Abstract:
An aerial vehicle compromising of a streamline delta wing structure, an M-wing structure accomplished through dihedral and dropped wing tips, and a variable incidence tail. The structure of the vehicle produces high lift and drag while maintaining stability and control at high angles of attack.

Description:
BACKGROUND OF THE INVENTION 
       [0001]    This invention relates to achieving a controlled spot-landing of unmanned aerial vehicles through the perched landing maneuver. Specifically, it relates to the design of the aircraft which allows the vehicle to accomplish the perching maneuver through spot landing methods. 
         [0002]    The perched landing maneuver allows a fixed-wing aircraft to land on a specified point with minimal horizontal and vertical velocity. This permits the vehicle to safely land in adverse terrain, while additionally providing an alternative pathway to loitering above a specified target for long durations of time. This highlights one current shortcoming in the unmanned sector of the aerospace field, as this novel design decreases the energy expenditure and detection rate of the aircraft through its landing capabilities. Another shortcoming in the current field is that the designs of unmanned aerial vehicles do not produce enough lift and drag to accomplish this maneuver. In addition, the designs lack stability and control as well as alternate pathways compared to the current landing solutions. 
       SUMMARY OF THE INVENTION 
       [0003]    The present invention of the Delta M-wing aircraft with a variable incidence tail overcomes the shortcomings of the current unmanned aerial vehicles by allowing the fixed wing aircraft to spot land with minimal energy expenditure and a large degree of freedom. 
         [0004]    It is an object of the invention to create a high lift and drag as the angle of attack of the design increases. It is another object of the invention to increase the stability of the aircraft during both horizontal flight as well as high angles of attack through the M-Wing design, exhibited through the dropped wing tips and wing dihedral. The perched landing maneuver is initiated with the variable incidence tail at a specified angle, creating a large increase in the angle of attack and subsequently the lift and drag associated. The fixed wing design also allows the aircraft a larger degree of freedom when landing, compared to the current landing methods. It is still another object of the invention to decrease the detection rate of the aircraft through the fixed-wing, biomimetic design with a variable incidence tail. Another object of the invention is the high structural integrity to absorb remaining landing energy as well as house electrical and landing components. After landing, it is an object of the invention to have ease of redeployment without any outside intervention. Preliminary computer simulation and wind tunnel testing verify the aerodynamic and structural elements of the design. 
     
    
     
       BRIEF DESCRIPTION OF DRAWINGS 
         [0005]      FIG. 1  is a perspective view of a Delta M-Wing Micro Air Vehicle illustrating the invention 
           [0006]      FIG. 2  is a top view of the aircraft depicted in  FIG. 1   
           [0007]      FIG. 3  is a front view of the aircraft depicted in  FIG. 1   
           [0008]      FIG. 4  is a left side view of the aircraft depicted in  FIG. 1   
           [0009]      FIG. 5  is a top view of an aircraft with a propeller for propulsion 
           [0010]      FIG. 6  is a front view of an aircraft with a propeller for propulsion 
           [0011]      FIG. 7  is a top view of an aircraft with alternate vertical thrust 
           [0012]      FIG. 8  is a front view of the left wing of the aircraft depicted in  FIG. 1   
           [0013]      FIG. 9  is the top view of the left wing of the aircraft depicted in  FIG. 1   
           [0014]      FIG. 10  is the side view of the left wing of the aircraft depicted in  FIG. 1   
           [0015]      FIG. 11  is the top view of the left wing tip of the aircraft depicted in  FIG. 1   
           [0016]      FIG. 12  is the side view of the left wing tip of the aircraft depicted in  FIG. 1   
           [0017]      FIG. 13  is the front view of the left wing tip of the aircraft depicted in  FIG. 1   
           [0018]      FIG. 14  is the top view of the fuselage of the aircraft depicted in  FIG. 1   
           [0019]      FIG. 15  is the front view of the fuselage of the aircraft depicted in  FIG. 1   
           [0020]      FIG. 16  is the side view of the fuselage of the aircraft depicted in  FIG. 1   
           [0021]      FIG. 17  is the top view of the tail of the aircraft depicted in  FIG. 1   
           [0022]      FIG. 18  is the front view of the tail of the aircraft depicted in  FIG. 1   
           [0023]      FIG. 19  is the side view of the tail of the aircraft depicted in  FIG. 1   
       
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT 
       [0024]    The detailed description of the invention that follows is provided for explanatory purposes, and the whole of the description is provided for an illustrative and not limitative sense. The language used is known to those competent in the art. The extent of the present invention is solely limited to the scope of the claims that follow. 
         [0025]    One aspect of the present invention, depicted in  FIG. 1 , shows the structural airframe of a streamline fixed-wing unmanned aircraft. The central member  101  consists of a symmetrical teardrop shape tapered into the airfoil shape  114  of the symmetrical wing members  104 . The bases of lifting members  108  depicted in  FIG. 10 , conjoined at the tapered edges of member  101 , are extruded and taper into the members  105 . The offset of origin members  104  and edge of members  105  creates the “delta” shape of  FIG. 2  and  FIG. 9 . Relevant angles for the offset in the negative direction are from −1° to −60°, as shown in  FIG. 8  and member  109 . Members  104  have an upward angling from 1° to 40°, or dihedral, and are mated with members  105  at member  112  which are angled downward from −1° to −90° depicted in  FIG. 113  to create dropped wing tips. Members  104  and  105  are mated together to create the “M” wing shape exhibited in  FIG. 3  and more closely in  FIG. 8 . 
         [0026]    Member  101  is conjoined to member  102  by the joint  103 . Member  102  has a symmetrical arch-like structure, as exhibited in  FIG. 2. 102  tapers into a sharp trailing edge, exhibited in  FIG. 4 . The center of member  102  is tapered into the edges of the arch-like structure. Member  102  may be substituted for a body extruding from member  101  for the purpose of controlling the aircraft during flight or initiating the landing maneuver. Member  102 , more closely viewed in  FIG. 17 , has a symmetrical extrusion  103  cut from member  102 . This extrusion mates with the socket of member  101 . Member  103  is connected to member  102  and  101  by at least one perpendicular connector. This allows member  102  to rotate on the vertical axis from 90° to −90° with minimal friction and no interference between members  103  and  101 . The perpendicular connector is fixed with at least servo mechanism to create a vertical load to rotate  102  in an upward or downward direction. 
         [0027]    Referring now to  FIG. 6 , member  101  may be fitted with a propulsion unit to provide the aircraft with velocity in the forward direction. As used herein, the vehicle is fitted with a 3-prong propeller  106 ; however, any propulsion system may be used. Electrical component housing may be fitted in member  101 , including a power unit, control avionics, and vehicle control system sensors. Members  101  or  104  may also include a landing gear mechanism which deploys landing gear, including but not limited to wheels or extended arms to latch onto the desired landing target. As pictured in  FIG. 7 , vertical propulsion systems  107  may be fitted into members  104  to provide assistance in takeoff and landing procedures or during horizontal or vertical flight. 
         [0028]    Although the fabrication of this design may include various foams and composites, the preferred fabrication method includes a foam core layered with composite material. Additionally, fabrication of the joints between members  101  and  104 ,  104  and  105 ,  102  and  103 ,  101  and  103 , may include composite additions to the binding sites to aid the structural integrity of the joints and to absorb additional landing energy. 
         [0029]    The following claims of the present invention define the scope of the invention, though numerous changes and modifications may be made without departing from the extent of the invention.