fuselage  48  will be effected entirely with respect to the cylindrical shell  62  component of fuselage  48 ; however, some inventive embodiments may prescribe involvement of container  64  in these couplings.  
         [0076]     Nose  46  is a solid piece having an essentially flat back surface  86  that, as is shown in  FIG. 6  and  FIG. 7 , abuts the front end face  86   e  of container  64  when nose  46  is attached to fuselage  48 . Nose  46  includes a high-density foam core  94  (a solid block of foam) and a composite outer skin (skin overlay)  98  made of a fiber-reinforced plastic (FRP), such as a graphite-epoxy, characterized by multidimensional fibers. Having a construction analogous to that of a pilot flight helmet having one or more crushable, energy-absorbing foam linings, nose  46  is designed to insulate glider  40  and its contents from significant damage by acting as a buffer or shock absorber. In particular, nose  46  is designed to mitigate shock such as might be associated with the landing of glider  40  upon a ground surface. As illustrated in  FIG. 10 , the nose&#39;s outer skin  98 , which surrounds the rigid (inflexible) foam core  94 , is shaped like a truncated extreme portion of a three-dimensional ellipsoid. The roundedness of nose skin  98  not only contributes to a protective (e.g., impact-resistive) function of nose  46  but also serves to divert airflow around fuselage  48 . Some inventive embodiments may provide for a less than completely solid nose  46  having a hollow area inside foam core  94 , such as cavity  112  shown in  FIG. 7 , for holding electronic apparatus such as relating to command and control.  
         [0077]     Like fuselage  48  and nose  46 , tail  50  is a rigid structure. Tail  50  includes a casing  96 , three tail aerodynamic surfaces  52 , and an essentially flat walling structure such as bulkhead  102 , located at the fore end  106  of tail  50 . There are two basic design directions for tail  50 , namely, open-back or closed-back. An open-back tail  50  has a tail opening  109  that is bounded by casing  96  and bulkhead  102 , located at tail front  106 . A closed-back tail  50  has a tail opening  109  that is additionally bounded by an essentially flat walling structure such as panel  114 , located at the back end  108  of tail  50 . According to typical inventive embodiments providing a closed-back tail  50 , tail opening  109  is-suitable for holding electronic equipment such as actuators. A tail  50  having a conical casing  96  such as shown in  FIG. 4  is intrinsically closed-back, since it tapers to the vertex of the cone. According to typical inventive embodiments providing an open-back tail  50 , tail opening  109  is suitable for housing propulsion means such as rocket motor  120  shown in  FIG. 24 .  
         [0078]     Tail  50  shown in  FIG. 11  is configured along the lines of a rocket or missile, with a view toward use in rocket launch modes of the inventive ALDS. The symmetry characterizing the casing  96  and the three tail stabilizers  52  (spaced 120° apart) is intended to benefit vertical rocket launch. As illustrated in  FIG. 11 , tail casing  96  is shaped like a truncated non-extreme portion of a three-dimensional elliptical cone. Contrastingly, tail casing  96  shown in  FIG. 4  is shaped like a cone. The diameter of tail casing  96  gradually decreases in the rearward direction; that is, casing  96  is tapered from tail front end  106  to tail back end  108 . Tail bulkhead  102 , located at tail front  106 , abuts the back end face  86   f  of container  64  when tail  50  is attached to fuselage  48 . Hence, back nose surface  86  and bulkhead  102  abut the opposite longitudinal end faces  86   e  and  86   f , respectively, of container  64 . In conjunction, nose surface  86  and bulkhead  102  help to hold container  64  and compartments  80  in place in response to anticipated loadings associated with any and all phases of flight of the fully assembled glider  40 .  
         [0079]     In accordance with the present invention, the two wings  44   p  and  44   s  will typically be extendable, either inflatedly extendable or unfoldingly extendable. Inflatable wings  44  may be more frequently employed in inventive practice than will be foldable fixed extendable wings  44 . A foldable fixed extendable wing is advantageous in its capacity to include ailerons or other flaps or control surfaces; hence, as distinguished from inflatable wings, active control of foldable fixed extendable wings (e.g., using ailerons or other flaps or control surfaces) is feasible. Because an inflatable wing will tend to be simpler and less expensive to implement, an inflatable wing may be the preferred mode for many inventive embodiments. A disadvantage of an inflatable wing is that it cannot be provided with any control surfaces (at least, not without great difficulty); hence, control of an inflatable wing will usually be accomplished exclusively by control surfaces (e.g., rudders) in the tail section, since the inflatable wing will have no control surfaces, essentially being a mere lifting device.  
         [0080]     Particularly with reference to  FIG. 4 , aerodynamic surfaces (such as control surfaces, airbrakes, etc.) will normally be necessary in inventive practice in order to control the flight of glider  40  so that it suitably glides toward and lands at the destination. The various aerodynamic surfaces shown in  FIG. 4  (and  FIG. 7 ) are shown for illustrative purposes, only, of the various kinds of aerodynamic surfaces that can be used in inventive practice.  FIG. 4  herein is not intended to suggest that all of the aerodynamics surfaces are necessarily recommended in inventive practice, or that the present invention is recommended to be practiced with individual surfaces exactly as shown. Of particular note, inflatable wings  44  as inventively practiced will generally not have any aerodynamic surfaces other than the wings themselves; unfoldable wings  44  as inventively practiced may similarly lack such auxiliary surfaces due to expenses or impracticalities of providing same. If wings  44  do include auxiliary aerodynamic surfaces, wings  44  for instance can include one or two pairs of flaps/ailerons  180   p  and  180   s , and perhaps a pair of spoilers  182   p  and  182   s ; tail  50  can include a pair of elevators  184   p  and  184   s , and a rudder  186 . It may be preferred in inventive practice to provide a single elevator  184  across the port and starboard sides in tail  50 . It may also be preferred in inventive practice to provide just outboard ailerons  180   p  and  180   s , in the absence of inboard flaps  180   p  and  180   s . Some inventive embodiments may provide a single aileron  180   p  or  180   s . In the light of the instant disclosure, the ordinarily skilled artisan will be capable, in inventive practice, of effectuating auxiliary aerodynamic surfaces such as flaps/ailerons  180 , spoilers  182  and elevators  184  shown in  FIG. 4 , and/or rudder  186  shown in  FIG. 7 .  
         [0081]     As noted hereinabove, when the present invention is practiced so as to involve inflatable wings  44 , there will usually be no auxiliary aerodynamic surfaces associated with inflatable wings  44 ; such will frequently be the case for unfoldable wings  44 , as well. In the many inventive embodiments for which there are no auxiliary surfaces in the wings  44 , inventive glider  40  can be flown solely using aerodynamic surfaces in the tail  50 . This is comparable to model airplanes that are flown “rudder only, ” relying on “dihedral” to effect roll control. Even in the absence of auxiliary aerodynamic surfaces in wings  44 , the ordinarily skilled artisan who reads the instant disclosure will be capable, in inventive practice, of controlling flight by only using aerodynamic surfaces in tail  50 . In this regard, the aforementioned book Fred Thomas,  Fundamentals of Sailplane Design , will be instructive, especially its section entitled “Empennage and Controls.” Other inventive embodiments may provide for rotatability of wings  44  for contributing toward control of inventive glider  40 , albeit such wings  44  would lack auxiliary aerodynamic surfaces.  
         [0082]     Haggard U.S. Pat. No. 6, 082, 667 issued Jul. 4, 2000, incorporated herein by reference, and Brown et al. U.S. Pat. No. 5, 244, 169 issued Sep. 14, 1993, incorporated herein by reference, are informative regarding inflatable wings; see also the aforementioned Palmer U.S. Pat. No. 6,260,797 B1 issued Jul. 17, 2001. Paez U.S. Pat. No. 5,372,336 issued Dec. 13, 1994, incorporated by reference, and Rosenberger et al. U.S. Pat. No. 4,717,093 issued Jan. 5, 1988, incorporated herein by reference, are informative regarding rigid wings that are foldable and extendable; see also the aforementioned Yifrach U.S. patent application Publication 2003/0001045 A1 published Jan. 2, 2003.  
         [0083]     Reference now being made to  FIG. 17  and  FIG. 18 , an inflatable aerodynamic surface (such as an inflatable wing) is an inflatable structure that is rigid when maximally inflated. As illustrated in  FIG. 17 , the port and starboard inflatable wings  44   p  and  44   s  each include a cloth outer covering  122  (including fabric mesh outer skin and a rubber, e.g., neoprene, inner lining), non-rigid (flexible) foam  124 , and plural inflatable tubular spars  126  surrounded by the foam  124  and running span-wise through the wing  44 . The inflatable spars  126  are made of a similar type of cloth material including fabric mesh outside and rubber (e.g., neoprene) inside. The inflatable wing  44  is configured toward inflatability to a pre-designed shape. Each inflatable wing  44  inflates by means of inflation of the spars. That is, the wing does not inflate in its entirety; rather, only the spars  126  inflate. When in a deflated condition, the two wings  44   p  and  44   s  are “packed” (e.g., fan-folded or accordion-folded) against their respective sides of the fuselage  48 ; alternatively, the two wings  44   p  and  44   s  can be temporarily confined to enclosing (e.g., shell-like) structures on the sides of fuselage  48 . When the spars are pressurized (e.g., maximally inflated), this results in a high bending modulus (high resistance to bending) of the wing, thereby contributing to the imposition of a desired shape of the fully and rigidly deployed wing.  
         [0084]     Among the manufacturers of inflatable wings is Vertigo Inc. (mailing address P.O. Box 117, Lake Elsinore, Calif. 92531-0117; shipping address 29885 2nd Street, Suite N, Lake Elsinore, Calif. 92532; phone 909-674-0604; fax 909-674-5461; website http://www.vertigo-inc.com/home.html). The Vertigo Inc. web page on inflatable wings, http://www.vertigo-inc.com/Aeronautical_Systems/GLOV/GLOV.html, includes a series of photographs illustrating the wing deployment sequence. It is stated therein that the Vertigo Inc.&#39;s inflatable “wing consists of foam wrapped over inflatable spars and covered with cloth. The spars are inflated through a common manifold. The structural integrity of the wing comes from the series of inflatable spars in the wing. These spars are made of a flexible composite. The composite consists of a urethane gas barrier wrapped with a high strength fiber braid in a thermoplastic adhesive matrix. The wing spars are made in several different diameters (the largest being around ¾”) to give the airfoil shape to the wing. The wing spars are covered with open cell foam and a nylon fabric shell to form the smooth wing surfaces. The working pressure of the wing spars is 300 psi, which makes them very rigid. There are spar caps on the top and the bottom of the wing spars which give even more g-loading capability.” 
         [0085]     Frequent inventive practice will provide for gaseous inflatability of the wing spars. Nevertheless, it may be advantageous to use a liquid rather than a gas to inflate an inflatable wing spar (e.g., a spar  126  shown in  FIG. 17 ). Using liquid instead of gas may prove especially effective in inventive embodiments in which a particular liquid (e.g., potable water, orange juice, cleaner, fuel, etc.) needs to be carried onboard anyway, and hence can be at least partially contained as the inflating fluid. Use of liquid instead of gas may afford benefits aside from considerations of cargo-carrying efficiency. Firstly, distributing the mass of a liquid along the wingspan may be structurally favorable, as compared with gas, because the liquid reduces wing bending moments (i.e., reduces concentrated loads). Furthermore, use of liquid (instead of gas) may reduce energy requirements to inflate the spar. Once the spar is fully inflated to zero gauge pressure, it will take much less work to pump it up to full structural pressure if the fluid is incompressible (or nearly so). To illustrate this point with a limiting case, for an ideally incompressible fluid in an infinitely stiff spar, the work required would be zero, while the work required to bring a gas-filled spar up to pressure would still be finite. Moreover, use of liquid (instead of gas) may simplify the problem of maintaining pressure in the spar following inflation.  
         [0086]     Reference is now made to  FIG. 19  through  FIG. 22 , which give examples of the kinds and configurations of composite materials that can be used for making an inventive glider  40 . The material compositions set forth in  FIG. 21  pertain to: the outer skin  98  of nose  46 ; the extreme (“sandwiching”) layers  126   a  and  126   b  of the sandwich composite shell  62  of fuselage  48 ; and, the extreme (“sandwiching”) layers  126   a  and  126   b  of the sandwich composite casing  96  of tail  50 . The material compositions set forth in  FIG. 22  pertain to: the foam core  94  of nose  46 ; the intermediate (“sandwiched”) foam layer  128  of the sandwich composite shell  62  of fuselage  48 ; and, the intermediate (“sandwiched”) foam layer  128  of the sandwich composite casing  96  of tail  50 . With a view toward manufacture of a prototypical inventive glider  40 , the inventors tentatively prefer the material compositions set forth in the rightmost column of  FIG. 21  (i.e., the graphite fiber reinforced epoxy resin matrix material, which has a density of 0.057) and the leftmost column of  FIG. 22  (i.e., the foam that has a density of 3 pounds per cubic foot). Many kinds and combinations of composite materials other than those set forth in  FIG. 21  and  FIG. 22  can be used in inventive practice for various parts of glider  40 . For instance, useful for imparting robustness to a composite that includes fiber-reinforced matrix material are commercially available fibers characterized by a high degree of tensile strength, modulus, toughness, dimensional stability and cut resistance, such as Spectra® (a polyethylene fiber manufactured by Allied Signal) and Kevlar® (an aramid fiber manufactured by Dupont).  
         [0087]     Now referring to  FIG. 23  through  FIG. 30 , many embodiments of the present invention&#39;s ALDS use a non-powered aircraft such as glider  40 , thus relying on the aircraft&#39;s glide path to reach the destination target. Illustrated in  FIG. 23  are four start-to-finish flight paths, viz., the “baseline” and three variations thereof (numbered “ 1 , ” “ 2 ” and “ 3 ”).  FIG. 23  demonstrates the versatility of inventive practice in terms of various parameters (including launch distances, launch altitudes and gliding distances) in the context of the entire logistical delivery process from start to finish. The variability of such parameters will to some extent depend upon which mode of launch (e.g., boost, lift, etc.) is employed, for instance, via rocket  170  (such as shown in  FIG. 24 ), helicopter  172  (such as shown in  FIG. 25 ), airplane  174  (such as shown in  FIG. 26 ), or balloon  176  (such as shown in  FIG. 27 ).  
         [0088]     Each launch mode has its advantages and disadvantages. For instance, as distinguished from helicopter launch and airplane launch, rocket launch and balloon launch not put aircrew at risk. A rocket is potentially hazardous to ground personnel. An airplane may be capable of achieving greater geographical distances than can a helicopter. With people present in a launch vehicle (e.g., a helicopter or airplane), the greater element of human control may be beneficial. A rocket may be capable of achieving higher altitudes, as compared with other launching modes, for releasing the inventive glider  40 . Other considerations pertinent to selection and design of the launch mode include the expense involved, the signature (e.g., acoustic, radar, etc.) of the launching vehicle, and the signature (e.g., acoustic, radar, etc.) of the inventive glider  40 .  
         [0089]      FIG. 24  is a start-to-finish schematic drawing representative of the rocket-launch mode of inventive practice. Inventive glider  40  having open-back tail  50  is launched via rocket motor  120  with which open-back tail  50  is fitted, inside opening  109  of tail  50 . The combination of the glider  40  and the rocket motor  120  proceeds in a generally upward (shown in  FIG. 24  to be non-vertical) flight trajectory. Deployment of inflatable wings  44   p  and  44   s  takes place at apogee. Finally, glider  40  lands precisely on target.  FIG. 26  illustrates the deployment of an inventive glider  40 , using a parachute  146 , from the aft end of a military air transport (for instance, a U.S. military C-130 aircraft). Subsequently, parachute  146  is shed and inventive glider  40  deploys its wings  44 , eventually reaching the destination target.  FIG. 26  further illustrates how the present invention can be practiced whereby plural inventive gliders  40  are sequentially deployed from the aft end of a military air transport vehicle.  
         [0090]     The more usual inventive embodiments, as emphasized herein, will involve the landing of inventive glider  40  at the target location. Other inventive embodiments, such as depicted in  FIG. 28  and  FIG. 29 , will involve some kind of parachuting during the flight of glider  40  at a point that glider  40  is at an appropriate parachute-deployment height and has reached its destination. As to whether glider landing or parachute landing is preferable, the effects (either upon glider  40  or container  64 ) of topography and existing obstacles on landing are among the factors to be considered. In any event, inventive practice will generally provide for the necessary survivability of the payload, albeit typical embodiments will call for the expendability of inventive glider  40 .  
         [0091]     Shown in  FIG. 28  and  FIG. 29  are two inventive embodiments implementing parachute ejection mechanism, wherein parachute  126  is deployed while inventive glider  40  is approximately directly over the target location but still at an appreciable parachute-capable altitude.  FIG. 28  illustrates an inventive embodiment involving parachute drop of inventive glider  40 .  FIG. 29  illustrates an inventive embodiment involving parachute drop of the payload container  64  from inventive glider  40 . With regard to inventive embodiments such as shown in  FIG. 29 , inventive glider  40  can be designed, for example, so that fuselage  48  can be controllably disintegrated in such a way as to discharge container  64  intact.  
         [0092]     For many military applications, the present invention&#39;s Advanced Logistics Delivery System (ALDS) represents a simple, effective and affordable system of delivering moderate payloads (e.g., around  1 , 000  pounds) to troops operating far inland by means of autonomous, unmanned, quiet, un-powered vehicles (such as glider  40 ) launched from existing platforms (especially, air-based or sea-based platforms). The inventive ALDS affords unmanned, long distance logistics support at low cost. The present invention&#39;s ALDS unites at least three main elements. The most significant element of the inventive ALDS is the inventive UAV, an unmanned and un-powered payload vehicle (such as glider  40 ) that is inexpensive to fabricate and is thus disposable on landing. Other elements of the inventive ALDS are a preprogrammed autonomous flight avionics suite and a multi-variant launch platform.  
         [0093]     The present invention&#39;s avionics suite will typically include an integrated GPS-based preprogrammed guidance, navigation and control system software that will allow the inventive UAV to be autonomous in flight while being capable of precise landing on target. Preferably, all of these guidance components will be off-the-shelf, low-cost items. The inventive system&#39;s multi-variant launch capability will inure from the inventive UAV&#39;s admissibility of being launched from a variety of non-dedicated air-based (helicopter, fixed wing transport, etc.), land-based (rocket boost, etc.) or ship-based (rocket boost, helicopter, etc.) platforms. Thus, the inventive ALDS will be able to take advantage of whatever launch facility is available (e.g., in time of need). This launch flexibility characterizing the inventive ALDS is expected to satisfy the logistic demands of delivering Spec Ops payloads under many different launch scenarios.  
         [0094]     Other embodiments of the present invention will be apparent to those skilled in the art from a consideration of this specification or practice of the invention disclosed herein. Various omissions, modifications and changes to the principles described herein may be made by one skilled in the art without departing from the true scope and spirit of the invention which is indicated by the following claims.