Abstract:
The invention provides a fluid propulsion augmentation arrangement and method, capable of also generating control moments ( 23 ), providing increased thrust ( 45 ) at reduced speed, reduced drag at increased speed, under conditions in which traditional approach cannot provide sufficient performance. It consists of a wing ( 10 ) located in a propulsion system ( 11 ) fluid intake region ( 13 ), having a slanted trailing edge ( 16 ) coinciding with a fraction of the propulsion intake ( 17 ), pivotally connected ( 14 ), allowing position adjustments. At reduced speed, the wing ( 10 ) and the propulsion system intake ( 17 ) are placed adjacently, the intake low pressure determines wing ( 10 ) fluid-dynamic force ( 44 ) generation. Increasing speed, wing ( 10 ) position varies, following fluid stream ( 15 ) convergence change, maintaining an angle of attack for increased L/D, ensuring increased performance, and also varying control moments ( 23 ).

Description:
[0001]    The present application is a continuation and improvement of Canadian patent application No. 2,859,258 filed Aug. 11, 2014. 
         [0002]    This invention relates generally to aircraft and watercraft propulsion, more particularly to an apparatus and method for generating fluid-dynamic forces, for augmenting propulsion, creating moments providing directional control to said craft, generating increased thrust at reduced speed, ensuring reduced drag at increased speed. 
       BACKGROUND 
       [0003]    There are a lot of devices that enhance lift generated by a wing at reduced speed, as slats, slots, flaps, but generally they do not provide any lift at zero aircraft speed. There are also well known vertical or short take off and landing (V/STOL) craft that adopts several methods for generating lift during VTOL operation, but each of them has certain disadvantages. 
         [0004]    The most known hovering craft is the helicopter; to create lift it employs a rotor, that in order to achieve high efficiency in hover mode, it has a low disc loading, invariably leading to a large rotor, creating difficulties as the helicopter speed increases, such as retreating blade stall, high drag and loss of efficiency, making the helicopters unsuitable to operate at higher speed. A method to combat these deficiencies are employed by tilted rotor and tilted wing aircraft, such as Bell Boeing V-22 Osprey and Canadair CL-84. Their design is a compromise between hovering configuration efficiency, having higher disk loading than helicopters, and horizontal configuration efficiency, having more propeller disk that they need for generating forward thrust, resulting in more drag, compared to fixed wing aircraft. Another approach to eliminate retreating blade stall and to increase speed of a helicopter is employed by the compound helicopter, such as Piasecki X-49 and Eurocopter X3. This approach involves unloading the rotor disk at high speed, lift being provided partially by small wings, and having forward thrust provided by an auxiliary propulsion system. Although this method increases maximum speed of the compound helicopter, efficiencies, both in hovering and in forward flight, are reduced, because in each mode, there is an extra system, contributing little to the operation, leading to increased weight and drag. 
         [0005]    Static lift generated by a propeller or fan is increased, if the propeller is enclosed into a shroud or a duct, tip losses are reduced, the shroud intake provides itself thrust, but although a shrouded propeller creates more static thrust, the drag created by the shroud becomes prohibitive as speed increases, and above a certain breakeven speed, the efficiency drops below of that provided by an open air propeller. A shroud optimized for high static thrust have a large bell shaped inlet, creating increased amount of drag, inherently inefficient at increased speed. An VTOL craft employing shrouded propellers to achieve VTOL flight is the experimental Bell X-22, but unable to achieve it&#39;s goal, the required maximum speed. Aircraft having shrouds optimized for high static trust are the Hiller VZ-1 Pawnee and the SoloTrek XFV. They were designed to operate exclusively in hover mode, inherently having a reduced transport efficiency. 
         [0006]    Channel (Custer) wing type aircraft, as the CCW-5, have wings able to create lift at reduced speed, some test have shown they create an amount of lift even at zero speed. NACA tests of a channel winged aircraft shows less than 10% total thrust increase and lack of control at slow speed. It also suffers from vibration problems because the propeller blades have different loading in the proximity of the channel versus the open air. 
         [0007]    In marine application, there are also devices augmenting propulsion system, but each of them are having certain disadvantages. Devices for increasing propeller thrust, as Kurt nozzles or accelerating ducts, are functioning optimum in certain conditions and designed speed. Major disadvantages are increased drag and cavitation as boat speed increases, and decreased efficiency. Debris and ice can be jammed between the propeller and the nozzle, and are much more difficult to clear than open propellers. Another type of devices used for augmenting propulsion are the decelerating ducts, used for reducing cavitation and noise, for high speed applications. They have certain disadvantages as well, the biggest disadvantage is efficient operation around a limited speed range, reduced thrust, increased drag and decreased efficiency. Debris and ice can be jammed between the propeller and the nozzle as well, the same as for Kurt nozzles. 
         [0008]    There is a definite need for improvement, a need for a system that augments thrust and provides control at reduced speed, yet ensuring low drag at increased speed. 
       SUMMARY 
       [0009]    It is an object of one or more aspects of the invention to provide craft directional control and propulsion augmentation arrangement and method which is effective at low and zero speed, and ensure low drag at increased speed. 
         [0010]    It is a further object of one or more aspects of the invention to provide such an arrangement and method specifically for attitude control and thrust augmentation, in order to provide V/STOL operation capability and aircraft manoeuvrability without affecting high speed performance of the aircraft. 
         [0011]    Another object of one or more aspects of the invention is to provide such an arrangement and method specifically for efficiently augmenting thrust, to improve control and acceleration, at slow or zero speed, and improving high speed performance of the craft, used for watercraft and aircraft. 
         [0012]    These objects are accomplished by providing a wing, located in a propulsion system fluid intake region. The relative position between the wing and the propulsion system intake can be varied, determining how the intake fluid stream is perturbed and consequently varying direction and magnitude of a fluid-dynamic force generated by the wing, determining craft moments variation, providing directional control, and augmenting propulsion. 
         [0013]    The wing is having a slanted trailing edge coinciding with a fraction of the propulsion system intake, so the propulsion system intake can be placed at a predetermined angle, designed so to optimize certain parameters. 
         [0014]    The wing and the propulsion system are connected using a joint, allowing adjustment in their relative position. For varying the relative position of the lip wing and the propulsion system, a mechanical linkage or an actuator is employed, controlled manually or by a computerized system, configured to vary the relative position as function of data received from input devices, to control the craft attitude, and control the augmentation of the propulsion system. 
         [0015]    At zero or slow speed, the wing and the propulsion system intake are placed adjacently, the intake fluid stream is accelerated creating a low pressure area, influencing the wing so it generates the fluid-dynamic force augmenting thrust and creating control moments for adjusting craft attitude. 
         [0016]    As speed increases, the wing and the propulsion system position is varied such as the wing and the propulsion system are disturbing less the fluid stream, the wing follows the fluid stream convergence, maintaining such an angle of attack to ensure increased lift per drag ratio, varying the wing&#39;s generated fluid-dynamic force and determining changes in control moments for adjusting craft attitude. 
         [0017]    At high speed, the wing and the propulsion system are positioned approximately parallel to the fluid stream, so as to reduce their effect on the drag of the craft. The wing as described is further referred as the lip wing. 
         [0018]    Accordingly several advantages of one or more aspects of the invention are as follows: capability to provide efficiently high thrust, to improve acceleration, to provide increased static thrust for watercraft and aircraft, and to improve hovering efficiency for V/STOL aircraft in vertical flight regime. Other objects and advantages are to also ensure low drag at increased speed, improve transport efficiency, reduce fuel consumption and allow a smaller installed power for the craft. Other objects and advantages are the ability to provide directional and attitude craft control, reducing or eliminating need for dedicated control surfaces, and to augment and control the propulsion system generated thrust. 
         [0019]    Other objects and advantages are: reduced cavitation and noise; the wings can act as a pair of rudders; total drag is comparable to a standard propeller and rudder combination; ability of the system to be adjustable, at slow speed creating more thrust, improving acceleration or pull, at high speed having reduced drag and cavitation; the propeller is protected and prevented to hit bottom or foreign objects; ensured ability to easily clean debris from a fouled propeller. 
         [0020]    Further objects and advantages will become apparent from a consideration of the drawings and ensuing description. 
         [0000]    
       
         
               
             
               
               
             
           
               
                   
               
               
                 Drawings Reference Numerals 
               
               
                   
               
             
             
               
                   
               
             
          
           
               
                   
                 10 - lip wing; 
               
               
                   
                 10′ - blended wing 
               
               
                   
                 11 - propeller; 
               
               
                   
                 13 - intake region; 
               
               
                   
                 14 - articulation; 
               
               
                   
                 14′ - bracket; 
               
               
                   
                 15 - fluid stream; 
               
               
                   
                 16 - slanted trailing edge; 
               
               
                   
                 17 - inlet; 
               
               
                   
                 18 - propeller perimeter; 
               
               
                   
                 19 - wing curvature; 
               
               
                   
                 20 - shroud; 
               
               
                   
                 21 - control angle; 
               
               
                   
                 22 - streamlined surface; 
               
               
                   
                 23 - control moment; 
               
               
                   
                 24 - actuator; 
               
               
                   
                 25 - computerized system; 
               
               
                   
                 26 - input device; 
               
               
                   
                 27 - main pilot control device; 
               
               
                   
                 28 - fluid speed sensor; 
               
               
                   
                 29 - slant angle; 
               
               
                   
                 30 - canopy; 
               
               
                   
                 31 - struts; 
               
               
                   
                 32 - pivoting direction; 
               
               
                   
                 33 - reduced drag position; 
               
               
                   
                 34 - main assembly; 
               
               
                   
                 35 - conventional wing; 
               
               
                   
                 36 - control surfaces; 
               
               
                   
                 37 - fuselage; 
               
               
                   
                 38 - auxiliary propeller; 
               
               
                   
                 39 - canard wings; 
               
               
                   
                 40 - control slats; 
               
               
                   
                 41 - vertical stabilizer; 
               
               
                   
                 42 - engine nacelle; 
               
               
                   
                 43 - wing-let; 
               
               
                   
                 44 - fluid dynamic force; 
               
               
                   
                 45 - thrust; 
               
               
                   
                 46 - vertical axis; 
               
               
                   
                 47 - axial component; 
               
               
                   
                 48 - transversal component; 
               
               
                   
                 49 - yaw control moment; 
               
               
                   
                 50 - stabilizer; 
               
               
                   
                 51 - vertical component; 
               
               
                   
                 52 - pitch control moment; 
               
               
                   
                 53 - roll control moment; 
               
               
                   
                 56 - wing hub; 
               
               
                   
                   
               
             
          
         
       
     
     
    
     
       LIST AND DESCRIPTION OF DRAWINGS 
         [0021]      FIG. 1  is a perspective view of the lip wing apparatus configured for high thrust operation; 
           [0022]      FIG. 2  is a sectional side view of the lip wing apparatus configured for high thrust operation; 
           [0023]      FIG. 3  is a sectional side view of the lip wing apparatus, low drag configuration; 
           [0024]      FIG. 4  is a perspective view of a system having two lip wings, configured for high thrust operation; 
           [0025]      FIG. 5  is a perspective sectional front view of the system having two lip wings; 
           [0026]      FIG. 6  is a perspective view of a single lip wing system aircraft configured for V/STOL operation; 
           [0027]      FIG. 7  is a perspective top view of the single lip wing system aircraft configured for horizontal operation; 
           [0028]      FIG. 8  is a perspective front view of the single lip wing system aircraft configured for horizontal operation; 
           [0029]      FIG. 9  is a block view of a system for controlling the position of an actuator; 
           [0030]      FIG. 10  is a perspective view of an aircraft, having three lip wings, configured for V/STOL operation; 
           [0031]      FIG. 11  is a perspective top view of the aircraft, having three lip wings, configured for horizontal operation; 
           [0032]      FIG. 12  is a perspective side view of the aircraft, having three lip wings, configured for horizontal operation; 
       
    
    
     THEORY OF OPERATION 
       [0033]    The phenomenon of fluid-dynamic force generation by a wing placed in the intake stream of a propulsion system, such as a propeller or fan, and the effect of the wing exerted on the propulsion thrust have several views or explanations. 
         [0034]    A particular view regards pressure distribution around the system formed by the propeller and the wing. A propeller producing thrust can be viewed as an infinitely thin disk creating a pressure difference between it&#39;s sides. The amount of thrust created is equal to the area of the disk, multiplied by the average pressure difference. At the edge of the disk the fluid passes from the high pressure side to the low pressure side, reducing pressure difference and efficiency. The addition of the wing creates a separation between the high and low pressure areas, impeding some of the fluid passage, increasing the average pressure difference and resulting in more thrust being produced. Some of the pressure difference act on the wing as well, so it is generating a fluid-dynamic force. Modifying the relative position of the wing and the propeller, is determining changes in the direction and magnitude of the generated force, enabling directional and thrust control. The total system thrust is a resultant of vector addition between the already increased propeller thrust and the wing generated force. 
         [0035]    Another view involves Newton&#39;s third principle; by accelerating a mass of fluid in one direction, thrust is created in the opposite direction. The amount of generated thrust is equal to fluid mass multiplied by acceleration. Although same thrust magnitude can be produced by a small acceleration of a large mass of air, or a large acceleration of a small mass of air, a small acceleration of a large mass of air is much more efficient, requiring less power, as the kinetic energy transmitted to the air is proportional to the squared speed. Most of the accelerating fluid molecules are in front of the propeller, in the intake region. Because molecules in a fluid are interacting with each other, the acceleration vector also have a side-wise component, more pregnant on molecules situated further from the propeller axis, receiving kinetic energy, but contributing less to the thrust. The molecules situated outside the propeller perimeter are even accelerated forward, diminishing produced thrust. Addition of the wing in the intake region, in certain conditions, impedes side-wise and forward acceleration of some molecules, and forcing more molecules, a larger mass of fluid, to be accelerated in the same general direction, increasing efficiency and contributing to the thrust. 
         [0036]    Another particular view, well-known to the art, extensively used to predict and calculate fluid-dynamic forces generated by wings, is given by the mathematical model of circulation or Kutta-Joukowski theorem: generated wing lift is proportional to wing circulation multiplied by free-stream velocity. Unfortunately the Kutta-Joukowski theorem is ill suited to model the lift generated by an airfoil placed in the intake stream of a propulsion system. As defined, the theorem is valid for uniform stream condition, and needs to be amended to correctly predict the lift generated by a wing subjected to a convergent intake stream of a propulsion system. 
       DETAILED DESCRIPTION 
       [0037]    A first embodiment is presented in  FIG. 1 ,  FIG. 2  and  FIG. 3 . A perspective view of the apparatus for providing craft control and augmenting propulsion, configured for providing high thrust is shown in  FIG. 1 . It shows a propeller or fan  11 , mounted inside a shroud or duct  20  creating what is known in the art as a shrouded or ducted propeller or fan. The shroud  20  is having an intake region or region of disturbed aspirated fluid  13 . Awing or an airfoil shaped body  10  is located in the intake region  13 . An engine, not shown, rotates and provides power to the propeller  11 , housed in an engine nacelle  42 . Struts  31  provide support structure to the shroud  20 . 
         [0038]    The shroud  20  is exhibiting an inlet or a leading edge  17 . The wing  10  is having a trailing edge  16  coinciding, matching a fraction of the inlet  17 . The trailing edge  16  is slanted, to allow adjacent placement of the shroud  20 , forming a certain angle. The wing  10  placed adjacently to the inlet  17 , creates a lip or a bell shaped, smooth and aerodynamic streamlined surface  22 , enlarges the surface area, and changes the geometry of the inlet  17  so to accelerate more of the fluid flow. The surface  22  is exposed to low pressure, high speed stream of fluid, the same as the top surface of any regular wing, so it have the same properties. The lip wing  10  exhibits a curvature  19 , to geometrically account for the shape of the slanted trailing edge  16 , to provide a lower front profile for the wing  10 , reducing drag at high speed, and also to form a fore and aft channel, to contain and direct, and to better capture the effect of the fluid stream accelerating towards the inlet  17 . The wing  10  as described, is further referred as the lip wing  10 . 
         [0039]    The shroud  20 , the propeller  11 , struts  31  and engine nacelle  42  are connected together, forming a main assembly  34 . The lip wing  10  and the main assembly  34  are connected using aerodynamically shaped pivoting articulations or joints,  14 , to allow adjustment in their relative position. A mechanism for controlling the rotation of the articulations  14 , such as a mechanical linkage or an actuator, is not shown, such devices are well known to the art. Sectioning plane and viewing direction  2  is also shown. 
         [0040]      FIG. 2  shows a sectional side view of the first embodiment, configured for high thrust. The support struts, engine and engine nacelle are not shown. At the intake region  13 , aspirated by the propeller  11 , a fluid stream or flow  15  enters the shroud  20 . The streamlined surface  22 , created by adjacently placing the slanted trailing edge  16  of the lip wing  10  to the inlet  17  fraction, is visible. The lip wing  10  and shroud  20  chords are forming a slant angle  29 . The wing  10  disturbs the fluid flow  15  and creates a fluid-dynamic force  44 . 
         [0041]    A thrust or propulsive force  45  is generated by the propeller  11 . The fluid-dynamic force  44  is vectorially decomposed into two components, one along the thrust  45  direction, resulting in an axial component or vector  47 , and the other along a transverse direction, resulting in a transversal component or vector  48 . The axial component  47  augments the thrust  45 , the transversal component  48  could in certain conditions to create or augment a control moment  23 . 
         [0042]    An arrow  32  shows the pivoting direction of the shroud  20  to reduce the disturbance of fluid stream  15  by the lip wing  10 , consequently reducing drag. 
         [0043]      FIG. 3  shows a side sectional view of the first embodiment, configured for low drag. The support struts and engine are not represented. The lip wing  10  and the shroud  20  are positioned approximately parallel to the fluid stream  15 , to ensure low drag. Pivoting the shroud  20  in the direction shown by the arrow  32  modifies a control angle  21  and the direction of the thrust  45 , created by the propeller  11 , consequently modifying the control moment  23 . 
         [0044]    Operation 
         [0045]      FIG. 2  shows the system configured for generating high thrust, configuration obtained by controlling the control angle  21 , and pivoting the shroud  20 , and placing the inlet fraction  17  adjacently to the slanted trailing edge  16  of the lip wing  10 . This configuration is highly efficient at slow or zero speed, as the lip wing affects highly the fluid stream  15  acceleration, as explained in the theory of operation. 
         [0046]    As speed increases, beside creating an increased drag force, not shown, it determine a reduction of thrust  45  augmentation, caused by the fluid stream  15  speed increase for which the position of the shroud  20  is no longer adequate. The shroud  20  is pivoted, by controlling the control angle  21 , in the direction shown by the arrow  32 , to maintain an adequate position, correlated to the increased fluid speed, increasing thrust augmentation, and reducing drag. 
         [0047]    As speed is increased further, the shroud  20  is pivoted more, as previously described, until reaching the position depicted in  FIG. 3 . In this position the lip wing  10  and the shroud  20 , have less influence on fluid stream  15 , having reduced angles of attack, and are generating reduced drag. By controlling the control angle  21 , and pivoting the shroud  20 , the control moment  23  is modified, capable of providing attitude control to the craft. 
         [0048]    System Design 
         [0049]    During design, an aircraft could be provided with one or more lip wings, either located and sharing the intake of one propulsion system, or located at the intake of separate propulsion systems. Lip wing thrust augmentation experiments are showing 65% thrust increase of a lip wing system versus a similar dimension open propeller, and 20% thrust increase of a lip wing system versus a similar dimension shrouded propeller. Depending on the location of the lip wings, in respect to the centre of gravity, or the craft&#39;s centre of dynamic pressure, the generated fluid-dynamic forces could be varied differentially, to create or augment one or more control moments, consequently to control the attitude of the craft. Further details of control dynamics are well known to the art. 
         [0050]    Lip Wing Geometry 
         [0051]    Increasing the chord of the lip wing is effectively increasing it&#39;s surface area, and cause it to generate an increased amount of force. Increasing the lip wing&#39;s chord is effective up to a point because the leading edge of the wing is subjected less and less to the effect of the intake fluid stream. Aircraft weight, wing loading, induced and skin drag, and other considerations could affect the lip wing dimensioning decision. 
         [0052]    The lip wing trailing edge slant angle determines also the force generated by the lip wing. The slant angle is calculated as function of fluid convergence, fluid speed, fluid density and temperature, propeller dimensions, geometry and power applied, shroud and lip wing dimensions and airfoil geometry. The geometry of the whole assembly is calculated to increase some goal parameters, as efficiency of the craft at cruise speed correlated to hovering efficiency, or lift per drag ratio in a certain speed range. The control angle relationship to fluid speed. The intake fluid stream have a high convergence at slow speed, in other words, the side-wise speed of fluid particles located further from axis is high, converging towards the intake. The lip wing lift per drag ratio, L/D, is dependant on the angle of attack, and has an increased value for a specific angle of attack depending on the airfoil geometry. As the intake stream speed increases, the fluid stream convergence becomes lower, decreasing the angle of attack of the wing and decreasing the L/D of the wing. The control angle is changed, pivoting the wing to follow the fluid stream convergence change, to maintain an adequate angle of attack to ensure increased L/D. 
         [0053]    Description of a System for Augmenting Propulsion and Providing Yaw Control for a Watercraft 
         [0054]    Another particular embodiment is a system for augmenting propulsion and providing yaw control for a watercraft, air-boat, hovercraft or ship. The system can be designed for conventional boats, having water immersed propellers, the working fluid being water, or it can be designed for air-boats and hovercrafts, having air propellers. The system is presented in  FIG. 4  and  FIG. 5 . 
         [0055]      FIG. 4  presents a perspective view of the system. The system is having two lip wings  10 , located in an intake region  13  of a propeller  11 . The lip wings  10  are having similar parts and properties, as defined in the first embodiment. The system have two vertical pivoting articulations or joints  14  for independently pivoting the lip wings  10  on vertical axis  46 . A bracket or similar support structure  14 ′ provide rigidity and support for connected elements. The powering method of the propeller  11 , as an engine or a shaft, is not shown. Also not shown are mechanisms for controlling the rotation of the articulations  14 , such as mechanical linkages or actuators, those devices are well known to the art. 
         [0056]    The propeller  11  is having an outside circular perimeter or circumference  18 , delimiting the intake region  13 . Each of the lip wings are having a slanted trailing edge  16  substantially coinciding with a fraction of the perimeter  18 , and consequently having a circular arc shape. Each of the lip wings  10  are exhibiting a curvature  19 , to geometrically account for the circular arc shape of the slanted trailing edge  16 , and consequently forming a fore and aft channel. 
         [0057]      FIG. 5  is a front perspective sectional view of the system presented in  FIG. 4 . At slow speed, each of the lip wings  10  are pivoted, using articulation  14 , and positioned with the slanted trailing edge  16  adjacently to the perimeter  18  of the propeller  11 . Each of the lip wings  10  is disturbing fluid flow and generating fluid-dynamic forces  44 . The propeller  11  is generating a thrust force  45 . Each of the force generated by the lip wings  10 , is vectorially decomposed into two components, one along the thrust  45  direction, resulting in axial components  47 , and another one along a transverse direction, resulting in transversal components  48 . By asymmetrically pivoting the lip wings  10  in respect to propeller  11 , the direction and magnitude of the forces  44  are varied, so the transversal components  48 , having different magnitudes, are creating a yaw control moment  49 . When the speed is increased, the wings are pivoted as indicated by arrows  32 , until reaching a reduced drag position  33 . 
         [0058]    Operation of the System for Augmenting Propulsion and Providing Yaw Control for a Watercraft 
         [0059]    At zero or slow speed, the lip wings are pivoted so their slanted trailing edge  16  is positioned adjacently to the perimeter  18  of the propeller  11 , to enhance the effect of the fluid flow and increase augmentation of the thrust  45  by the fluid-dynamic forces  44 . Pivoting and positioning symmetrically each lip wing  10 , relative to the propeller  11 , determine the transversal components  48  to have the same magnitude, but opposite direction, so they cancel each other. Each of the axial components  47  are adding to the thrust  45 , augmenting it. 
         [0060]    Steering or yaw control is accomplished by pivoting differentially the lip wings  10  in respect to the propeller  11 , differentially modifying transversal components  48 , consequently modifying the yaw control moment  49 . 
         [0061]    As speed increases, the lip wings  10  are pivoted towards a more adequate position, increasing lift per drag ratio, as presented in the first embodiment. Reduced drag is achieved by pivoting the lip wings into positions  33 , as presented in the first embodiment. Yaw control is ensured by using lip wings  10  as rudders, modifying yaw control moment  49 . 
         [0062]    Description of a Single Lip Wing V/STOL Aircraft 
         [0063]    Another particular embodiment is a V/STOL aircraft, presented in  FIG. 6  and  FIG. 7 .  FIG. 6  is showing a perspective view of the aircraft, configured for V/STOL operation. 
         [0064]    The aircraft is having a fuselage  37 , a bow located auxiliary propeller  38 , a stern located lip wing  10 , having same parts and properties as described in the first embodiment. The lip wing is blended with the fuselage  37 , creating a lifting body, and also having a pair of conventional wings  35 , extending the wingspan of the aircraft. The conventional wings  35  are connected to the lip wing  10 , using hubs or hinges or rotary joints  56 , to allow folding for easier storage or road-ability. The conventional wings  35  extremities are ending in wing-let or wing tip devices  43 . 
         [0065]    The aircraft is having, at the stern, a main assembly  34 , similar to the assembly described in the first embodiment, having a shroud  20 , a propeller  11 , struts  31  and an engine nacelle  42 . The main assembly  34  also includes a plurality of control surfaces  36 , rotatable on radial axes, placed in the propeller&#39;s  11  slip stream. 
         [0066]    The main assembly  34  is connected to the lip wing  10 , using a pair of articulations  14 . Blended with the fuselage  37 , a vertical stabilizer  41  houses an actuator  24 , for controlling the pivoting of the main assembly  34 . 
         [0067]    The auxiliary propeller  38  is covered top and bottom by a plurality of control slats  40 , exposing the auxiliary propeller  38 , and providing vectored thrust. A pair of canard wings  39  are located on front of the fuselage  37 . A canopy  30  provides visibility and access to a cockpit, not shown. 
         [0068]      FIG. 7  shows a top view, and  FIG. 8  shows a front view of the V/STOL aircraft configured for horizontal flight. 
         [0069]    The main assembly  34  is pivoted, using articulations  14 , in a horizontal position, to generate mainly horizontal thrust, for horizontal flight. Visible components, parts of the main assembly  34 , are: the shroud  20 , the engine nacelle  42 , struts  31 , on  FIG. 7  are visible control surfaces  36 , and visible on  FIG. 8  is the propeller  11 . 
         [0070]    The lip wing  10  is generating lift, as well as the conventional wings  35 , the left conventional wing, partially shown, is symmetrical to the right conventional wing  35 . The hub  56  connects the conventional wings  35  to the lip wing  10 , and during horizontal flight, keeping them in the deployed, extended position. The wing-lets  43 , visible in  FIG. 8 , are reducing wing tip loses. 
         [0071]    The control slats  40  are covering the auxiliary propeller, not shown, reducing drag. The canard wings  39  provide lift, and are augmenting pitch and roll control. Visible on the fuselage  37  are also the canopy  30  and in  FIG. 7 , the blended vertical stabilizer  41 . 
         [0072]      FIG. 9  shows a system for controlling the position of the actuator  24 , for pivoting the main assembly, not shown, to a control angle, not shown. A computerized system  25  controls the position of the actuator  24 , and is programmed to calculate the control angle, as function of data provided by input devices  26 . A fluid speed sensor  28  provides speed information, a main pilot control device  27  provides pilot control input information. Other input devices as gyro-sensors and accelerometers, are not shown. 
         [0073]    Operation of the Single Lip Wing V/STOL Aircraft 
         [0074]    The aircraft configured for VTOL operation, as shown in  FIG. 6 , is generating vertical aerodynamic forces or lift, using the main assembly  34 , the lip wing  10  and the auxiliary propeller  38 . The main assembly  34  is pivoted to a position bringing the shroud  20  adjacently to the lip wing  10 , augmenting thrust, as described in the first embodiment. The pitch control is provided by differentially controlling the propellers  38  and  11 , and by pivoting the main assembly  34 , as described in the first embodiment. Roll and yaw control is provided by control surfaces  36 , placed in the propeller&#39;s  11  slip stream, providing control even at slow or zero speed, and the bottom control slats  40  which are vectoring auxiliary propeller thrust. 
         [0075]    As the aircraft speed increases, the conventional wings  35  are starting to provide lift, unloading the main assembly  34 , which can be pivoted, as described in the first embodiment, and increasing horizontal thrust, that could be used to more speed increase. 
         [0076]    Above a certain speed, the canard wings  39 , the lip wing  10  and conventional wings  35  are providing enough lift to balance the weight of the aircraft, the auxiliary propeller  38  is stopped and covered top and bottom by the control slats  40 , and the main assembly  34  is placed in a position as shown in  FIG. 7  and  FIG. 8 , generating mainly horizontal thrust, position ensuring reduced drag, as described in the first embodiment. 
         [0077]    Pitch and roll control is determined by the canard wings  39  and control surfaces  36 . Yaw control is determined by the control surfaces  36 . Pivoting the main assembly  34  also could contribute to pitch control, as described in the first embodiment. 
         [0078]    Description of a Three Lip Wing V/STOL Aircraft 
         [0079]    Another particular embodiment is a V/STOL aircraft, having a system for augmenting thrust and providing yaw, roll, pitch and thrust control, by using three lip wings arranged around the inlet of a shrouded propeller. The aircraft is presented in  FIG. 10 ,  FIG. 11  and  FIG. 12 . 
         [0080]      FIG. 10  shows a perspective view of the aircraft configured for VTOL operation. The aircraft is having an extended wingspan, blended wing  10 ′, a central section of the wing forming a lip wing as described in the first embodiment. At extremities, the blended wing  10 ′ is curved, forming wing tip devices or wing-lets  43 . The aircraft is having another two regular lip wings  10 . All three wings, each of the lip wing  10  and the blended wing  10 ′, are having the same elements, and having the same properties and behaviour as described in the first embodiment. They are independently pivoting on three articulations  14 , are arranged around an inlet  17  of a shroud  20 . 
         [0081]    Each of the lip wing  10  and the blended wing  10 , are pivoted adjacent to the inlet  17 , forming a VTOL or high thrust position. Attached to the shroud  20  are control surfaces  36 , rotatable on radial axes, located in front of a propeller  11 . The control surfaces  36  also act as support elements, and are providing support structure to fuselage  37 , eliminating the need for separate struts, contributing to reduced drag. Each of the lip wing  10  and the blended wing  10 ′ are having stabilizers  50 , housing actuators  24 , for controlling independently the position of each of the lip wing  10  and blended wing  10 ′. 
         [0082]    Each of the lip wing  10  and the blended wing  10 ′ are generating aerodynamic forces, not shown, augmenting and increasing thrust, not shown, provided by the propeller  11 , as described in the first embodiment. The vector addition of wings  10  and  10 ′ generated aerodynamic forces, and the propeller  11  generated thrust, is a resultant force, not shown, that is vectorialy decomposed on an axial component  47 , transversal component  48 , and vertical component  51 . Varying the lip wings  10 , the blended wing  10 ′, and the control surfaces  36 , in different combinations, yaw control moment  49 , pitch control moment  52 , and roll control moment  53  are created. 
         [0083]      FIG. 11  shows a top view, and  FIG. 12  shows a side view of the V/STOL aircraft configured for horizontal flight. The lip wings  10  and the blended wing  10 ′ are pivoted, using the articulations  14 , in the horizontal position, approximately parallel to the fuselage  37 , reducing drag. The duct  20  and control surfaces  36  provide attitude control and stability to the aircraft. The wing-lets  43  are reducing the blended wing  10 ′ tip loses and are increasing efficiency. The blended wing  10 ′ is swept forward to increase stability provided by the duct  20 . 
         [0084]    Operation of the Three Lip Wing V/STOL Aircraft 
         [0085]      FIG. 10  is presenting the aircraft configured for high thrust and VTOL operation, the lip wings  10 , and the lip wing section of the blended wing  10 ′, are pivoted adjacently to the inlet  17  of the shroud  20 , increasing the magnitude of the axial component  47 , similar as described in the first embodiment. The force components generated by the lip wings  10 , and the lip wing section of the blended wing  10 ′, along the direction of the transversal component  48  and the vertical component  51 , are cancelling each other. 
         [0086]    By pivoting independently each of the lip wing  10  and blended wing  10 ′, the axial component  47 , transversal component  48  and the vertical component  51  are modified, generating yaw control moments  49 , pitch control moment  52 , roll control moment  53 , and thrust augmentation control. Roll control moment  53  is augmented, and propeller  11  anti-torque moment, not depicted, is generated by differentially pivoting the control surfaces  36 . 
         [0087]    As speed increases, the blended wing  10 ′ outer region, the conventional wing section, is generating lift, and allowing the lip wings  10  and the blended wing  10 ′ to be pivoted, to improve lift per drag ratio, as described in the first embodiment. As speed increases more, the process described can be repeated, until the lip wings  10  and the blended wing  10 ′ are in a horizontal position, approximately parallel to the fuselage, as shown in  FIG. 11  and  FIG. 12 , ensuring reduced drag. 
         [0088]    Attitude control is provided the same as in VTOL configuration, by pivoting independently each of the lip wing  10  and blended wing  10 ′, by differentially pivoting the control surfaces  36 , determining variation in yaw control moment  49 , pitch control moment  52  and roll control moment  53 . 
       CONCLUSION, RAMIFICATIONS, AND SCOPE 
       [0089]    It will be apparent to those skilled in the art that the invention is applicable to a wide variety of craft design configurations, providing several advantages as: capability to provide efficiently high thrust, to improve acceleration, to provide increased static thrust for watercraft and aircraft, and to improve hovering efficiency for V/STOL aircraft in vertical flight regime. Other objects and advantages are to ensure low drag at increased speed, improve transport efficiency, reduce fuel consumption and allow a smaller installed power for the craft. Other objects and advantages are the ability to provide directional and attitude craft control, reducing or eliminating need for dedicated control surfaces, and to augment and control the propulsion system generated thrust. Other objects and advantages are: reduced cavitation and noise; the wings can act as a pair of rudders; total drag is comparable to a standard propeller and rudder combination; ability of the system to be adjustable, at slow speed creating more thrust, improving acceleration or pull, at high speed having reduced drag and cavitation; the propeller is protected and prevented to hit bottom or foreign objects; ensured ability to easily clean debris from a fouled propeller. 
         [0090]    While my above description contains many specificities, these should not be construed as limitations on the scope of the invention, but rather as an exemplification of embodiments thereof. Many other variations are possible. For example an aircraft could be designed with two or more apparatus as described in the first embodiment, enhancing thrust and control, and having increased stability. A particular embodiment example could have the wing and the propulsion system connected using a sliding joint. The lip wing could enhance a variety of propulsion systems, as gas turbines, turbofans, turbojets or any other jet engines or propulsion systems designed to create propulsion force by accelerating fluid. 
         [0091]    Accordingly, the scope of the invention should be determined not by the embodiments illustrated, but by the appended claims and their legal equivalents.