Abstract:
Flying Car, readable aircraft, amphibian, multimode, multifunctional, composite versatile personal transport vehicle with twin, parallel fuselages, hulls, each with inflatable pontoons and/or wheels below and a cabin. Combined, aircraft, airplane, aeroplane, flying, air, aerial, airborne vehicle with variable, folding wings which is convertible via automatic transformation to a land vehicle and to a sea vessel. Two wings are stored between the fuselages. They extend on a system of rails, pivots and counter-rotating, fuselage-mounted arms which then sink flush into the wings&#39; undersides and lock for flight. Upon wing extension and retraction, controls for road transport and flight controls alternately emerge or are stowed inoperably, as needed. Engine power alternately drives a propeller for flight, wheels for road travel and a separate, submersible, marine propeller for water transport.

Description:
[0001]    This invention integrates the features and functions of an automobile, winged light aircraft and motorboat into one vehicle. Its transformation from one configuration to another is automated. It has twin fuselages, a swing-wing mechanism and hybrid controls. 
       BACKGROUND OF THE INVENTION 
       [0002]    Whereas almost all winged aircraft and most seaplanes have wheels and steering for taxiing on land, it is primarily their wingspan which makes them illegal or impractical for road transport. To be “roadable” the maximum allowed width varies between 2.44 m (8 ft.) and 2.55 m. In exceptions it ranges up to 2.60 m (8.5 ft.). Furthermore, cars are generally heavier, less streamlined and have a less critical centre of gravity than aircraft. Because of these major (and other minor) factors, a practical combined land/air vehicle (“flying car”) for everyday use has remained an unsolved technical problem for over 100 years. 
         [0003]    Some of the biggest names in the automobile industry have designed “flying cars”: Ford “Sky Flivver” (1926) and Chrysler “VZ-6CH” (1957) at www.roadabletimes.com, Toyota #JP2005125976, Kawasaki #JP63130413, BMW #DE10215176 &amp; #DE10159082 and Daimler-Benz AG (PARAT-Studie 1990—Personal Advanced Road Air Transportation). The PARAT study was produced in cooperation with Dornier. Other aviation companies to have made attempts were Boeing at www.roadabletimes.com, Messerschmitt MBB (Kyrill von Gersdorf: “Ludwig Bölkow and sein Werk-Ottobrunner Innovationen” Bernhard &amp; Graefe Verlag 1987), McDonnell Douglas U.S. Pat. No. 5,915,649, Lockheed U.S. Pat. No. 2,762,584, North American, Avro VZ-9AV, Northrop, and Antonov (below). Other art has been the result of University projects, MIT #WO2007-114877. Governments are actively pursuing development. The Advanced General Aviation Transports Experiments (AGATE) was formed by the US Congress in 1992. It includes NASA and the FAA. Under its auspices, the Virginia Space Grant Consortium runs a design competition as do CAFE and NASA at www.cafefoundation.org/v2/pav_home.php for a PAV (Personal Aerial Vehicle). Other National Research Institutes are pursuing similar goals; #JP2004122945, #NL 256074 as are various military organisations U.S. Pat. No. 6,457,670. The commercial applications of such a vehicle in recreation, business travel, emergency service, commuting and tourism and the effect of its widespread use on infrastructure, logistics and mass transit over greater distances, especially over water, are self-evident. 
         [0004]    Carrying the mass of at least one person into the air requires a certain amount of lift. This can be provided by a combination of engine power and wing area. But even a one-person solution is hard to fit into a vehicle only 2.55 m wide. For this reason, almost half the known art dispenses with conventional wings and merely employs jets, fans or rotors, making it expensive, loud and therefore largely impractical. The construction of roadable aircraft with integrated wings is far more difficult. It&#39;s more than just miniaturising or building to a smaller/narrower scale—since a human can&#39;t be “scaled down”. It&#39;s an art in and of itself, requiring many compromises and combining many fields of knowledge. 
         [0005]    Existing roadable aircraft art is divided into three broad categories;
       1). “non-fixed-wing” solutions (employing rotors, jets and fans for lift),   2). “modular” solutions (whereby the wings, empennage and propeller comprise a separate unit which is attached to the road vehicle) and   3). “integrated” solutions (whereby wings and airscrew are integrated into and carried with the vehicle at all times). Integrated solutions are in turn divided into seven sub-categories,
           a). bi-/multiplanes,   b). parachute wings,   c). lighter than air,   d). high aspect-ratio wings,   e). telescopic wings,   f). folding wings and   g). swinging wings.   
               
 
         [0016]    Occasionally, two or more of these elements are combined into one solution. The invention disclosed here is an integrated, swing-wing solution. 
       SPECIFIC BACKGROUND DOCUMENTS 
       [0017]    This background discussion separately addresses the invention&#39;s primary elements which are; 
         [0018]    1). a parallel, twin-fuselage flying car configuration, 
         [0019]    2). its operability on water with a separate, automatically deployable marine propeller, 
         [0020]    3). a wingtips-forward, skew-stored and via parallel, overlapping planes skew-extending, self-righting, multi-rail and multi-pivot, swing-wing mechanism with externally, counter-rotating, flush storing struts where the wings&#39; spar-roots are neither hinged nor pivoted and 
         [0021]    4). multiconfigurational, hybrid, automatically stowing/deploying steering. 
         [0022]    Roadable width and hybrid controls are features found in all flying cars. A wing storage mechanism is found in almost all “non-rotor”, integrated, roadable aircraft. For this reason, an attempt has been made to list all such known art below. [Note 1: the definition of a “flying car” used here differs from the statutory one. A “motorcycle” is legally defined as having less than four wheels. Since three-wheeled arrangements are common among roadable aircraft, this background discussion does not indulge that differentiation. Note 2: In the following, “=” denotes “twin boom”, “≈” denotes “operability on water” and “*” denotes “state the art”.] 
         [0023]    Most two-blade helicopters, hovering platforms and gyrocraft have roadable width but don&#39;t need wheels or a road (unless land travel—i.e. due to bad weather—is desired). Nevertheless, over 200 declared rotor/fan/jet-driven roadable aircraft exist, some including seaborne operation. The first was possibly 1901 (before the Wright brothers) by Brodbeck U.S. Pat. No. 682,970. The first undisputed, powered-rotor roadable was 1921 by Pescara #GB 159309. The first roadable Gyroplane was 1932 by Pitcairn U.S. Pat. No. 1,884,847. The state of the art is arguably Yoeli U.S. Pat. No. 7,275,712*, Moller U.S. Pat. No. 5,115,996*, Fabre #FR28885322*, Dragonfly* at www.trekaero.com and Skyrider* at www.macroindustries.com and for autogyros Bakker PALV U.S. 2008-067284* and Carter PAV* at www.cartercopter.com. No known roadable rotorcraft art employs twin cabins/fuselages. Rotorcraft&#39;s dissimilarity to the instant art obviates any need for deeper background. 
       Modular Art: 
       [0024]    Automobiles can be carried on board aircraft; And aircraft can be towed behind automobiles; (e.g. Stits U.S. Pat. No. 3,439,890 patented a swing-wing aircraft 1971 with a maximum width of 8 ft. for the purpose of making it towable.) However, neither qualifies as a modular roadable aircraft. A true “modular roadable” consists of a car which tows all flight appendices with it. “Quasi-modular roadables” use the same cabin for both modes but store the flight appendices at an airport. Both types are listed here: Bigot #FR380815 patented the first modular flying cycle 1907 followed 1912 by Wilson U.S. Pat. No. 1,033,646. Lamothe #FR639833 patented the first modular flying car 1928 followed 1931 by Tampier #FR708075, 1937 by Marchaudon #FR820336=, and  1940  by Johnson U.S. Pat. No. 2,215,003. The earlier, unpatented art of Gwinn 1937 (Gwinn Aircar at www.aerofiles.com/gwinn-x.jpg) along with Fulton U.S. Pat. No. 2,430,869 and U.S. Pat. No. 2,532,159 and Taylor 1956 U.S. Pat. No. 2,767,939 received official type approval from the CAA (now FAA). Among others, Klug 1996 #DE19512828 and #DE19808862≈ and Rice*=2003 (Volante at www.volanteaircraft.com) have received experimental operational approval. Other modular art is Aerocar 111 at www.spilot.de, Antonov=A−40 KT Kr&#39;lya Tank at www.unrealaircraft.com/roadable/antonov_kt.php, Arbuse U.S. Pat. No. 3,645,474=, Gee-Bee Ascender at Modern Mechanix &amp; Inventions Magazine, May 1933 and at www.roadabletimes.com, Arpas #DE2547435, Baynes #GB578043, Beals U.S. Pat. No. 2,241,577=, Boggs U.S. Pat. No. 2,464,462=, Berton #FR2692204 &amp; #FR2622846=, Burns U.S. Pat. No. D149,404, Butts U.S. Pat. No. 4,537,373, Christie at www.roadabletimes.com, Curtiss at www.aerofiles.com/curt-auto02.jpg, Finley #GB2236642, Fish U.S. Pat. No. 2,494,547=, Fletcher #GB559819=, Frakes U.S. Pat. No. 2,373,467=, Franz U.S. Pat. No. 1,789,623, Fred U.S. Pat. No. 2,675,976, Fourniere #FR904021, Fourniere #FR977644=, Hall U.S. Pat. No. 2,562,492, U.S. Pat. No. 2,562,491, U.S. Pat. No. 2,562,490 and U.S. Pat. No. 2,619,301, Hannon #GB2364982, Hanssen #GB605755 and U.S. Pat. No. 2,624,530, Hanssen #DE760791=, Helmke U.S. Pat. No. 3,017,137, Hendrik U.S. Pat. No. 2,624,530=, Holliday U.S. Pat. No. 2,156,288, Huang U.S. Pat. No. 6,138,943, Ishaba #JP2004-026034, Klug #DE20109872U, #DE29816078U, #DE19840847 &amp; #DE19737616, Lepere at ‘The Aeroplane’ Dec. 3, 1930, Louis-Guerin #FR1328507=, Maleysson #FR2774355, Malewicki U.S. Pat. No. 4,068,810, Malik #GB2306426≈, Mitzar at www.fordpinto.com/mitzar1.htm, Morel #FR2155811=, Motte #FR994341, Mueller DE892868=, Nicolaides U.S. Pat. No. 4,375,280, Nye U.S. Pat. No. 2,593,785=, Parodi #DE2439009≈, Patel #CA2051379, Perotta #EP0839712, Price U.S. Pat. No. 3,610,660, Read U.S. Pat. No. 2,410,234=, Rogers U.S. Pat. No. 1,730,627, Roussel #FR1039983, Schey #FR1485308=, Schreffler U.S. Pat. No. 2,770,427=≈, Siesel U.S. Pat. No. 2,557,894, Silver U.S. Pat. No. 1,568,095, Skyline #DE29506498U, Sweeney Aerocar2000 at www.aerocar.com, Transairsystems Flying Motorcycle at www.flying motorcyclecompany.com, Troalen #FR912297, Turner U.S. Pat. No. 2,553,952, Ufer #DE19951850*=, Vranek=at www.roadabletimes.com, Watermann Aerobile at www.aerofiles.com/waterman-w5.jpg, Wenhua #CN1067622, Williamson at EAA Sport Aviation, June 2001 and U.S. Pat. No. 4,358,072, Wolff U.S. 2006-733155 and Zielinski #DE1925520. 
         [0025]    The first bi-plane Cycle was 1910 by Wilson #FR411086 and the first biplane flying car was 1912 by Salgat #FR447110. Other bi-/multi-plane art is by Alpert U.S. Pat. No. 3,931,942, Bailey U.S. Pat. No. D 155,569, Baptiste U.S. Pat. No. 1,780,298,≈, Bauer #FR444116, Fabre #FR2848147=, Gill 220207 U.S. Pat. No. 1,405,407, Gretler #CH106915=, “CA-NE”* by Fletcher published at www.roadabletimes.com, Hanke #FR694848, Illgen U.S. Pat. No. 1,445,953, Johnson #FR570924, Kikukawa #JP2003327198 &amp; #JP2006-213225, Leistner #DE2438526*, Lewis #GB125695, Mooneyham “Fledgling” at a-jmooneyham.com, Moore U.S. Pat. No. 1,674,338, Righi #DE1016567=, Schröder U.S. Pat. No. 1,151,297, Simonini≈ at www.roadabletimes.com, Tampier #FR512703 &amp; GB151635, Wolcott U.S. Pat. No. 3,451,645, Xu #WO2008-063707 and Yang #WO0130596. 
         [0026]    Parachute-wing roadables are by Begak*≈ at www.aerolab.ru, Bragg U.S. Pat. No. 6,877,690, Caruso U.S. 2005-247819≈, David U.S. Pat. No. 5,078,335, Fan #CN1256227≈, Flyke &amp; Xcitor at www.fresh-breeze.de, Fuller Dymaxion at http://shl.stanford.edu/Bucky/dymaxion/4Dtransport.jpg, Howard U.S. 2007-023566, Jang #KR2002-007697, Paracycle at www.paracycle.com, Poling U.S. Pat. No. 4,657,207, Pooringu #JP61064505, Preston U.S. Pat. No. 7,066,426 and U.S. Pat. No. 7,300,019, Wang #CN2617682Y, Ye #CN2646049Y and Yehui #CN1137982. 
         [0027]    Lighter than air flying cars were proposed 1911 by Schleicher U.S. Pat. No. 0,998,553 and 1917 by Jelalian U.S. Pat. No. 1,247,960. 
         [0028]    High aspect-ratio art is normal for supersonic aircraft. Arguably the first application to a flying car using a propeller for both ground and air movement was 1914 by Pauley #GB191412043≈. Various high aspect ratio flying car art is by Akademie der Wissenschaften #GB1312296≈, Coates U.S. Pat. No. 3,026,066, Yearic “Cycleplane” at www.cycleplane.com, Dobson U.S. Pat. No. 3,292,721, Einarsson U.S. Pat. No. 3,090,581, Fabre #FR2868991, Feng 050831 #CN1660669≈, Horton U.S. Pat. No. 2,734,701, Le Bel U.S. Pat. No. 2,989,269 and U.S. Pat. No. D188,359, Martin U.S. Pat. No. 3,029,042≈, Novinger U.S. Pat. No. 2,713,465, Pages 510621 #FR983334, Pan #CN1672994, Porter/Kissel at http://freeenergy.ca/news/118/ARTICLE/1334/2007-04-09.html, Rado U.S. Pat. No. 7,063,291≈, Rethorst U.S. Pat. No. 2,681,773, Sawyer U.S. Pat. No. 3,317,161, Stevenson 020901 CA2338852≈, Szakacs U.S. Pat. No. D331,893, Takeda #JP4050098, Trautman at www.roadabletimes.com and prototype at “Fantasy of Flight Museum”, Wernicke U.S. Pat. No. 5,417,386*, U.S. Pat. No. 5,435,502* and U.S. Pat. No. D370,435* and Zhu #CN1693102≈. 
         [0029]    The first telescopic-wing roadable aircraft were 1930 by Jezek U.S. Pat. No. 1,756,463 and 1935 by Nystrom #GB422188. Art by Ayoola U.S. Pat. No. 4,579,297, Bel Geddes at www.roadabletimes.com, Burri #FR921308, Calkins U.S. Pat. No. 3,065,938, Consolidated Vultee at www.unrealaircraft.com/roadable/cv — 111.php, Gero U.S. Pat. No. 2,609,167, Hall U.S. Pat. No. 2,562,490, Hegger #AT367306T, Kekus #DE29720537U, Leistner #DE2357628, “Pegasus” of Virginia Tech and Loughborough University at www.aoe.vt.edu/design/pegasus, Raehmer #DE19907791, Righi #DE1016568, Sakamoto #JP11198621≈, Sarh U.S. Pat. No. 4,881,700 and U.S. Pat. No. 4,986,493, Smith U.S. Pat. No. 3,379,395, Strong U.S. Pat. No. 2,923,494 and Wang #CN2640919Y followed. 
         [0030]    Folding wings are normal on aircraft carriers. Collapsible wings are normal for hang gliders. The technology was employed 1909 in a flying car by Boyer #FR412339 and 1912 by Barcz #GB191125040. It was adapted 1910 to an “aerial machine adapted to travel also on land” by Clements #GB191127811. Arguably the first flying car using a collapsible wing was by Vuia 1906 (published in “Roadable Aircraft—From Wheels to Wings”, Professor Palmer Stiles, Florida Institute of Technology, Custom Creativity, Inc. Melbourne, Florida USA, 1994). Art with longitudinally folding wings is by Bianchi #FR657742 &amp; #BE352605, Dillingham U.S. Pat. No. 1,545,553, Fiedler #BE964939, Greil #DE10159082, Krams #DE10215176, Magin #DE3247168≈, Purcell U.S. Pat. No. 3,614,032, Miller U.S. Pat. No. 5,050,817, Magallon #FR2687616, Pham U.S. Pat. No. 6,974,105, Bragg U.S. Pat. No. 6,086,014≈, Rienks #DE3430412 Rinaldi #FR2806351, Westerweller #DE9208000U and Zieger U.S. Pat. No. 6,073,882*. Art with laterally folding wings is by Bryan= at www.roadabletimes.com, Budanov #RU2231477 and #RU2228283, Bullard U.S. Pat. No. 4,881,701, Chambon #FR2582284≈ and #FR2577198, Dietrich #WO2007-114877* and at www.tranfugia.com, Einstein U.S. Pat. No. 4,627,585=, Fabre #FR2896728=, Fitzpatrick U.S. Pat. No. 4,913,375≈, Geoffroi #FR2591559≈, Gromovitskij #RU2046063, Haynes U.S. Pat. No. 6,619,584*, Jackson J10 at www.roadabletimes.com, Julian #FR1503815, LaBiche #US2003094536, Lee #KR2003-0083449, Mills U.S. Pat. No. 3,065,927, Milner U.S. Pat. No. D545,925 at www.milneraircar.com, Morgan U.S. Pat. No. 3,684,216=, Occhini #WO9304919=, Poulet #FR939720, Pruszenski U.S. Pat. No. 4,899,954≈, Rethorst U.S. Pat. No. 2,811,323, U.S. Pat. No. 3,083,936 and U.S. Pat. No. RE25,368, Scherz U.S. Pat. No. 3,371,886, Schilder #NL8402565≈, Sieksmeier #DE202006017959≈, St. Celestine #GB121393, Stiles “Carnard” #SAE932601, Strongmobile at www.roadabletimes.com, Tubbe U.S. Pat. No. 1,731,757≈ and Wooley U.S. Pat. No. 5,201,478, Gridlock Commuter &amp; TailFan at www.space.com. 
         [0031]    Swinging wings enable speeds varying from short landing range to supersonic. They are also used for storage in confined spaces on aircraft carriers, in hangars and—as in this case—within the lane of a road. Known swing-wing, roadable aircraft store the wings either above, below or on the side of the vehicle. [Note 3: “         ” denotes wing-tips stored pointing forwards.] The first swing-wing roadable aircraft with wing storage above the vehicle “with means for furling the planes . . . in order to facilitate transport on land when the machine is folded” was 1911 by Thompson #GB1910019485. The state of the art is arguably Aubert #DE10346189*=, Einstein U.S. Pat. No. 6,786,450* and Gregory “Solstice”* at www.roadabletomes.com. Other art is by Aernova #AT166746B         =, Bland U.S. Pat. No. 2,940,688=, Bourhis #FR569104≈, Carpenter U.S. Pat. No. 2,692,095, Chiquet U.S. Pat. No. 4,022,403, Freyberg #FR594602≈, Griffith U.S. Pat. No. 2,628,792≈, Herrick U.S. Pat. No. 2,699,299= and U.S. Pat. No. 2,879,013=, Husain #GB2134865, Kirillov #WO9961267, Krassin “011SATS”          at www.roadabletimes.com, Martin #CA648182, Nelsch U.S. Pat. No. 1,816,653, O&#39;Brian #GB191220093, Pescara U.S. Pat. No. 1,485,704, Pham U.S. Pat. No. 5,836,541 and U.S. Pat. No. 5,984,228, Reinke #DE452791, St. Celestine #GB121393, Smith U.S. Pat. No. 2,539,489, Snead Design#6 at roadabletimes.com, Sprat U.S. Pat. No. 2,128,060 (p. 1. col. 2, line 6), U.S. Pat. No. 2,623,712 and at www.georgespratt.org, Vieriu U.S. Pat. No. 1,998,148, Walden U.S. Pat. No. 1,458,787, Whitehead #GB2259286, Wooley U.S. Pat. No. 6,224,012, Wu #CN1887609, Xu #CN1955022, Yang #CN1948034 and Zuck U.S. Pat. No. 3,056,564. 
         [0032]    The first swing-wing roadable aircraft with wing storage on the side of the vehicle was 1908 by Schmid #FR394779 followed 1918 by Longobardi≈ at www.roadabletimes.com. Other art is by Allenbach #CH692977≈, Aylor U.S. Pat. No. 2,893,661=, Berton #FR2603232, Cheng #CN1377790=≈, Clark #FR988619, Cotton #GB143591, Crow U.S. Pat. No. 6,131,848*, Crnogorac #DE10221304         , Delmotte #FR2426584≈, Dodd U.S. Pat. No. 3,012,737         =, Fred U.S. Pat. No. 209,659,911         , Geisse U.S. Pat. No. 2,434,068=, Gero U.S. Pat. No. 2,609,167, Glinnikov #WO0123197≈, Groeger U.S. Pat. No. 4,165,846, Hallock “Roadwing” at www.roadabletimes.com, Halsmer U.S. Pat. No. 3,134,560=, Henry U.S. Pat. No. D205,328=, Ishijima #JP2004-082992         , Lanoy #FR986352, Marinelli U.S. Pat. No. D182,071         =, Miller U.S. Pat. No. D257,629 and U.S. Pat. No. 4,269,374=, Miller U.S. Pat. No. D207,929 and U.S. Pat. No. D217,402, Mills U.S. Pat. No. 2,707,084, Nystrom #GB422188, Ogden #GB958427≈, Palermo U.S. Pat. No. 2,938,681, Pellarini U.S. Pat. No. 2,674,422, Pham U.S. Pat. No. 6,129,306, Poetes #DE1260987, Skaggs U.S. Pat. No. D1,923,37=, Spitzer U.S. Pat. No. 6,082,665*         =, Stockwell Corvair at roadabletimes.com, Thompson U.S. Pat. No. 2,402,468, Tsuda #JP61057457 and Wagner U.S. Pat. No. 2,103,881. Rethorst&#39;s art USRR25368 stores a swing-wing inside the fuselage. 
         [0033]    The first swing-wing roadable aircraft with wings stored underneath was 1944 by Griffith U.S. Pat. No. 2,350,608≈. Other art is by Chevrollier #FR60005E, Creatix at www.schreiblogade. de/2006/07/alfa, De Jean U.S. Pat. No. 2,812,911, Perl U.S. Pat. No. 2,573,271         , Nichols* at www.roadabletimes.com, Strong U.S. Pat. No. 3,612,440 and Talon #FR964155. 
         [0034]    Additional, undefinable roadable aircraft art is by Adem #CA2572448, Dimitrov #BG98694, Dufwa #GB190916367, Jia #CN2692028Y, Ki #KR100222085B, Mo #CN48036, Rith #FR587913, Smith #CA492189, Swiderski #CA566301, Tigue #CA795663, Xiong #CN2413938Y and #CN85202242U. 
         [0035]    In summary, of the more than 500 known flying cars, 320 have non-rotary wings. Of these, 26 are primarily bi-/multi-planes, 36 have laterally folding wings, 20 have longitudinally folding wings, 86 are modular, 17 have a parachute wing, 21 have a telescopic wing and 84 have a swing wing. 35 are operable on water (≈). 44 have twin booms (=), 21 of which are modular, 5 with folding wings and 3 a bi-plane. Of the swing-wings, 8 store the wings below, 41 on the side and 35 above the vehicle. Of the swing-wing vehicles with wing storage above, 5 employ twin booms (=) and one stores the wing-tips forward (         ). Of those storing them below, 1 stores the wing-tips forward (         ). Of the swing-wing vehicles with side wing-storage, 10 employ twin booms (=) and 6 store the wing-tips forward (         ). 
         [0036]    44 roadable aircraft employ twin booms but none employ two fuselages. Booms, as opposed to fuselages, are merely thin, pipelike beams. (The distinction between “twin cabin”, “twin boom” and “twin fuselage” is appreciated when viewing Northrop U.S. Pat. No. 1,929,255, which is a twin cabin, twin boom but not a twin fuselage aircraft.) 
         [0037]    Twin fuselages improve the state of the art in 9 ways: 1. in both boats and aircraft, twin hulls generally have better performance than single hull arrangements. Sailing speed records are held by catamarans. Catamaran ferries are faster and more economical than single-hulled vessels. The first aircraft to circumnavigate the globe without refuelling (Voyager, Rutan) had a twin boom (with central cabin and motor). In cases where single-hulled, non-roadable aircraft have been reworked into twin fuselage versions (e.g. the North American P-51 Mustang and its twin version F-82 and the Heinkel He-111 and its twin He-111Z), the twin configuration had largely better performance than its single-fuselaged counterpart. 2., a configuration with in-line wheels on both sides of an aircraft, both fore and aft (i.e. a minimum of four wheels) is far better for ground manoeuvring, landing and overall stability because, due to their light weight, aircraft are more susceptible to wind gusts and also because they, albeit briefly, operate at higher speeds on land than most other types of vehicle. The reason why such configurations aren&#39;t widespread lies in aviation&#39;s evolutionary history: The first fixed-wing aircraft had only two wheels and a rear skid for grass landing. As aircraft became faster, a small, rear-mounted tailwheel replaced the skid. When it was realized that a nose-wheel arrangement provided superior handling, a large front wheel became necessary. Apparently, the extra profile drag created by a large third wheel was accepted unquestioningly although it would have been better to place not one but two nose wheels in line with and in front of the existing main wheels (to reduce drag and increase stability). The problem was; there was no cross-bar or wing under which to mount two forward wheels on the standard, monoplane, single-hulled aircraft of the time. And extra struts and spats would have incurred more drag than the large, central wheel . . . 3. A twin-hull obviates the need for wheel struts and spats because the wheels can be housed directly in each hull. This principle is even more relevant when applied to float planes, the pontoons of which create massive drag. This issue is addressed by the non-roadable, twin fuselage, float-/sea-planes of Martin U.S. Pat. No. 2,656,136, Wukovitz U.S. Pat. No. 5,242,132, Ratliff U.S. Pat. No. 5,415,365, Monjouste U.S. Pat. No. 1,778,906, Kelly U.S. Pat. No. D138,102 and was articulated 2003 by Meekins&#39; U.S. Pat. No. 6,592,073 (which is a taildragger on land). 4. Twin fuselages provide a wide wing-storage platform. 5. Twin fuselages act as bridging elements, allowing the length of the outer spars to be shorter, thereby improving strength/safety and lowering weight. 6. Twin fuselages reduce profile drag by placing the occupants and the large road wheels in line with each other (relative to the direction of forward motion). 7. Twin fuselages are the only configuration allowing superimposed wings to be stored diagonally (front low, rear high) thereby increasing their overall length (Pythagorus&#39; theory) while still maintaining compact car length. 8. Twin fuselages completely shield the centrally located airscrew from pedestrian contact. 9. Twin fuselages avoid unsightly storage of the wings above, below or on the side of the vehicle. The only appreciable disadvantage of twin fuselages is that the occupants don&#39;t sit directly next to each other. 
         [0038]    2). Of the almost 100 published roadable aircraft operable on water, 35 have non-rotor wings. In the majority of this art, operability on water is not illustrated or explained but merely declared as a theoretical possibility. Where illustrated, most art employs single hulls. Only one uses three hulls in the form of longitudinal pontoon floats (Fitzpatrick U.S. Pat. No. 4,913,375). Allenbach #CH692977, Freyberg #FR594602, Klug #DE19808862 and Krassin at www.roadabletimes.com each employ two longitudinal floats. In all of these, the floats are modular attachments. None has integrated or automatically deploying floats which are stowed to reduce drag. Only Krassin retracts the wings during water operations. None has an extra, stowed, marine propeller or automatic deployment thereof. This invention improves the state of roadable art by providing these features. 
         [0039]    3). Swing-wing mechanisms are numerous. Whereas aircraft which change wing-sweep during flight require strong transit mechanisms, those using a sweep mechanism for storage purposes only, merely require strong locking mechanisms. Among these are hangared or carrier aircraft, roadable aircraft and towed/trailered aircraft. 
         [0040]    The wings of most trailered aircraft don&#39;t swing or fold but are modular, being detached after flight and placed beside the fuselage longitudinally for towing. Trailered aircraft thus enjoy the dual advantages of; a). their spar-roots can be inserted into sturdy cavities, thereby increasing strength, and b). they dispense with the weight of a swing/fold mechanism. Conceptually, the instant art is like a towed aircraft where the bodies of the towing vehicle and the aircraft have been combined and spar-insertion into a cavity is automated. 
         [0041]    Despite a search considerably more intense than for roadable aircraft, no known art was sourced which combines the following characteristics into one mechanism: Swing-wing art in which the wings are stored completely superimposed, the wingtips are stored pointing forward, the wings are first drawn backwards before being rotated outwards, the cambered section is stored on the opposite side to its deployment, the skew-stored wings deploy by rotating through parallel, skewed planes and have a self-righting mechanism, the spar-roots are not hinged/pivoted, external arms/struts are attached further out along the wings, the external struts sink in flush with the wing&#39;s surface, rails and pivots are employed on both wings and fuselage(s). Only the first four of these characteristics are found in Perl U.S. Pat. No. 2,573,271. 
         [0042]    The lack of such art is likely due to the contradictory nature of combining a swing-wing with a twin fuselage. Swing-wings are used to narrow width whereas twin fuselages are generally used as bridging elements to increase width. 
         [0043]    A property of swing-wing storage mechanisms generally peculiar to those roadables which store their wings longitudinally either above or below the fuselage is that, when stored, the wings don&#39;t just partly overlap but are actually superimposed or “placed one on top of the other”. The reason for this is to take advantage of the vehicle&#39;s full width to achieve the widest possible wing chord and wing area. In such cases, in addition to the swing-out/back mechanism, a raise/lower mechanism is necessary. In known art, the upper wing lowers only after swinging out and is raised again before swinging in. Furthermore, where just one central pivot is used, spar stubs which extend inward beyond the pivot (as in the instant art) cannot be employed because they&#39;d block each other. This only becomes possible where separate pivots are placed widely apart, i.e., on separate fuselages. 
         [0044]    The instant invention therefore improves the state of the art for superimposed-storage wings in roadable aircraft by enabling wing-spars to be inserted into sturdy cavities and by providing a smooth deployment mechanism via skewed, parallel planes of rotation. 
         [0045]    4). The instant art has a mechanism for alternating flying and driving controls based on two principles: a). There should be no potential for confusing the controls. (For this reason, a steering wheel is used for driving but a yolk is not used for flying. This is because the turning motion of a car&#39;s steering wheel is for yaw, whereas the same turning motion of an aircraft&#39;s yolk creates roll. Similar factors would apply to an accelerator or brake pedal used for driving doubling as rudders used for aircraft yaw. If the same pedals were used in both configurations (but with different functions), depressing the right pedal would either turn or accelerate the vehicle, whereas pressing the left pedal would either turn the vehicle the other way or stop it. The resulting potential for confusion would increase the risk of accident. If all 4 pedals were mounted next to each other, confusion would also exist and space issues would emerge). b). Accidental use of controls should be impossible when they are not in use. (For this reason, in the instant art, the steering wheel retracts into the dash board, the joystick lowers into the floor and all pedals push up against the front cabin wall where they cannot be depressed when not in use.) 
         [0046]    In addition to a yolk for aerial manoeuvring, large airliners sometimes employ small, horizontally mounted steering wheels for ground manoeuvring (rather than relying on wheel-linked rudder pedals). This is due to differing turning angle requirements at vastly higher or lower speeds. Occasionally, fixed-wing aircraft use brake levers instead of or in addition to the standard toe or heel brakes mounted on or below rudder pedals. Otherwise, hybrid fly/drive steering mechanisms are found almost exclusively in roadable aircraft. 
         [0047]    Most known roadable aircraft art does not describe or even mention steering controls. Where it is mentioned, in most cases each mode exists alongside the other and does not change position or function. (For example, LaBiche U.S. 2003-094536 has 4 foot pedals, a steering wheel and a side-mounted joystick. Wolley U.S. Pat. No. 5,201,478 uses five pedals, (l. to r.): rudder, clutch, brake, gas, rudder, a steering wheel (road) and a joystick (air). 
         [0048]    Known novel hybrid steering art for roadable aircraft is: Hallock&#39;s “Roadwing” at www.roadabletimes.com, Arbuse U.S. Pat. No. 3,645,474, Pham U.S. Pat. No. 6,129,306 FIG. 8, “Magic Dragon” at www.strongware.com/dragon (redeveloped as U.S. Pat. No. 2,923,494), Photos of Wernicke&#39;s prototype (U.S. Pat. No. 5,435,502), Scherz U.S. Pat. No. 3,371,866, Finley #GB2239642, Wolff US2006-733195, Sweeney at www.aerocar.com, Groeger in U.S. Pat. No. 4,165,846, Crow U.S. Pat. No. 6,131,848, Virginia Tech “Pegasus” (final paper), Spitzer U.S. Pat. No. 6,082,665 FIGS. 19 and 21, Sarh #4881700 FIGS. 21, 22 and 24 as well as U.S. Pat. No. 4,986,493 and Williamson U.S. Pat. No. 4,358,072 FIG. 5. 
         [0049]    Hallock&#39;s “Roadwing” (at www.roadabletimes.com) is a “flying wing”, i.e. without empennage or rudders. Based on examination of cockpit photos, its yolk apparently controls roll as well as yaw both on the ground and in the air via a coordinated rudder/aileron linkage. In Arbuse U.S. Pat. No. 3,645,474, non-used elements (rudders, joystick) are manually removed. Pham, U.S. Pat. No. 6,129,306, FIG. 8, simply puts driving controls at the left seat and flying controls at the right seat. Pham&#39;s rudders are aerodynamic only, necessitating reaching across to the steering wheel during takeoff and landing rolls. Joystick and throttle are on the mid console. “Magic Dragon” at www.strongware.com/dragon (redeveloped U.S. Pat. No. 2,923,494) has a semi-stowable steering wheel, a centrally mounted “T” stick, a throttle on the left door, an accelerator pedal, foot brake and stowable rudder pedals. The procedure for stowing the steering wheel and rudder pedals is neither visible nor explained. 
         [0050]    Photos of Wernicke&#39;s prototype (U.S. Pat. No. 5,435,502) show rudder pedals behind and to the left and right of a brake pedal along with a yolk for both roll in the air and yaw on the ground. 
         [0051]    In Scherz U.S. Pat. No. 3,371,866, the left and right rudder pedals control left and right yaw and left and right braking respectively whilst in aircraft configuration. However in car configuration, the left pedal serves as a clutch and the right one as a brake for all four wheels. For pitch control, Finley #GB2239642 uses “a lever similar to a car gear selector lever . . . Roll control is by a car type steering wheel.” 
         [0052]    Wolff U.S. 2006-733195 in his motorcycle/hang-glider “uses the single handlebar of the motorcycle for control of pitch, roll, and yaw while airborne, as well as for steering when on the ground.” 
         [0053]    Sweeney at www.aerocar.com uses an overhead mounted, downwardly extending joystick for pitch and roll. A steering wheel controls both terrestrial and aerial yaw. The gas pedal controls propeller and wheel power with a back-up, roof-mounted gas lever. 
         [0054]    Groeger in U.S. Pat. No. 4,165,846 specifies: “steering of the vehicle by the joystick . . . remains identical on land, in water and in the air” without articulating how. 
         [0055]    In Crow U.S. Pat. No. 6,131,848, lateral joystick movement controls terrestrial and aerial yaw while longitudinal movement controls pitch. Three pedals control clutch, brake and accelerator. Controls for roll are retracted when wings are not deployed. This function is not explained. In “Pegasus” by Virginia Tech, its final paper articulates “a sidestick mounted in the door panel . . . used to control pitch and roll during flight and also utilized for steering while on the road”. It describes “a three pedal system with only two pedals being operational in either mode. In flight the Pegasus uses standard rudder pedals . . . Between the rudder pedals lies a standard automobile brake pedal . . . the toe brakes at the top of the pedals are hinged as in standard aircraft. In road mode the aircraft toe brake pedal on the accelerator becomes inoperable”. “Pedals are used for rudder control with the right rudder also doubling as the accelerator in car mode.” The controls “can be converted from one mode to the other at the press of a well shielded button”. 
         [0056]    Spitzer&#39;s inventive solution involves a steering wheel mounted at the end of a joystick. In his descriptions and his FIGS. 19 and 21 in U.S. Pat. No. 6,082,665, he combines a pivotally mounted yolk for aircraft pitch and roll with a steering wheel for automobile yaw along with a mechanism to switch from one to the other via which the rudders, elevators and ailerons are locked when not in use. Pivotally mounted rudder pedals control yaw in flight. 
         [0057]    In Sarh #4881700, FIGS. 21, 22 and 24, a control wheel operates elevators when moved fore/aft. When turned left/right, its initial range fully moves the ailerons while only partially turning the front wheels. When turned further, it turns the front wheels to full range. In car mode, a locking device restrains elevator and aileron movement. There are 4 pedals; from left to right: left rudder/toe brake (to the left of the control wheel), (and to the right of the control wheel . . . ) right rudder/toe brake, brakes for all wheels, accelerator pedal. In U.S. Pat. No. 4,986,493, (Sarh), the brake pedal is retracted upwards during flight. Also in this later art, the rudder pedals (1 st  &amp; 2 nd  from left) are immobilised for driving. 
         [0058]    Williamson&#39;s U.S. Pat. No. 4,358,072 modular roadable aircraft consists of a “nose platform” and a “land vehicle”. In his FIG. 5, he shows how the cockpit and a “control stalk” (containing the lines to the control surfaces) are joined together and explains the ensuing procedure for hooking up the controls. The steering wheel sinks forward into the dashboard while the gas and brake pedals fold up into the underside of the dash board. Rudder pedals are then folded up through the floor to where the auto pedals had previously been. The flying yolk is stored vertically in the forward, central console. For flight it is first swung up/back, then rotated left around a single joint. 
         [0059]    The invention disclosed here improves the state of the art by automatically redeploying from independent standard car controls (steering-wheel, brake pedal and gas pedal) to independent standard aircraft controls (joystick, rudders with toe-brakes and throttle) where none of the sticks, wheels, pedals or levers have a dual function and all of the controls of one configuration are stowed and inoperable when the other is deployed. 
         [0060]    The state of the art is further improved by the combination of five functions: 1. conversion of the controls; 2. conversion of the power linkage from wheels to airscrew; 3. wing-locking; 4. mirror deployment and 5. conversion of lighting wiring, into one lever. Further improvement derives from combining automatic gear transmission, wing extension, wing retraction, propeller pitch and aircraft throttle into another separate lever. 
         [0061]    [The controls of rotorcraft are in many aspects fundamentally different to those of fixed-wing aircraft and are not discussed here.] [The linkage between steerage and control surfaces is interrupted in modular, folding- and swing-wing aircraft; however, since no claims are made in this area, it is neither discussed nor illustrated here.] 
       TECHNICAL PROBLEMS TO BE SOLVED 
       [0062]    The technical problems to be solved are; to provide an integrated road/air/water vehicle which I). conforms to the dimensional and other legal requirements for all three vehicle types and is II). safe, III). efficient, IV). practical and V). aesthetic. 
         [0063]    I). The primary purpose in regard to dimensional and other legal requirements is to provide a flying vehicle with integrated wings which, when converted to automobile configuration, is no wider than 2.55 m, no longer than 20.75 m and no higher than 4.00 m. 
         [0064]    II). The purpose in regard to safety is to provide a). a strong but light frame, b). a strong wing spar locking mechanism, c). shielding of occupants via bumper bar and crunch zone from front-end road collisions, d). shielding of pedestrians/swimmers from the airscrew on all sides in all configurations, e). a low stall speed, f). gentle stalling characteristics, g). minimised risk of mechanical failure by having a minimum number of moving parts, h). separation of aircraft and automobile steering to eliminate risk of confusion of controls, i). centralisation of all heavy items (motor, occupants, etc.) to minimise risks associated with disbalance, j). large, side-entry doors for quick and easy emergency exit, k). inoperability of all items (even unintentionally) when they are not in use, l). multiple inflatable bladder-chambers such that landing on water remains possible despite deflation of any one chamber, m). shielding of the marine propeller from swimmers frontally and laterally and n). mounting of the marine propeller such that it poses no danger to airworthiness if accidentally extended in flight. 
         [0065]    III). The purpose in regard to efficiency is to a). i). minimise wind resistance by 1). streamlining the fuselages, glider-like, 2). almost entirely enclosing the four large wheels within the fuselage and 3). retracting the wheel tips, ii). centralise heavy items to reduce trim requirements, iii). use only one motor for all modes of transportation to reduce weight, thereby increasing speed and lowering fuel consumption, b). simplify the structure with a small number of moving parts and centralise the main components to lower production and repair costs, c). optimise boat performance and stability by having two hulls and d). optimise marine propeller power delivery by placing the marine propeller near the centre of gravity. 
         [0066]    IV). Practicality: The purpose in regard to practicality is to a). have just one vehicle for flying, driving and boating, b). have the vehicle conform to parking spot and garage size limitations as they apply to automobiles, c). enable comfortable road operation by having four independently suspended, standard-sized car wheels, d). provide scope of use beyond individual, short haul or recreational transport by providing seats for two occupants, e). reduce the noise footprint on the ground by locating the motor between the fuselages and above the aircraft, f). allow convenient, automated conversion between the various configurations g). provide a single lever for simultaneous steering conversion, transconfigurational power-transfer, mirror deployment, wing-locking and conversion of lighting wiring h). allow convenient engine management by employing one single lever combining control of automatic transmission, throttle, propeller pitch and wing-extension, i). provide seating comfort by including standard-size head and legroom together with bulges on the sides of each fuselage at elbow height for lateral space, j). provide ease of access by having standard size car doors at standard car height, k). provide familiarity through standard layouts and apportionments (i.e. high-winged, non-tail-dragger aircraft; four-wheel, steering-wheeled car, etc.) and l). provide increased cross-wing landing capabilities by having the wingtips well above the ground. 
         [0067]    V). The purpose in regard to aesthetics is to make the invention aesthetically appealing in all its configurations and harmonious inasmuch as it resembles neither a “flying car” nor a “taxiing plane” (nor for that matter a “road-bound boat”, a “floating plane”, a “floating car” or an “airborne boat”). 
         [0068]    No prior art combines even half of these features into one vehicle. 
       SUMMARY 
       [0069]    Building an aircraft with a swing-stored wing is not the same as building one with powered wheels and a maximum stored width of 2.55 m but still able to carry a human, i.e. a “roadable aircraft”. Roadability is an art. It&#39;s not merely miniaturising since a human can&#39;t be “scaled down”. Roadability is the underlying characteristic applying to all claims herein. Within this overall context, the following discussion of prior art addresses the invention&#39;s 1). configuration 2). operability on water, 3). swing-wing mechanism and 4). hybrid controls. 
         [0070]    1). No prior art teaches a twin-fuselaged, roadable aircraft. This is because the concept of twin fuselages for a roadable aircraft is counter-intuitive. Firstly, a twin fuselage creates extra drag which can be minimised if there is only one cabin. Secondly, the most critical, defining aspect of a roadable aircraft is reduced width. To accommodate more than one occupant, the seemingly logical preferred solution would therefore be tandem seating followed by side-by-side seating but certainly not an extra cabin/fuselage. Thirdly, in non-roadable aircraft, twin fuselages are generally employed to increase overall width by providing bridging-stages to strengthen the wing span. In a roadable aircraft, the defining feature of which is how narrow it is, it would seem illogical at first impression to employ a structural element normally used to widen the wingspan. 
         [0071]    Twenty-three non-modular, roadable aircraft have twin booms. However, booms are merely pipelike beams existing alongside and in addition to a central fuselage. 
         [0072]    The only known—albeit non-roadable—invention to employ cocoon-like, modular cabin elements in the context of a mass aerial transport system where multiple fuselages are themed is Couse U.S. Pat. No. 2,368,288. None of Couse&#39;s airframes are roadable which along with its overall characterisation, modularity and other factors significantly differentiate it from the instant art. 
         [0073]    A modular roadable with fuselage-mutation is by Arpas #DE2547435. In that art, the front cabins are slid apart to expose the airscrew behind, whereupon the modular wings are attached. The resulting vehicle has two forward, cabined bodies with a central, rear fuselage containing the motor. This configuration along with its modularity are significantly different to the instant art. 
         [0074]    A twin fuselage applied to a roadable aircraft is the novel, innovative step. 
         [0075]    2). No prior art teaches a twin fuselage, roadable aircraft operable on water. Allenbach #CH692977, Freyberg #FR594602, Klug #DE19808862 and Krassin at www.roadabletimes.com teach modular, longitudinal parallel twin floats where power is via airscrew (and in Krassin additionally via orientation of the wings vertically to become sails). Among others, Kiffner #DE361942 teaches a marine propeller for non-roadable seaplanes. That art dates from 1922. The combination with a winged, roadable aircraft is the innovation. 
         [0076]    The innovative and inventive steps therefore, are the combination of a winged, roadable aircraft operable on water with a). permanently installed (integrated), b). stowed (to reduce drag), c). automatically deployed, d). catamaran-like twin pontoons mounted within the underside of twin fuselages, e). where, for water operations, the vehicle is propelled by a waterborne rather than an airborne propeller which is f). stowable and g). automatically submersible into the water, h). at a point near the vehicle&#39;s centre of gravity and i). where the floats comprise inflatable bladders. 
         [0077]    The unity of invention derives from the impossibility of deploying either the floats or the marine propeller in the manner described in any other context than a twin fuselage. 
         [0078]    3). No prior art teaches all of the following characteristics in one invention: Swing-wing art in which the wings are a). stored completely superimposed (one on top of the other, “pancake-like”), b). the wingtips are stored pointing forward, c). the wings are first drawn backwards before being rotated outwards, d). the cambered section is stored on the opposite side to its deployment, e). the skew-stored wings deploy by rotating through parallel, skewed planes and have a self-righting mechanism, f). the spar-roots are not hinged/pivoted, g). external arms/struts are attached further out along the wings, h). the external struts sink in flush with the wing&#39;s surface, i). rails with pivots on trolleys are employed on both the wings and the fuselage(s), j). the wings are stored between two fuselages. 
         [0079]    The lack of such art is likely due to the counter-intuitiveness of combining a swing-wing with a twin fuselage. Swing-wings are used to narrow width whereas twin fuselages are generally used as bridging elements to increase width. 
         [0080]    Perl U.S. Pat. No. 2,573,271 is a swing-wing roadable aircraft which stores the wings centrally with their tips forward. Wing deployment is effected by first drawing the wings backwards, then rotating the tips outwards. These elements are similar to those of the instant art. Perl&#39;s art differs however from the instant art in many points: Firstly, as in the instant art, Perl stores the wings flat, one above the other (“superimposed”) with the wings&#39; respective cambers stored on the opposite side to their deployed position so that the cambers must swing past each other to deploy. However, this necessitates either 
         [0081]    a). skewing of the wings to get the cambers past each other to the other side where they are deployed, therefore requiring; raising one wing-tip higher and lowering the other one. This is physically impossible if the wings are stored near ground level as in Perl&#39;s art. Perl offers no solution to this dilemma. The vehicle would have to be driven onto a pedestal to be able to extend the wings in a skewed manner and to avoid one wing-tip from scraping along the ground and snagging; or the other solution would be 
         [0082]    b). having the upper wing somehow lowered after swinging out and somehow raised before swinging back. Alas, neither the description nor the claims portion of Perl&#39;s patent explains how the wings come to be at the same level once they have extended past each other. Perl writes extensively about superimposition, rotation and lateral deployment but apparently didn&#39;t solve this aspect (which the inventor of the instant art required two years to do). A second difference is that Perl stores the wings horizontally in a sheath below the vehicle whereas the instant art shields them during road transport behind the canard-mounted elevator and stores them at an angle rising from the front to the rear of the vehicle, Thirdly, this storage is between two fuselages, whereas Perl has only one cabin/fuselage. A fourth difference is that Perl&#39;s struts are internal (i.e., they don&#39;t protrude past the outer skin). A fifth difference is that Perl uses a fixed wing pivot located at the centre of lift, whereas the instant art uses a rail-borne pivot on the trailing edge where the spar root is not pivoted in any way. [Although known to roadable aircraft art, the concept of non-hinged spar-roots is also counter-intuitive, the first instinct being to want to secure the spar.] A sixth difference is that the strut pivot is at a fixed point on the wing, whereas in the instant art it moves along a rail. 
         [0083]    A seventh difference is that the strut roots share a common mounting and actuator whereas the instant art foresees two (one on each fuselage). Many other minor differences distinguish the art of Perl from the instant art. 
         [0084]    The innovative, inventive steps in regard to the instant swing-wing art therefore are: a). The instant art is the only swing-wing applied to a twin fuselage, roadable aircraft, where b). the wings are stored between the two fuselages. c). The instant art is also unique in having two counter-rotating pivot points attached to the wing, each of which moves along a separate rail. One is attached to the wing-root and travels along a rail on the fuselage between the rear of the aircraft and the middle of the aircraft. The other is attached to the strut insert and travels along a rail between the root of the wing to the middle of the wing. d). Furthermore, it is the only swing-wing art to combine the following characteristics into one invention: Swing-wings i). stored completely superimposed, ii). wingtips pointing forward, iii). spar-roots not hinged/pivoted, iv). with external arms/struts, v). where the wings cambers lie opposite to their deployment side, and they are vi). stored at a skewed angle where vii). the wings are first drawn backwards before rotating outwards, viii). then rotate through parallel, skewed planes, ix). then are leveled via a self-righting mechanism, x). whereupon the external struts sink in flush with the wing&#39;s surface. 
         [0085]    The unity of invention derives from enabling 1). a wing with a chord not exceeding roadable width to be stored perpendicular to its deployed position longitudinally 2). between the twin fuselages of a roadable aircraft. It also derives from 3). the need for the swivelling struts used to effect the wings&#39; rotation to be supported by a firm base which cannot be located centrally but must be located to the left and right of the wings&#39; stored position on the separate fuselages. The invention would not work on a single fuselage not only because the wings are stored between two fuselages and not only because the strut&#39;s origins would lack a support base (as explained above) but also because 4). the spar-roots protruding from the wings&#39; root need the space between the fuselages to accomplish their rotation past each other. 
         [0086]    4). No prior art teaches a joystick stored flush to the cockpit floor. No prior art teaches pairs of pedals which slide alternately fore and aft. No prior art combines the five functions: conversion of the controls; conversion of the power linkage from wheels to airscrew; wing-locking; mirror deployment and conversion of lighting wiring, in one lever. No prior art combines automatic gear transmission, wing extension, wing retraction, propeller pitch and aircraft throttle in one lever. 
         [0087]    Sarh in U.S. Pat. No. 4,986,493 retracts the brake pedal upwards before flight. This is different to the instant art where the brake pedal is coupled with the accelerator pedal and both rotate past the rudder pedals (which are going the other way) to end up at the front wall of the cabin. Moreover, the brake pedal stays at the same level and doesn&#39;t move or retract upwards. 
         [0088]    In Williamson U.S. Pat. No. 4,358,072, the steering wheel sinks forward into the dashboard while the gas and brake pedals fold up into the underside of the dash board. Rudder pedals are then folded up through the floor to where the auto pedals had previously been. Whereas the upward folding motion of all pedals is dissimilar to the fore/aft motion of the instant art, the steering wheel sinking into the dashboard is similar. It differs however in many aspects of context. Firstly, Williamson&#39;s art is modular. Stowage of the steering wheel in the dash board is accomplished manually during the multi-staged procedure of attaching the wings and power-plant and reconfiguring the vehicle for flight. Furthermore, the controls which replace the steering wheel are again manually deployed and consist of a foldable yoke. This is all very different to the instant art. In the invention disclosed here, the sinking of the steering wheel into the dashboard is automated and occurs momentarily upon pulling a lever. The same hand-lever redeploys the foot-pedals. In the same motion, the joystick appears. This is different to the manually initiated, multi-stage fold-out mechanism of Williamson&#39;s yoke. 
         [0089]    The innovative, inventive steps in regard to the hybrid controls therefore are: 
         [0090]    a). A method for automatically exchanging separate and independent car controls (consisting of steering wheel, brake pedal and gas pedal, all in standard positions) and standard aircraft controls (consisting of joystick, left rudder pedal with toe brake and right rudder pedal with toe brake, all in standard positions) where none of the sticks, wheels or pedals have a dual function, all of the controls of one configuration are stowed when the other is deployed and all of the controls not in use are inoperable, although they remain connected, whereby 
         [0091]    i). the joystick is stored in a rut in the floor from where it rotates upward to deploy, 
         [0092]    ii). the brake and gas pedals are coupled together and the two rudder pedals move simultaneously as if coupled such that movement of the one pedal-couple in one direction causes the other pedal-grouping to move in the opposite direction, and 
         [0093]    iii). the pedals all move laterally along the floor without changing height, and 
         [0094]    iv). both car pedals are located between the aircraft pedals, and 
         [0095]    v). the car pedals move along a curved rail so that, when deployed, the gas pedal assumes the position where the right rudder pedal had previously been and vice versa. 
         [0096]    vi). all pedals, when not in use are moved up against the front cabin wall so that they can no longer be depressed when stepped upon. 
         [0097]    b). Combination of the five functions: conversion of the controls; conversion of the power linkage from wheels to airscrew; wing-locking; mirror deployment and conversion of lighting wiring, into one lever; 
         [0098]    c). Combination of the five functions: automatic gear transmission, wing extension, wing retraction, propeller pitch and aircraft throttle into one lever. 
         [0099]    The unity of invention derives from the impossibility of applying these control devices to anything other than a winged, roadable aircraft. 
       DISCLOSURE OF THE INVENTION 
       [0100]    In the preferred, non-restrictive embodiment, the invention comprises two parallel fuselages each with a front, side-door accessed cabin for one reclined person. The fuselages are joined midway at roof-level via a central main-wing containing a motor and at their lower front by a canard wing. The lower side of the central main-wing has two cavities on each side into which the fore and aft spar roots of each outer wing are inserted. At the rear of the motor is a pusher-propeller; at its front is a gearbox followed by a main drive shaft. The main drive shaft runs midway between the fuselages down to the canard where its power is delivered via a differential and perpendicular drive shafts to two steerable front wheels located within the fuselages to its left and right respectively. An elevator is attached to the canard wing&#39;s rear. The front wheel encasings serve as aerodynamic rudders. Rear wheels are located at the rear of each fuselage, behind each of which is another aerodynamic rudder. 
         [0101]    The two outer wings are stored one above the other, tips forward, roots high, parallel to and between the fuselages. A main-spar stub and aft-spar stub stick out from the root of each wing. During storage, the upper rear fuselage&#39;s shell folds down into the lower rear fuselage exposing a shelf. The wider root-ends of the wings, each containing a trailing edge flap, are stored above this shelf. The wings&#39; narrow tip-ends, each containing an aileron, are stored between the cabins toward the front portion of the vehicle. The leading edge of the left outer wing and its cambered ridge is stored on the vehicle&#39;s right side, and vice versa for the other outer wing. 
         [0102]    Each outer wing is supported by an “L”-shaped swinging arm mounted in the same plane as each outer wing&#39;s underside. In storage, the upper “L”-leg points backwards and the lower “L”-leg points outwards. Below the tip of the lower “L”-leg is a swivelling support located behind the occupant&#39;s seat which extends downwards slightly off vertical. The tip of the upper “L”-leg is attached to a rotating, sinking joint affixed to a sliding trolley in a rail located in a rut running parallel to the span and along the centre of the underside of each outer wing, from its middle to its root. 
         [0103]    A rearwardly extendable empennage beam lies within each fuselage. Its origin is under the occupant&#39;s feet. From there it runs upward, curving twice, then through and slightly beyond a hinge at the upper rear tip of the fuselage. Behind the hinge it is joined to the other empennage beam via a raised crossbar which is enclosed within a horizontal stabilizer. Behind the horizontal stabilizer is an actuator-operated auxiliary elevator. Below it on its left and right are vertical stabilizers, behind each of which are actuator-operated, auxiliary rudders. 
         [0104]    The top of each empennage beam has a rail which has an extension connecting it forward to the swivelling support. The trailing edge root of each wing is attached via a rotating joint to a trolley within the empennage rail. 
         [0105]    Outer wing extension begins when the empennage beams together with the outer wings are extended backwards until the outer wings&#39; tips lie behind the cabins (phase one). The swivelling supports then rotate the “L”-shaped swinging arms outwards, the outer wings&#39; roots slide simultaneously forward along the empennage rail while the outer wings&#39; tips extend outward (in counter-rotation to the arms) until both outer wings lie across the front of the shelf perpendicular to the fuselages. Just prior to the end of this rotation, the swinging arms slide up into the rut on the outer wings&#39; underside flush to the surrounding surface. The swinging arms now lie with the long leg of the “L” pointing outwards and the short leg forwards. 
         [0106]    The front of the swivelling support has an upper rotating joint at shelf level and a lower rotating joint below, each attached to a trolley enclosed within an upward rail. The lower end of the upward rail curves below shelf level ca. nine degrees off vertical causing the supports, the arms above them and therefore also the outer wings to skew laterally. This skew enables the cambered bulges of the wings&#39; leading edges (each of which is stored on the opposite side to where it is deployed for flight) along with their respective spar-stubs to pass each other during extension without interfering with the other outer wing, allowing the wings to rotate in parallel planes (phase two). 
         [0107]    The swinging arm, outer wing and front empennage-beam-tip of each side are all attached to that side&#39;s swivelling support. When the support is raised along the lower reaches of the upward rail, the lower trolley is forced in line vertically below the upper trolley. This straightens each support, thereby levelling the arms and outer wings. Simultaneously, the rear empennage assembly, see-saws downwards over the hinges at the fuselage&#39;s rear tips. The final, upper reach of each upward rail curves again, this time by only approximately two degrees slightly away from vertical toward the centre of the vehicle. This slight curve gives the outer wings dihedral. As the supports reach the top of their respective upward rails, the spar-stubs insert into the openings below the central main-wing. There they are locked in place by pilot-operated locking pins (phase three). 
         [0108]    All control surfaces are mechanically linked to the cockpit except for the actuator-operated auxiliary control surfaces on the empennage. The mechanical link between ailerons/flaps and cockpit is disrupted when the outer wings are retracted. Couplings located on each main-spar stub and main-spar cavity respectively, establish the link when the outer wings are extended and locked. 
         [0109]    When the lever used to engage the locking pins is pulled, simultaneously the steering wheel, brake and gas pedals recede while the rudder pedals slide forward and the joystick folds upward from a rut in the floor. At the same time, the lever transfers power from the gearbox to the pusher-propeller, retracts a side- &amp; rear-view mirror and switches the lighting from automobile to aircraft requirements. Another lever at elbow level regulates automatic transmission, wing extension/retraction, the propeller&#39;s angle of attack and thrust. A third lever controls the flaps. A fourth lever controls retraction/extension of the wheels and closing of their respective doors. A fifth lever controls inflation of the floats for landing on water. A sixth lever controls lowering and raising of the boat propeller. 
         [0110]    Each wheel has a cushioned and sprung suspension beam which can be rotated backwards to retract the wheels up into the wheel-well, whereupon doors below close flush with the vehicle&#39;s underside. 
         [0111]    Six bladders, three on the underside of each fuselage can be inflated to form a floating hull below each fuselage. A marine propeller is latched inside the lower central leading edge. It has a shaft running down to the differential where it is hinged. When the propeller is lowered into the water via a cable and guiding arm, the shaft engages in the differential, providing power for motorboat operation. 
         [0112]    Nothing in this brief description of the preferred embodiment should be construed as limiting the scope of the application of the various parts of the invention in other ways or contexts. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0113]    Characteristics of the invention described above will be clear from the following description of a preferential form of embodiment, given as a non-restrictive example, with reference to the attached drawings: 
           [0114]      FIG. 1A  Right side view in automobile configuration 
           [0115]      FIG. 1B  Right side view at completion of phase one of wing extension (wings parallel and drawn backwards) 
           [0116]      FIG. 1C  Right side view midway through phase two of wing extension (wings crossing each other at forty-five degrees and skewed laterally) 
           [0117]      FIG. 1D  Right side view at completion of phase two of wing extension (wings skewed laterally and extended outward but not yet raised to insert into central wing) 
           [0118]      FIG. 1E  Right side view at completion of phase three of wing extension (wings leveled and raised into position) 
           [0119]      FIG. 1F  Right side view in aircraft configuration (wings locked in position, steering and transmission converted) 
           [0120]      FIG. 1G  Right side view of suspension, wheels extended 
           [0121]      FIG. 1H  Right side view of suspension, wheels retracted 
           [0122]      FIG. 1R  Right side view; floats deflated, boat propeller retracted 
           [0123]      FIG. 1J  Right side view; floats inflated, boat propeller extended 
           [0124]      FIG. 2A  Top view in automobile configuration 
           [0125]      FIG. 2B  Top view at completion of phase one of wing extension (wings parallel and drawn backwards) 
           [0126]      FIG. 2C  Top view midway through phase two of wing extension (wings crossing each other at forty-five degrees and skewed laterally) 
           [0127]      FIG. 2D  Top view at completion of phase two of wing extension (wings skewed laterally and extended outward but not yet raised to insert into central wing) 
           [0128]      FIG. 2E  Top view at completion of phase three of wing extension (wings leveled and raised into position) 
           [0129]      FIG. 2F  Top view in aircraft configuration (wings locked in position, steering and transmission converted) 
           [0130]      FIG. 3A  Front view in automobile configuration 
           [0131]      FIG. 3B  Front view at completion of phase one of wing extension (wings parallel and drawn backwards) 
           [0132]      FIG. 3C  Front view midway through phase two of wing extension (wings crossing each other at forty-five degrees and skewed laterally) 
           [0133]      FIG. 3D  Front view at completion of phase two of wing extension (wings skewed laterally and extended outward but not yet raised to insert into central wing) 
           [0134]      FIG. 3E  Front view at completion of phase three (wings leveled and raised into position) where the wings have already been locked in position and the steering and transmission converted) 
           [0135]      FIG. 4A  Rut on wing underside and swinging arm&#39;s movement across it 
           [0136]      FIG. 4B  Rut on wing underside and swinging arm&#39;s and sinking pivot joint&#39;s immersion flush therein 
           [0137]      FIG. 5A  Side view of cockpit in car configuration with overhead rear view and side view mirrors extended, power linked to wheels, aircraft controls stowed, car controls deployed and conversion lever down. 
           [0138]      FIG. 5B  Side view of cockpit in aircraft configuration, mirrors retracted, power linked to airscrew, aircraft controls deployed, car controls stowed and conversion lever pulled up. 
           [0139]      FIG. 6A  Top view of cockpit in car configuration with side mirror extended, aircraft controls stowed, car controls deployed and conversion lever down. 
           [0140]      FIG. 6B  Top view of cockpit in aircraft configuration with side mirror retracted, aircraft controls deployed, car controls stowed and conversion lever pulled up. 
           [0141]      FIG. 7  Lever controlling transmission, wing extension/contraction, propeller thrust and pitch. 
           [0142]      FIG. 8  Three dimensional view showing all wing extension phases and control conversion. 
       
    
    
     DETAILED DESCRIPTION 
       [0143]    (a Reference Key Denoting the Terms Used Herein is Found at the End of this Section) 
         [0144]    With reference to the attached drawings, the invention disclosed here in its preferred embodiment as a non-restrictive example is a vehicle comprising two separate “bodies”, “hulls” or fuselages  1 , 2 . Each fuselage contains a cabin  145 ,  146  for one occupant (for a total of two occupants). Each cabin is accessible via a front-hinged door  3 , 4  located on the outer sides of the vehicle  337 , 338  (for a total of two doors). 
         [0145]    The fuselages  1 , 2  are parallel to each other in line with the forward direction of movement  340 . Underneath each fuselage  1 , 2  are two wheels (for a total of four wheels)  9 , 10 , 11 , 12 . The wheels  9 , 10 , 11 , 12  are placed one behind the other along the underside of each fuselage. Only the lower part of each wheel emerges from the underside of the fuselage. 
         [0146]    The fuselages  1 , 2  are connected to each other at two main points. At the lower front of the vehicle between the front wheels, they are joined by a canard plane  13  containing a cross-bar  16 . The front of the canard  14  serves as a bumper bar. At the centre, the fuselages  1 , 2  are joined at roof-level by a central main-wing  17  containing a central main-spar  20 . The central main-spar  20  is located directly behind the occupants&#39; seats  21 , 22  just above head height. Accordingly, the leading edge of the central main-wing  18  extends forward past the occupants just above their head-level. 
         [0147]    In the middle of the central main-wing  17  behind the central main-spar  20  is a motor  23  enclosed in a cowling. The motor&#39;s mounts  25  are attached to the central main-spar  20 . At the back of the motor  23  is a pusher-propeller  26 . At the front of the motor  23  is first an enclosed gearbox  27  then an enclosed main driveshaft  28  leading down at an angle to the canard  13 . The main driveshaft  28  is supported by a central beam  29  which connects the central main-spar  20  and engine mounts  25  at the one end to the middle of the cross-bar  16  located inside the canard plane  13  between the front wheels at the other end. Inside the canard plane  13 , the motor&#39;s power is transferred from the main driveshaft  28  to the front wheels  9 , 11  via a differential  30  with perpendicular drive shafts  31 , 32  emerging to its right and left. The differential  30  and perpendicular drive shafts  31 , 32  are supported by the cross-bar  16 . An intake  37  for cooling and induction air is located above the leading edge of the central main-wing  18  in front of the motor  23 . 
         [0148]    The front wheels  9 , 11  are linked on their inner side to a vertical strut  41 , 42  around which they rotate. The top of this strut  41 , 42  is attached to the frame of the fuselage via a support  43 , 44  which curves over the back of the front wheel down to the vehicle&#39;s floor level at the front of each cabin  145 , 146 . From there, a floor beam  45 , 46  runs along below the cabin&#39;s floor continuing along the fuselage  1 , 2  base to the inside axle  47 , 48  of the rear wheel  10 , 12 . From a point near the approximate middle of the floor beams  45 , 46 , a strut  55 , 56  goes up to support the central main-spar  20 . Rear fuselage beams  60 , 62  originating at the inner side of the rear axle  47 , 48 , runs upward to end at roof height behind each rear wheel  10 , 12  where they form the rear tip of each fuselage  63 , 64 . 
         [0149]    Outer Wing storage ( FIGS. 1A ,  2 A,  3 A) 
         [0150]    When in the automobile configuration, the outer wings  65 , 66  are stored on top of each other parallel to and between the fuselages  1 , 2 . The tips  67 , 68  of the outer wings are stored low at the front of the vehicle near the canard plane  13 . They point towards the front of the vehicle  147 . The roots  69 , 70  of the outer wings are stored high at roof-level at the back of the vehicle  148 . Main-spar and Secondary-spar stubs  209 , 210 , 215 , 216  protrude from the root  69 , 70  of each outer wing  65 , 66 . 
         [0151]    Aside from mild tapering, the width of the outer wings  65 , 66  varies over two stages. The part of the outer wing  65 , 66  containing the tip  67 , 68  is significantly narrower than the part containing the root  69 , 70 . This is because the part containing the tip  67 , 68  is stored between the fuselages  1 , 2  at the narrowest point where the vehicle&#39;s occupants sit to either side of it. However, directly behind the occupant&#39;s seats  21 , 22 , the upper, rear shell  75 , 76 , 77 , 78  of each fuselage  1 , 2  folds down in two parts into the bottom part. This exposes two wide “shelves”  79 , 80  creating a space across the entire width of the rear of the vehicle. The wider part of the outer wings  65 , 66  containing the roots  69 , 70  is stored above these shelves  79 , 80 . 
         [0152]    The outer wings&#39;  65 , 66  storage position places no limits on inclusion of aerodynamic features into the wing&#39;s shape such as varied angle of attack along the wing&#39;s length otherwise known as “wash-out” (for gentle stalling), dihedral (for stability) or winglets (for induced drag reduction). Tapering (for drag reduction) however, is limited by the confines of the wings&#39; storage position between the fuselages  1 , 2 . 
         [0153]    Each outer wing  65 , 66  rests atop a “swinging arm”  81 , 82 . There is one swinging arm  81 , 82  per fuselage  1 , 2 . The left one  81  supports the left outer wing  65 , the right one  82  supports the right outer wing  66 . Each swinging arm  81 , 82  is “L”-shaped. Each “L”-shaped swinging arm  81 , 82  is mounted on its side in the same plane as the underside  83 , 84  of its respective outer wing  65 , 66 . The tip of the long “leg” of the “L”  89 , 91  is attached via a rotating, sinking joint  105 , 106  to a trolley  103 , 104 . The trolley  103 , 104  is enclosed within an underwing rail  97 , 98 . The underwing rail  97 , 98  runs spanwise, i.e. longitudinally to the outer wing  65 , 66  along the bottom of a depression or “rut”  95 , 96  located centrally on the underside  83 , 84  of each outer wing  65 , 66 . The underwing rail  97 , 98  leads from the wing&#39;s root  69 , 70  to it&#39;s mid-point. 
         [0154]    When the outer wing  65 , 66  is stored, the tip  89 , 91  of the long “leg”  85 , 87  of the “L”  81 , 82  rests at the wing root  69 , 70  between the fuselages  1 , 2  high at the rear end  148  of the vehicle pointing backwards in the opposite direction to the vehicle&#39;s direction of movement  340 . When the outer wing  65 , 66  is stored, the short leg  86 , 88  of the “L”  81 , 82  lies perpendicular to the outer wing  65 , 66  at its mid-point pointing outward toward the vehicle&#39;s side  337 , 338 . 
         [0155]    The tip  90 , 92  of the short “leg”  86 , 88  of the “L”  81 , 82  is attached via a rotating joint  107 , 108  to the upper tip  111 , 113  of a “swivelling support”  109 , 110  which comes up from below almost vertically to meet it. The swivelling support  109 , 110  is located directly behind the occupant&#39;s seat  21 , 22 . Its upper tip  111 , 113  protrudes above the shelf  79 , 80 . Below that, its front side is connected at two points via rotating joints  115 , 117 , 118 , 120  to trolleys  127 , 128 , 129 , 130  enclosed within an upward rail  121 , 122 . The upper part  123 , 125  of the upward rail  121 , 122  above the shelf  79 , 80  runs vertically up toward the underside  182  of the central main-wing  17 . Just before reaching the central main-wing, the rail curves inwards by approximately two degrees. This in turn causes the swivelling supports along with the arms and the roots of the wings they support to also tilt inwards, thereby giving the wings dihedral. 
         [0156]    The lower part  124 , 126  of the upward rail  121 , 122  below the shelf  79 , 80  curves away from vertical at an angle of ca. nine degrees. This causes the outer wings  65 , 66  to be stored at differing angles to one another  339 . The reason for skewing  339  the outer wings at differing angles is that the leading edge of the left outer wing  65  and its bulging cambered section  143  is stored on the vehicle&#39;s right side  338 , whereas the leading edge and cambered bulge  144  of the right outer wing  66  is stored on the vehicle&#39;s left side  337 . These bulging cambered sections  143 , 144  must therefore cross past each other during wing extension. The skew  339  of ca. nine degrees ensures the outer wings  65 , 66  cannot interfere with each other as they extend because their planes of extension, although parallel, are slightly skewed  339  in relation to each other. When the wings are later raised along the upward rail  121 , 122 , the curve in the rail  124 ,  126  causes the supports, arms and wings to level themselves, eliminating the skew. 
         [0157]    Extendable tail structure (“empennage”)  345   
         [0158]    The tail structure (“empennage”)  345  consists of two “empennage beams”  149 , 154 , one raised “tail crossbar”  183 , two “rail-extension beams”  159 , 162  each with a “sub-support”  173 , 178 , one “horizontal stabilizer”  184  with an attached “auxiliary elevator”  185  and two “vertical stabilizers”  187 , 191  with one “auxiliary rudder”  188 , 192  each. 
         [0159]    When in the automobile configuration, each empennage beam  149 , 154  runs parallel to and rests almost entirely within each fuselage  1 , 2 . The front tip  150 , 155  of each beam  149 , 154  lies under each occupant&#39;s seat  21 , 22 . The empennage beams&#39;  149 , 154  rear tips  151 , 156  extend through and just past the hinge  195 , 196  at the rear tip  63 , 64  of each fuselage  1 , 2 . Behind the hinges  195 , 196 , the empennage beams&#39;  149 , 154  rear tips  151 , 156  are joined via a raised tail-crossbar  183 . The raised tail-crossbar  183  is housed within a horizontal stabilizer  184 . Two vertical stabilizers  187 , 191  are located on either side of and below the horizontal stabilizer  184 . 
         [0160]    Starting under the occupants&#39; seats  21 , 22 , each empennage beam  149 , 154  extends at an incline toward the upper rear of each fuselage  63 , 64 . The empennage beams  149 , 154  bend slightly upward  152 , 157  behind the occupants&#39; seats  21 , 22  before straightening again  153 , 158  and continuing at the original incline up to and through the hinges  195 , 196 . 
         [0161]    Along the upper side of the rear part of each empennage beam  149 , 154  is a rear empennage rail  165 , 166 . The trailing edge root  71  of the left outer wing  65  is attached via a moveable, rotating pivot joint  170  to a trolley  169  enclosed within the left rear empennage rail  165  atop the left empennage beam  149 . The trailing edge root  72  of the right outer wing  66  is attached via a moveable, rotating pivot joint  172  to a trolley  171  enclosed within the right rear empennage rail  166  atop the right empennage beam  154 . Via the trolleys  169 , 171 , the outer wing trailing edge roots  71 , 72  can roll along their respective rear empennage rails  165 , 166  and rotate either way, i.e. from or toward the respective fuselage  1 , 2 . 
         [0162]    A hook  197 , 198  located on each outer wing&#39;s trailing edge root  71 , 72  latches into an indentation  199 , 200  on the rear end  151 , 156  of each empennage beam  149 , 154  whenever the outer wing  65 , 66  is parallel to the fuselage  1 , 2 . As soon as the outer wing  65 , 66  is rotated away from parallel, the hook  197 , 198  is rotated out of the indentation  199 , 200  and releases the outer wing&#39;s trailing edge root  71 , 72  so that it can then move forward or backward along the rear empennage rail  165 , 166  freely. 
         [0163]    A “rail-extension beam”  159 , 162  extends the length of the rear empennage rail  165 , 166  further forward. The rail-extension beam  159 , 162  has its origin directly behind the occupant&#39;s seat  21 , 22  at the height of the exposed shelf  79 , 80 . It runs from there in a straight line at an upward incline to the hinge  195 , 196  at the upper rear tip  63 , 64  of the fuselage where it ends. It rises at the same incline as that of the empennage beams&#39;  149 , 154  low segment at its origin  150 , 155 . After the empennage beam&#39;s  149 , 154  slight bend upwards  152  behind the occupant&#39;s seat  21 , 22 , as it bends back  153  to run straight again, it becomes embedded in a sleeve  201  along the underside of the rail-extension-beam  159 , 162 . Unlike the empennage beam  149 , 154 , the rail-extension beam  159 , 162  does not run through the hinge  195 , 196 . Instead, it stops at, is affixed to and rotates with the hinge  195 , 196 . Its front tip  160 , 163  (located behind the occupant) can move up and down (between the central main-wing  17  above and the shelf  79 , 80  below). The trolley  169 , 171  to which the outer wing&#39;s  65 , 66  trailing edge root  71 , 72  is attached, can roll from the rear empennage rail  165 , 166  onto the extension rail  203 , 204  located on the upper side of the rail extension beam  159 , 162 . The two rails  203 , 204  converge at the hinges  195 , 196  and allow the trolleys  169 , 171  to run over the top of the hinges  195 , 196  in a straight line. 
         [0164]    Below the forward tip  160 , 163  of the rail extension beam  159 , 162 , its sub-support  173 , 178  points downwards. At its lower tip  175 , 179  is an opening  177 , 181  through which the empennage beam  149 , 154  runs. The empennage beam  149 , 154  is therefore attached to the rail extension beam  159 , 162  and its sub-support  173 , 178  at three points (from low to high); firstly, at the opening on the lower tip of the sub-support  177 , 181 ; secondly, along the sleeve  201 , 202  on the lower side of the rail extension beam  159 , 162  and thirdly via the hinge  195 , 196  at the upper rear tip of the vehicle  63 , 64  (which is affixed to the rail extension beam  159 , 162 ). 
         [0165]    The rail-extension beam  159 , 162  therefore cannot move at all when the front tip of the empennage beam  149 , 154  is lying underneath the occupant&#39;s seat  21 , 22 . The rail-extension beam  159 , 162  can only rotate (upwards and downwards) when the front end  150 , 155  of the empennage beam  149 , 154  has been slid back to the lower tip  175 , 179  of the sub-support  173 , 178 . 
         [0166]    The forward tip  160 , 163  of the rail-extension beam  159 , 162  is attached via a rotating joint  116 , 119  to the top, rear side of the swivelling support  109 , 110  (upon which the swinging arm  81 , 82  and outer wing  65 , 66  rest). At the same level on the top front side of the swivelling support  109 , 110 , it is attached via a rotating joint  115 , 118  to a trolley  127 , 129  enclosed within a short, upward rail  121 , 122 . This short upward rail  121 , 122  is located behind the occupant&#39;s seat  21 , 22 . Above shelf level  79 , 80 , the short upward rail runs vertically  123 , 125  to just below the wing where it veers inwards by approximately two degrees. It ends at the underside of the central main-wing  182 . The part of the short rail below the shelf  124 , 126  turns at a skew angle  339  of ca. nine degrees away from vertical. The lower, front tip of the swivelling support  112 , 114  is attached via another rotating joint  117 , 120  to a second, lower trolley  128 , 130  enclosed within the short upward rail  121 , 122 . Whenever the outer wings  65 , 66  are near shelf level  79 , 80 , the lower tip of the swivelling support  112 , 114  is therefore skewed laterally at an angle of ca. nine degrees  339  away from vertical causing both the swinging arm  81 , 82  and the outer wing  65 , 66  resting on it to also skew laterally at the same angle  339 . When the swivelling support  109 , 110  rises along the short upward rail  121 , 122 , the lower trolley  128 , 130  moves into a position vertically in line with the upper joint/trolley  127 , 129 , thereby causing the wings above to straighten laterally, eliminating the skew  339 . 
       Wing Structure and Support 
       [0167]    The central main-wing  17  contains four cavities; two port  131 , 137 , two starboard  132 , 138 . These cavities  131 , 137 , 132 , 138  are open both on the underside of the central main-wing  182  and on its sides. The side of the openings are located within the wing&#39;s cross-section  205 , 206 . The front cavities  131 , 132  are located close to the aerodynamic center of lift. The rear cavities  137 , 138  are located between the front ones  131 , 132  and the trailing edge  19 . The lower openings  133 , 139  extend inwards from the side openings  136 , 141  along the underside of the central main-wing  182 . They end before reaching the motor  23 . 
         [0168]    Each of the two outer wings  65 , 66  has both a main-spar  207 , 208  and a secondary spar  213 , 214 . The main-spar  207 , 208  lies along the outer wing&#39;s  65 , 66  approximate centre of lift near and along the leading edge of each wing  346 , 347 . The secondary spar  213 , 214  runs parallel to the main-spar  207 , 208  and is located between the main-spar  207 , 208  and the trailing edge root  69 , 70 . Both spars  207 , 208 , 213 , 214  jut out past the root  69 , 70  of the outer wing  65 , 66  like “stubs”  209 , 210 , 215 , 216 . (It is these stubs  209 , 210 , 215 , 216  that are inserted into the cavities  131 , 132 , 137 , 138  of the central main wing  17  for flight.) The underside of each stub  209 , 210 , 215 , 216  has small indentations  211 , 212 , 217 , 218 . These indentations  211 , 212 , 217 , 218  prevent the spars  207 , 208 , 213 , 214  from slipping laterally once inserted and locked into the central main wing&#39;s  17  cavities  131 , 132 , 137 , 138 . 
         [0169]    For flight, the stubs  209 , 210 , 215 , 216  of the spars  207 , 208 , 213 , 214  of the outer wings  65 , 66  are inserted into the cavities  131 , 132 , 137 , 138  in the central main wing  17 . The spar stubs  209 , 210 , 215 , 216  are then locked into place using pilot-operated locking-pins  219 , 220 . The locking pins  219 , 220  extend underneath and across the lower openings  133 , 139  of the cavities  131 , 132 , 137 , 138 . 
       Outer Wing Extension 
       [0170]    When the outer wings  65 , 66  are stored, the tip  89 , 91  of the long leg  85 , 87  of each “L”-shaped swinging arm  81 , 82  (that being the point where it is attached via joint  105 , 106 , trolley  103 , 104  and rail  97 , 98  to the underside  83 , 84  of the outer wing  65 , 66 ) lies at the root  69 , 70  of the outer wing  65 , 66 . The root  69 , 70  is located between the fuselages  1 , 2  high at the  148  rear of the vehicle. The long “leg”  85 , 87  of the “L”-shaped swinging-arm  81 , 82  lies parallel to the rail  97 , 98  which is embedded in the underside  83 , 84  of the outer wing  65 , 66 . The “L&#39;s” short leg  86 , 88  lies perpendicular. 
       Phase  1  (of  3 ) of Wing Extension (FIGS. 1B,  2 B,  3 B) 
       [0171]    On the upper side of the front end of the empennage beam  149 , 154  is a cograil  167 , 168 . A motor-driven cogwheel  176 , 180  is located at the opening  177 , 181  on the lower tip  175 , 179  of the sub-support  173 , 178  through which the empennage beam  149 , 154  runs. Outer wing extension is initiated when the cogwheel  176 , 180  drives the empennage beam  149 , 154  back through the opening  177 , 181  towards the upper rear of the vehicle  148 . The movement ceases when the front tip  150 , 155  of the empennage beam  149 , 154  has reached the opening  177 , 181  and is well clear of the seat  21 , 22  and below the short upward rail  121 , 122 . 
         [0172]    During this motion, the outer wings  65 , 66  stay parallel to the fuselage  1 , 2  (and to each other  65 , 66 ). The outer wings  65 , 66  and entire empennage structure  345  merely move backwards and upwards toward and partly beyond the upper rear tips of the fuselages  63 , 64 . During this movement, the wing roots&#39; trailing edges  71 , 72  are hooked  197 , 198  onto an indentation  199 , 200  in the empennage beam  149 , 154 . (If they weren&#39;t, the outer wings  65 , 66  would not slide backward and upward together with the empennage structure  345 . Instead, the empennage structure  345  would just slide upward past them.) 
         [0173]    Since the empennage beams  149 , 154  and the outer wings  65 , 66  are stored at an angle (tips  67 , 68  low, roots  69 , 70  high), the outer wings  65 , 66  and empennage structure  345  move upward as they move backwards. Together, their rear extremities rise to a level higher than the vehicle&#39;s roof level. At the end of this backward movement, approximately half the outer wings  65 , 66  and half the empennage structure  345  lie above the rear tips  63 , 64  of the fuselages  1 , 2 . 
         [0174]    When the backward movement has been completed, the front tips  67 , 68  of both outer wings  65 , 66  and empennage beams  149 , 154  lie behind and clear of the seats  21 , 22 . Furthermore, the tip of the long leg  89 , 91  of the “L”-shaped swinging arm  81 , 82  hasn&#39;t moved at all so it now lies in the middle of the outer wing&#39;s underside  83 , 84  (meaning, it has slid along the underwing rail  97 , 98  as it and the outer wing  65 , 66  moved backwards and over it). 
       Phase  2  (of  3 ) of Wing Extension (FIGS. 1C,  1 D,  2 C,  2 D,  3 C,  3 D) 
       [0175]    When stored, each outer wing  65 , 66  is attached to the rest of the vehicle at two points;
       the trailing edge root  71 , 72  is attached via a rotating pivot joint  170 , 172  to a trolley  171 , 173  in the rear empennage rail  165 , 166 ;   the tip of the long leg  89 , 91  of the “L”-shaped swinging arm  81 , 82  is attached via a rotating pivot joint  105 , 106  to a trolley  103 , 104  on an underwing rail  97 , 98  in the “rut”  95 , 96  along the center of the outer wing&#39;s underside  83 , 84 .       
 
         [0178]    It is the counter rotational interplay of these two moving, rotating attachments  170 , 171 , 172 , 173 , 103 , 104 , 105 , 106  along their respective rails  97 , 98 , 165 , 166  that causes each outer wing  65 , 66  to extend during the second phase from parallel to perpendicular. 
         [0179]    Once the outer wings  65 , 66  and empennage structure  345  have moved fully backwards, a “swivel motor”  221 , 222  causes the swivelling support  109 , 110  to swivel. This initiates the second phase of outer wing  65 , 66  extension. The swivel motor  221 , 222  rotates the tip of the long leg  89 , 91  of the “L”-shaped swinging arm  81 , 82  outwards and away from the fuselages  1 , 2 . As it does so, the sinking pivot joint  105 , 106  in the rut  95 , 96  on the outer wing&#39;s  65 , 66  underside  83 , 84  locks the trolley  103 , 104  in place preventing it from sliding back down along the underwing rail  97 , 98 . The hook  197 , 198  then disengages allowing the outer wing&#39;s root  69 , 70  to roll forward along the empennage rail  165 , 166 . 
         [0180]    Since, upon completion of the first phase, the tip of the long leg  89 , 91  of the “L”-shaped swinging arm  81 , 82  now lies in the middle of the underside  83 , 84  of the outer wing  65 , 66 , its outward rotation causes the outer wing&#39;s  65 , 66  mid-point to move outward and away from the fuselage  1 , 2  along with it. However, the outer wing&#39;s  65 , 66  trailing edge root  71 , 72  can&#39;t move outward because it&#39;s attached to the empennage beam  149 , 154 . It can only slide forward along the rear empennage rail  165 , 166  atop the empennage beam  149 , 154  in line with the fuselage  1 , 2 . The trailing edge root  71 , 72  comes to rest at a point behind the “knee”  93 , 94  of the “L”-shaped swinging arm above the fuselage  1 , 2  and not far behind the seat  21 , 22 . As a result of the combined factors of, on the one hand, the outer wing-root  69 , 70  staying over the fuselage  1 , 2  and, on the other hand, the outer wing&#39;s  65 , 66  mid-point moving outwards, the outer wing&#39;s  66 , 67  tip extends even more rapidly from its starting point between the fuselages  1 , 2 , just behind the seat  21 , 22  to a point farthest from the fuselage. 
         [0181]    The “L”-shaped swinging arm  81 , 82  rotates outward through ninety degrees. At the end of its rotation, the long leg  85 , 87  of the “L”-shaped swinging arm  81 , 82  is perpendicular to the fuselages  1 , 2  (and the short leg  86 , 88  is parallel). At the same time, the entire outer wing  65 , 66  has also counter-rotated outward (in the opposite direction) through ninety degrees. 
         [0182]    The outer wings  65 , 66  rotate in differing, parallel planes that are skewed  339  in relation to one other at an angle of approximately nine degrees. This enables them  65 , 66  and their spar stubs  209 , 210 , 213 , 214  to rotate past each other freely without friction or interference. 
         [0183]    Therefore, when the outer wings  65 , 66  are extended outward, the tip of the left outer wing  67  moves downward closer to the ground while the tip of the right outer wing  68  moves upward well into the air. This is the position they are in when outward extension is complete. (This skewed  339  position is resolved in the third phase when the outer wings  65 , 66  are raised.) 
         [0184]    Coinciding with the end of the outward extension of the outer wings  65 , 66 , the “L”-shaped swinging arm  81 , 82  sinks flush into the rut  95 , 97  on the outer wing&#39;s underside  83 , 84 . This is effected via the sinking pivot joint  105 , 106  (see  FIGS. 4A and 4B ). 
         [0000]    Phase  3  (of  3 ) of Wing extension ( FIGS. 1E ,  3 E) 
         [0185]    Upon completion of phase two, the tips  67 , 68  of the outer wings  65 , 66  have extended outward so that the outer wings  65 , 66  are now perpendicular to the fuselages  1 , 2 . The outer wings  65 , 66  now lie low across the shelf  79 , 80  behind the seats  21 , 22 . The left wingtip  67  lies lower than the right wingtip  68 , the angle of skew being ca. nine degrees  339 . The main and secondary outer wing spar stubs  209 , 210 , 213 , 214  jut out from the roots of each outer wing  69 , 70  into the space between the fuselages  1 , 2 . Additionally, the stubs  209 , 210 , 213 , 214  now lie directly below their respective cavities  131 , 132 , 137 , 138  located on the underside of the central main-wing  182  directly above them. 
         [0186]    Phase three involves raising the outer wings  65 , 66  in such a way that they level out and their main and secondary spar stubs  209 , 210 , 213 , 214  insert from below into the cavities  131 , 132 , 137 , 138  on the underside of the central main-wing  182 . 
         [0187]    A motor-driven cogwheel  223 , 224  is located on the upper front rotating joint on the swivelling support. Its teeth extend forward to a cograil  350 , 351  enclosed within and along the short upward rail  121 , 122 . Phase three begins when this motor-driven “short rail cogwheel”  223 , 224  rotates and runs upward along the cograil  350 , 351 , thereby causing the swivelling support  109 , 110  along with both outer wings  65 , 66 , both swinging arms  81 , 82  and the front half of the entire empennage structure  345  to move upward along the rail. The upward movement begins at the shelf  79 , 80  (below) and finishes at the underside of the central main-wing  182  (above). As this happens, the rear half of the empennage structure  345  which is located on the other side of and behind the hinge  195 , 196  is lowered in a see-saw like fashion. 
         [0188]    As the lower trolley  128 , 130  attached to the joint  117 , 120  at the bottom tip  112 , 114  of the swivelling support  109 , 110  rises within the curved lower part  124 , 126  of the short upward rail  121 , 122 , it is forced from its starting position (at an angle of ca. nine degrees off vertical  339 ) into a position vertically below the upper trolley  127 , 129 . This is achieved by a curve (through nine degrees  339 ) in the lower section of rail  124 , 126 . This in turn forces the outer wings  65 , 66  (which rest perpendicular to the swivelling support  109 , 110 ) into the, level, horizontal position. 
         [0189]    The streamlined shells of the upper, rear fuselages  75 , 76 , 77 , 78  (which during outer wing storage are folded down into the lower rear fuselages), are attached to the lower side of each rail-extension-beam  159 , 162 . When the rail-extension-beams  159 , 162  are raised, the upper fuselage shells  75 , 76 , 77 , 78  emerge from below to form a streamlined rear fuselage at the point above where the shelf  79 , 80  had previously been. 
         [0190]    When raised, the spar stubs  209 , 210 , 213 , 214  of the outer wings  65 , 66  are enclosed within the cavities  131 , 132 , 137 , 138  on the underside of the central main-wing  182 . There they are locked by pilot-operated locking pins  219 , 220  which run across from one side of the lower cavity opening  133 , 139 , 134 , 140  to the other ( FIGS. 1F ,  2 F,  3 F,  5 B,  6 B). 
         [0191]    The mechanism for outer wing  65 , 66  transit needs no structural strength and is therefore made of light materials. Only the pins  219 , 220  used for locking the spar stubs  209 , 210 , 213 , 214  into the central main-wing  17  have increased strength. 
       Control Surfaces 
       [0192]    An aileron is located conventionally on each wing&#39;s  65 , 66  outer trailing edge  348 , 349  (for a total of two). 
         [0193]    The vehicle uses automobile-sized wheels  9 , 10 , 11 , 12  and tires. The wheels  9 , 10 , 11 , 12  are therefore larger than those of most similarly-sized light aircraft. When the front wheels  9 , 10  are steered to the left and right, their size means they also have an aerodynamic yawing effect. This effect is enhanced by the front wheels  9 , 10  having spat-like encasements  190 , 194 . When the front wheels  9 , 10  are straight, their spats  190 , 194  are encased entirely within the fuselage  1 , 2 . Only when the front wheels  9 , 10  turn do the front and rear ends of each spat  190 , 194  emerge from the left and right of each fuselage  1 , 2 . Each spat  190 , 194  also has a horizontal part  228 , 229  located on the side of the spat  190 , 194  between the fuselages  1 , 2 . The horizontal part  228 , 229  extends into the canard plane  13 . As each wheel  9 , 10  turns, a part of it  228 , 229  (either front or back, depending on the direction of the turn) juts further into or pulls out of the canard plane  13 . 
         [0194]    Yaw is also achieved by rudders at the rear of each fuselage  189 , 193 . Additional yaw effect is achieve by auxiliary rudders  188 , 192  located behind the vertical stabilizers  187 , 191 . 
         [0195]    A main elevator  186  is located behind the canard plane  13 . An auxiliary elevator  185  is located behind the horizontal stabilizer  184 . 
         [0196]    Flaps are located on each outer wing&#39;s  65 , 66  inner trailing edge  348 , 349  (for a total of two flaps). 
       Controls and Steering (FIGS. 5A,  5 B,  6 A,  6 B) 
       [0197]    When the outer wings  65 , 66  have been extended outward and then raised into position, the driver/pilot pulls the “locking lever”  237 , located to the lower right of the pilot&#39;s seat  21 , to finalize the conversion from automobile configuration to aircraft configuration. In just one upward movement, this single “locking lever”  237  simultaneously engages the locking pins  219 , 220  which secure the outer wing spars into the central main-wing  17 , transfers the motor&#39;s  23  power delivery from the pusher propeller  26  (behind) to the gearbox/main-driveshaft  27 / 28  (in front), stows the automobile controls  241 , 244 , 247 , deploys the flight controls  250 , 352 , 353  retracts the side mirror  241  and overhead rear-view mirror  238  and activates the aircraft lights (not shown). 
         [0198]    The vehicle has completely separate steering for the automobile and aircraft configurations. In the automobile configuration, it employs a steering wheel  241 , an accelerator pedal  244  and a brake pedal  247 . In the aircraft configuration, it employs a joystick  250  and rudder pedals  352 , 353  with toe brakes. The conversion is effected mechanically by the locking lever  237 . When pulled upward, the locking lever causes the automobile controls  241 , 244 , 247  to recede away from the pilot toward the front of the cabin  145 . The steering wheel  241  submerges itself forward into the dashboard/instrument panel  260 . The accelerator  244  and brake  247  pedals move back up against the front cabin  145  wall. There they cannot be pressed down(even by accident). At the same time, the aircraft controls  250 , 352 , 353  “appear”. 
       Roll &amp; Pitch Control 
       [0199]    Roll and pitch control is provided by a joystick  250 . The joystick&#39;s base  252  is in the middle of the cabin floor directly in front of the pilot&#39;s seat  21 . Its grip-handle and shaft are stored in a rut  251  almost flush with the cabin&#39;s floor. The rut extends from its base  252  forward along the mid-line of the cabin to a point just under the dash-board  260 . When the vehicle is in the automobile configuration, the joystick  250  is hidden in the floor. It can&#39;t be moved (even by accident). The ailerons are thus locked in the neutral, “no roll” position and the elevators in the “pitch forward” position (thereby posing no aerodynamic interference during road travel). 
         [0200]    When the locking lever  237  is pulled upward, the joystick  250  folds up out of the floor through an angle of ninety degrees. At the end of its traverse, its grip-handle lies at waste-height directly in front of the pilot. 
         [0201]    The joystick  250  is linked mechanically (not shown) to the canard-mounted main elevator  186 . A fly-by-wire actuator links it to the auxiliary elevator  185  located on the horizontal stabilizer  184 . Pushing the joystick  250  forward causes the main- and auxiliary elevators  185 , 186  to pitch the aircraft forward. Pulling the joystick  250  backward causes them to pitch the aircraft backward. 
       Yaw Control 
       [0202]    As long as the rudder pedals  252 , 253  are stored up against the cabin&#39;s front wall, they cannot be pressed (even by accident). The rudder pedals  252 , 253  are linked to the front wheels  9 , 10  and the fuselage&#39;s rear rudders  189 , 193  via a mechanical linkage (not shown). A fly-by-wire actuator links them to the auxiliary rudders  188 , 192 . 
         [0203]    When the locking lever  237  is pulled, the rudder pedals  252 , 253  are slid via a control linkage  257  along a configuration swap rail  273  forward to positions at foot level on the front left and right walls of the cabin respectively. (As they come forward, they pass the brake and gas pedals  244 , 247  going in the opposite direction which are receding back between them along a separate, curved rail  369  simultaneously. 
       Gas and Brakes (FIGS. 6A,  6 B) 
       [0204]    The brake and gas pedals  244 , 247  are mounted on a common gas/brake base  368  which sits atop and runs along a curved gas/brake rail  369  below it. The gas/brake base  368  has three attachments: Its right, forward tip is attached to the left end of the right pedal-alternation-rotation-bar  366  which rotates around a right pedal-alternation-rotation-pivot  367  and has the right rudder pedal  353  at its other end. The gas/brake base&#39;s  368  left forward tip is attached to the right end of the left pedal-alternation-rotation-bar  261  which rotates around a right pedal-alternation-rotation-pivot  262  and has the left rudder pedal  352  at its other end. At its rear right, the gas/brake base is attached to a sleeve bracket  263  which attaches it to the control linkage  257  which is in turn operated by the locking lever  237 . When the locking lever  237  is pulled upward, the control linkage  257  slides forward along the cabin floor. This pushes the sleeve bracket  263  along with the gas/brake base  368  forward. This motion causes both the left and the right pedal-alternation-rotation bars  366 , 261  to rotate around their pivots  367 , 262  thereby forcing the right and left rudders  353 ,  352  to slide rearwards toward the pilot. The gas/brake bar (along with the attached gas and brake pedals  244 , 247  above it) moves from a position at foot-level on the lower front right side of the cabin forward and inwards along the curve of the gas/brake rail  369  to a position up against the middle of the front cabin wall. (The curve of the rail  369  gets them out of the way of the right rudder pedal  253  which is coming forward to assume the same position at foot-level on the right side of the cabin.) When stored up against the cabin&#39;s front wall, the gas and brake pedals  244 , 247  cannot be pressed down, even by accident. The same applies to the rudder pedals when they are stored. 
       Mirrors (FIGS. 4A,  4 B) 
       [0205]    An overhead rear-view mirror  238  is located on an extendable arm  239  inside the central main-wing&#39;s leading edge (which is transparent at that point)  18  above the pilot&#39;s seat  21 . It extends for road travel and retracts for air travel. When retracted, the rear surface of the rear-view mirror  238  lies flush with the curve of the wing&#39;s leading edge  18 . Its extension is operated by the same “locking lever”  237  which locks/unlocks the outer wings  65 , 66 , transfers power between pusher-propeller  26  and gearbox/main driveshaft  27 , 28  and converts the steering controls and lighting. A side mirror  240  extends outward from just behind the dash-board  260  to the left side of the vehicle  337 . Its extension is electrically operated. 
       Transmission, Wing Deployment and Thrust Control (FIG. 7) 
       [0206]    Transmission in the automobile mode along with propeller pitch, thrust-amount in the aircraft mode and wing deployment is all controlled by one “GWT-lever” [Gear-Wing-Throttle]  274  located at arm-height on the right wall of the cockpit  145 . 
         [0207]    The rear/lower range of the GWT-lever  274  controls the automatic automobile transmission. The lowest setting is 1 st  gear followed by 2 nd  gear, drive, neutral, reverse and park. The settings are indicated in a standard manner. The middle range of the GWT-lever  274  has two settings which control wing movement. “W-” indicates outer wing contraction. On this setting, the outer wings  65 , 66  fold into their stored position for automobile mode. “W+” indicates outer wing extension. On this setting, the outer wings  65 , 66  extend and deploy into their spread position for aircraft mode. Neither of the “W” settings can be activated if the locking pins  219 , 220  are in place, i.e. the outer wings must be unlocked. The motor  23  is disengaged (idles) whenever either “W” setting is set (i.e., neither the pusher-propeller  26  behind it nor the gear-box  27  in front of it are geared to the motor  23  as long as either “W” position is set.) 
         [0208]    The forward/upper part of the GWT-lever  274  has only one setting, “T”. “T” indicates “throttle”. Unlike the other settings which ratchet into only one notch, the “T” setting has a wide range of motion, forward and backward. Full forward indicates full thrust. Full backward indicates idle. The “T” setting can only be used when the outer wing spar-stubs  209 / 210  are locked in place with the locking pins  219 , 220  engaged and the flight controls  250 , 252 , 253  have been deployed. Constant speed propeller control (if used) is integrated automatically into the throttle part of the GWT-lever. 
       Suspension &amp; Wheel Retraction (FIGS. 1G,  1 H) 
       [0209]    For ground movement, space is needed above the wheels (wheel well)  275 , 276 , 277 , 278  for the vehicle&#39;s suspension to be able to absorb surface bumps. This space is not needed in flight. Therefore, after the vehicle becomes airborne, the wheels  9 , 10 , 11 , 12  are moved upward into the wheel well  275 , 276 , 277 , 278 . 
         [0210]    Each of the four wheel&#39;s axles  47 , 48 , 49 , 50  is attached to a suspension beam  283 , 284 , which in turn is attached via a rotating joint  324 , 325 , 326 , 327  to the frame  41 , 42 , 45 , 46 . The lower part of the beam  283 , 284 , has a spring; its upper part has a shock absorber. To retract the wheels  9 , 10 , 11 , 12 , a wheel retraction lever attached via a linkage (not shown) to the suspension beam  283 , 284 , causes the suspension beam  283 , 284  to rotate backward around the joint  324 , 325 , 326 , 327 . As this happens, the drive shafts  31 , 32  disengage from the differential  30 . 
       Operation as Floatplane (FIGS. 11,  1 J) 
       [0211]    A total of six folded, inflatable bladders,  301 , 302 , 303  (three shown) each with an overflow and release valve, are located above doors (not shown) in the forward, lower and rear part each fuselage. Pneumatic hoses link them to a tank of compressed air (not shown) which, when opened by a float-inflation-lever in the cockpit, inflates them. Deflation is caused by manually releasing the valves then folding and stowing the bladders  301 , 302 , 303 . 
         [0212]    An auxiliary drive shaft  307  mounted below the central main-driveshaft  28  runs upward from the differential  30  to below the central main-wing&#39;s leading edge  18 . At the top end of the shaft  312  is a two-bladed marine propeller  313  which is held in place horizontally via a self-locking latch  310 . The bottom end of the auxiliary drive shaft  311  is affixed to the lower underside of the main-driveshaft&#39;s  28  encasing via a rotating joint  308  located on a sheathlike bracket  335  which encases the lower part of the drive shaft  311 . Only the bottom tip of the auxiliary drive shaft  311  protrudes from the front end of the sheath. This tip has a drive wedge  336  which engages in the differential  30  when the top (marine-propeller) end  312  of the auxiliary shaft  307  is lowered to below the underside of the inflated bladders  301 , 302 , 303  (i.e. below water-level). 
         [0213]    The auxiliary drive  307  shaft has a guiding arm  328 . The purpose of the guiding arm  328  is to keep the auxiliary drive shaft  307  in the middle of the fuselages  1 , 2  when the marine-propeller  313  is extended downwards and receives power. At its upper end, the guiding arm is attached to a moveable joint  329  on the lower encasing of the main-driveshaft  28 . At its lower end it is attached to a joint  330  on the sheathlike-bracket  335  around the base  311  of the auxiliary drive shaft  307 . This joint  330  is attached to a cable  331 . The cable  331  runs up to a pulley  332  on the lower main-driveshaft&#39;s encasing directly above it. From there, the cable  331  runs along and within the main-driveshaft&#39;s encasing  333  to a lever in the cockpit  334 . When the latch  310  is released and the lever in the cockpit is loosened allowing the cable  331  to extend downwards, the guiding arm  328  and upper tip of the auxiliary drive shaft  312  both move downwards, thereby lowering the marine-propeller  313 . When the cable  331  is raised, they both move upward until the marine-propeller  313  latches in place. 
         [0214]    As long as the vehicle is operated as an automobile or an aircraft, the auxiliary drive shaft  307  can be neither engaged nor extended and the marine-propeller  313  remains stored in front of the gearbox  27  in the central main-wing&#39;s lower leading edge  18 . Once the vehicle has landed on water and before the outer wings  65 , 66  are retracted and stowed, the marine-propeller  313  is unlatched and lowered into the water. Only then are the outer wings  65 , 66  retracted to allow operation of the vehicle as a twin-hulled powerboat. 
         [0215]    Nothing in this detailed description of the preferred embodiment should be construed as limiting the scope of the application of the various parts of the invention in other embodiments, ways or contexts. Most particularly, the embodiment described here uses the maximum allowable roadable width of 2.55 m, whereas other embodiments with a shorter chord would narrow the overall width and alter the aspect ratio. 
         [0000]    
       
         
               
             
               
               
             
           
               
                   
               
               
                 Reference Key 
               
               
                   
               
             
             
               
                   
               
             
          
           
               
                 Left (port) fuselage 
                 1 
               
               
                 Right (starboard) fuselage 
                 2 
               
               
                 Left door 
                 3 
               
               
                 Right door 
                 4 
               
               
                 Left (port) front wheel 
                 9 
               
               
                 Left (port) rear wheel 
                 10 
               
               
                 Right (starboard) front wheel 
                 11 
               
               
                 Right (starboard) rear wheel 
                 12 
               
               
                 Canard wing/plane 
                 13 
               
               
                 Canard wing/plane leading edge 
                 14 
               
               
                 Canard cross-bar 
                 16 
               
               
                 Central main-wing 
                 17 
               
               
                 Central main-wing leading edge 
                 18 
               
               
                 Central main-wing trailing edge 
                 19 
               
               
                 Central main-spar 
                 20 
               
               
                 Pilot&#39;s seat (in left fuselage) 
                 21 
               
               
                 Passenger&#39;s seat (in right fuselage) 
                 22 
               
               
                 Motor 
                 23 
               
               
                 Engine mounts 
                 25 
               
               
                 Pusher-propeller 
                 26 
               
               
                 Gearbox 
                 27 
               
               
                 Main driveshaft 
                 28 
               
               
                 Central beam 
                 29 
               
               
                 Differential 
                 30 
               
               
                 Left drive shaft 
                 31 
               
               
                 Right drive shaft 
                 32 
               
               
                 Upper air intake 
                 37 
               
               
                 Left vertical strut 
                 41 
               
               
                 Right vertical strut 
                 42 
               
               
                 Left curved support 
                 43 
               
               
                 Right curved support 
                 44 
               
               
                 Left floor beam 
                 45 
               
               
                 Right floor beam 
                 46 
               
               
                 Rear right axle 
                 47 
               
               
                 Rear left axle 
                 48 
               
               
                 Front right axle 
                 49 
               
               
                 Front left axle 
                 50 
               
               
                 Left Vertical Central main-spar strut 
                 55 
               
               
                 Right Vertical Central main-spar strut 
                 56 
               
               
                 Left rear fuselage beam 
                 60 
               
               
                 Right rear fuselage beam 
                 62 
               
               
                 Left rear fuselage tip 
                 63 
               
               
                 Right rear fuselage tip 
                 64 
               
               
                 Left outer wing 
                 65 
               
               
                 Right outer wing 
                 66 
               
               
                 Left outer wing tip 
                 67 
               
               
                 Right outer wing tip 
                 68 
               
               
                 Left outer wing root 
                 69 
               
               
                 Right outer wing root 
                 70 
               
               
                 Left outer wing trailing edge root 
                 71 
               
               
                 Right outer wing trailing edge root 
                 72 
               
               
                 Left, outer fold-down rear fuselage shell 
                 75 
               
               
                 Left, inner fold-down rear fuselage shell 
                 76 
               
               
                 Right, outer fold-down rear fuselage shell 
                 77 
               
               
                 Right, inner fold-down rear fuselage shell 
                 78 
               
               
                 Left shelf 
                 79 
               
               
                 Right shelf 
                 80 
               
               
                 Left swinging arm (“L”-shaped) 
                 81 
               
               
                 Right swinging arm (“L”-shaped) 
                 82 
               
               
                 Left outer wing underside 
                 83 
               
               
                 Right outer wing underside 
                 84 
               
               
                 Left “L” long leg 
                 85 
               
               
                 Left “L” short leg 
                 86 
               
               
                 Right “L” long leg 
                 87 
               
               
                 Right “L” short leg 
                 88 
               
               
                 Left “L” long leg tip 
                 89 
               
               
                 Left “L” short leg tip 
                 90 
               
               
                 Right “L” long leg tip 
                 91 
               
               
                 Right “L” short leg tip 
                 92 
               
               
                 Left knee of “L”-shaped swinging arm 
                 93 
               
               
                 Right knee of “L”-shaped swinging arm 
                 94 
               
               
                 Left underwing rut 
                 95 
               
               
                 Right underwing rut 
                 96 
               
               
                 Left underwing rail 
                 97 
               
               
                 Right underwing rail 
                 98 
               
               
                 Left underwing trolley 
                 103 
               
               
                 Right underwing trolley 
                 104 
               
               
                 Left underwing rotating, sinking joint 
                 105 
               
               
                 Right underwing rotating, sinking joint 
                 106 
               
               
                 Left short leg tip rotating joint 
                 107 
               
               
                 Right short leg tip rotating joint 
                 108 
               
               
                 Left swivelling support 
                 109 
               
               
                 Right swivelling support 
                 110 
               
               
                 Left swivelling support upper tip 
                 111 
               
               
                 Left swivelling support lower tip 
                 112 
               
               
                 Right swivelling support upper tip 
                 113 
               
               
                 Right swivelling support lower tip 
                 114 
               
               
                 Left swivelling support upper tip front rotating joint 
                 115 
               
               
                 Left swivelling support upper tip rear rotating joint 
                 116 
               
               
                 Left swivelling support lower tip front rotating joint 
                 117 
               
               
                 Right swivelling support upper tip front rotating joint 
                 118 
               
               
                 Right swivelling support upper tip rear rotating joint 
                 119 
               
               
                 Right swivelling support lower tip front rotating joint 
                 120 
               
               
                 Left upward rail 
                 121 
               
               
                 Right upward rail 
                 122 
               
               
                 Left upward rail vertical middle part 
                 123 
               
               
                 Left upward rail curved lower part 
                 124 
               
               
                 Right upward rail vertical middle part 
                 125 
               
               
                 Right upward rail curved lower part 
                 126 
               
               
                 Left upward rail upper trolley 
                 127 
               
               
                 Left upward rail lower trolley 
                 128 
               
               
                 Right upward rail upper trolley 
                 129 
               
               
                 Right upward rail lower trolley 
                 130 
               
               
                 Left front main-spar central main-wing cavity 
                 131 
               
               
                 Left rear secondary spar central main-wing cavity 
                 132 
               
               
                 Left front main-spar central main-wing cavity lower opening 
                 133 
               
               
                 Left rear secondary spar central main-wing cavity lower opening 
                 134 
               
               
                 Left front main-spar central main-wing cavity side opening 
                 135 
               
               
                 Left rear secondary spar central main-wing cavity side opening 
                 136 
               
               
                 Right front main-spar central main-wing cavity 
                 137 
               
               
                 Right rear secondary spar central main-wing cavity 
                 138 
               
               
                 Right front main-spar central main-wing cavity lower opening 
                 139 
               
               
                 Right rear secondary spar central main-wing cavity lower opening 
                 140 
               
               
                 Right front main-spar central main-wing cavity side opening 
                 141 
               
               
                 Right rear secondary spar central main-wing cavity side opening 
                 142 
               
               
                 Left outer wing camber 
                 143 
               
               
                 Right outer wing camber 
                 144 
               
               
                 Left (port) cabin (cockpit) 
                 145 
               
               
                 Right (starboard) cabin 
                 146 
               
               
                 Front end of vehicle 
                 147 
               
               
                 Rear end of vehicle 
                 148 
               
               
                 Left (port) empennage beam 
                 149 
               
               
                 Left (port) empennage beam front tip 
                 150 
               
               
                 Left (port) empennage beam rear tip 
                 151 
               
               
                 Left (port) empennage beam upward bend 
                 152 
               
               
                 Left (port) empennage beam straightening bend 
                 153 
               
               
                 Right (starboard)empennage beam 
                 154 
               
               
                 Right (starboard)empennage beam front tip 
                 155 
               
               
                 Right (starboard)empennage beam rear tip 
                 156 
               
               
                 Left upward rail, upper curved part 
                 157 
               
               
                 Right upward rail, upper curved part 
                 158 
               
               
                 Left (port) rail extension beam 
                 159 
               
               
                 Left (port) rail extension beam front tip 
                 160 
               
               
                 Left (port) rail extension beam rear tip 
                 161 
               
               
                 Right (starboard) rail extension beam 
                 162 
               
               
                 Right (starboard) rail extension beam front tip 
                 163 
               
               
                 Right (starboard) rail extension beam rear tip 
                 164 
               
               
                 Left rear empennage rail 
                 165 
               
               
                 Right rear empennage rail 
                 166 
               
               
                 Left front empennage cograil 
                 167 
               
               
                 Right front empennage cograil 
                 168 
               
               
                 Left root trailing edge trolley 
                 169 
               
               
                 Left root trailing edge rotating joint 
                 170 
               
               
                 Right root trailing edge trolley 
                 171 
               
               
                 Right root trailing edge rotating joint 
                 172 
               
               
                 Left sub-support 
                 173 
               
               
                 Left sub-support upper tip 
                 174 
               
               
                 Left sub-support lower tip 
                 175 
               
               
                 Left sub-support lower tip cogwheel 
                 176 
               
               
                 Left sub-support lower tip opening 
                 177 
               
               
                 Right sub-support 
                 178 
               
               
                 Right sub-support upper tip 
                 178 
               
               
                 Right sub-support lower tip 
                 179 
               
               
                 Right sub-support lower tip cogwheel 
                 180 
               
               
                 Right sub-support lower tip opening 
                 181 
               
               
                 Underside of central main-wing 
                 182 
               
               
                 Raised tail crossbar 
                 183 
               
               
                 Horizontal stabilizer 
                 184 
               
               
                 Auxiliary elevator 
                 185 
               
               
                 Main elevator (behind canard plane) 
                 186 
               
               
                 Left vertical stabilizer 
                 187 
               
               
                 Left auxiliary rudder 
                 188 
               
               
                 Left rear fuselage rudder 
                 189 
               
               
                 Left front wheel spat-encasing 
                 190 
               
               
                 Right vertical stabilizer 
                 191 
               
               
                 Right auxiliary rudder 
                 192 
               
               
                 Right rear fuselage rudder 
                 193 
               
               
                 Right front wheel spat-encasing 
                 194 
               
               
                 Left rear top hinge 
                 195 
               
               
                 Right rear top hinge 
                 196 
               
               
                 Left trailing edge root hook 
                 197 
               
               
                 Right trailing edge root hook 
                 198 
               
               
                 Left empennage beam indentation 
                 199 
               
               
                 Right empennage beam indentation 
                 200 
               
               
                 Sleeve under left rail extension beam 
                 201 
               
               
                 Left upper rail extension beam rail 
                 203 
               
               
                 Left central main-wing cross section 
                 205 
               
               
                 Left outer wing main spar 
                 207 
               
               
                 Right outer wing main spar 
                 208 
               
               
                 Left outer wing main spar stub 
                 209 
               
               
                 Right outer wing main spar stub 
                 210 
               
               
                 Indentations on lower side of left main spar stub 
                 211 
               
               
                 Indentations on lower side of right main spar stub 
                 212 
               
               
                 Left outer wing secondary spar 
                 213 
               
               
                 Right outer wing secondary spar 
                 214 
               
               
                 Left outer wing secondary spar stub 
                 215 
               
               
                 Right outer wing secondary spar stub 
                 216 
               
               
                 Indentations on lower side of left secondary spar stub 
                 217 
               
               
                 Indentations on lower side of right secondary spar stub 
                 218 
               
               
                 Left locking pins 
                 219 
               
               
                 Right locking pins 
                 220 
               
               
                 Left swivel motor 
                 221 
               
               
                 Right swivel motor 
                 222 
               
               
                 Motor-driven cogwheel on left upper swivelling support (Short rail 
                 223 
               
               
                 cogwheel) 
               
               
                 Motor-driven cogwheel on right upper swivelling support (Short 
                 224 
               
               
                 rail cogwheel) 
               
               
                 Left spat-encasing horizontal extension 
                 228 
               
               
                 Right spat-encasing horizontal extension 
                 229 
               
               
                 “Locking lever” for control/mirror deployment, pin-locking, light 
                 237 
               
               
                 activation &amp; cover retraction 
               
               
                 Overhead Rear-view mirror 
                 238 
               
               
                 Overhead Rear-view mirror beam 
                 239 
               
               
                 Side mirror 
                 240 
               
               
                 Steering wheel 
                 241 
               
               
                 Accelerator pedal 
                 244 
               
               
                 Brake pedal 
                 247 
               
               
                 Joystick 
                 250 
               
               
                 Joystick base 
                 252 
               
               
                 Linkage from lever to controls 
                 257 
               
               
                 Dash board/instrument panel 
                 260 
               
               
                 Left pedal-alternation-rotation bar 
                 261 
               
               
                 Left pedal-alternation-rotation pivot 
                 262 
               
               
                 Control configuration-swap rail 
                 273 
               
               
                 Transmission, wing deployment, propeller angle &amp; thrust lever 
                 274 
               
               
                 (“Gear-Wing-Throttle”/“GWT” lever) 
               
               
                 Left front wheel-well 
                 275 
               
               
                 Left rear wheel-well 
                 276 
               
               
                 Left front suspension beam 
                 283 
               
               
                 Left rear suspension beam 
                 284 
               
               
                 Right front suspension beam 
                 285 
               
               
                 Right rear suspension beam 
                 286 
               
               
                 Front left float bladder 
                 301 
               
               
                 mid-lower left float bladder 
                 302 
               
               
                 Rear left float bladder 
                 303 
               
               
                 Auxiliary drive shaft 
                 307 
               
               
                 Auxiliary drive shaft joint 
                 308 
               
               
                 Auxiliary drive shaft self-locking marine-propeller latch 
                 310 
               
               
                 Bottom end of auxiliary drive shaft 
                 311 
               
               
                 Top end of auxiliary drive shaft 
                 312 
               
               
                 Two-blade marine propeller 
                 313 
               
               
                 Left, front joint between suspension beam and frame 
                 324 
               
               
                 Left, rear joint between suspension beam and frame 
                 325 
               
               
                 Right, front joint between suspension beam and frame 
                 326 
               
               
                 Right, rear joint between suspension beam and frame 
                 327 
               
               
                 Guide arm of auxiliary drive shaft 
                 328 
               
               
                 Upper guide arm joint 
                 329 
               
               
                 Lower guide arm joint 
                 330 
               
               
                 Auxiliary drive shaft cable 
                 331 
               
               
                 Auxiliary drive shaft cable pulley 
                 332 
               
               
                 Auxiliary drive shaft cable lever 
                 334 
               
               
                 Auxiliary drive shaft sheath (bracket) 
                 335 
               
               
                 Drive wedge on auxiliary drive shaft 
                 336 
               
               
                 Left side of vehicle 
                 337 
               
               
                 Right side of vehicle 
                 338 
               
               
                 Angle of skew 
                 339 
               
               
                 Forward direction of movement 
                 340 
               
               
                 Entire empennage structure 
                 345 
               
               
                 Left outer wing leading edge 
                 346 
               
               
                 Right outer wing leading edge 
                 347 
               
               
                 Left outer wing trailing edge 
                 348 
               
               
                 Right outer wing trailing edge 
                 349 
               
               
                 Left cograil within short upward rail 
                 350 
               
               
                 Right cograil within short upward rail 
                 351 
               
               
                 Left rudder pedal with toe brake 
                 352 
               
               
                 Right rudder pedal with toe brake 
                 353 
               
               
                 Right pedal alternation rotation bar 
                 366 
               
               
                 Right pedal alternation rotation pivot 
                 367 
               
               
                 Gas/brake base 
                 368 
               
               
                 Gas/brake rail 
                 369