Patent Description:
The demand for point-to-point delivery of packages, payloads, and personnel has increased the potential need for air vehicles used for such delivery and personnel transportation. Rotor-driven aircraft (e.g., rotorcraft), including non-crewed smaller-scale rotorcraft collectively referred to as "drones" are typically vertical lift-off and vertical descent vehicles that create the lift required for flight by engaging one or more powerful rotors. Such "vertical air vehicles" can create significant air turbulence, noise, and safety issues during takeoff and landing, and otherwise adversely impact structures and people located at ground level during, for example, takeoff and landing. In addition, the vehicles themselves can incur damage due to instability due to ground effect turbulence during takeoff and landing. These issues and others have become impediments to the mass adoption of air vehicles in inhabited areas for delivery services and personnel transport. Unless explicitly identified as such, no statement herein is admitted as prior art merely by its inclusion in the Technological Field and/or Background section. <CIT>, according to its abstract, relates to a centering system for positioning an Unmanned Autonomous Vehicle (UAV) provided with two or more supporting extremities rigidly connected thereto, comprising a pair of displaceable positioning elements provided with surfaces sloped relative to each other, which create trapping areas such that when said positioning elements are caused to move one relative to the other, said two or more supporting extremities are caused to be trapped in said trapping areas. <CIT>, according to its abstract, relates to system that includes a ground unit that includes: a takeoff and landing platform; a landing and takeoff assisting module; and a housing. The takeoff and landing platform is arranged to hold and support an aerial unit during a first part of a landing process of the aerial unit and a first part of takeoff process of the aerial unit. The aerial unit is coupled to the ground unit via a connecting element. The effective length of the connecting element increases during the takeoff process and decreases during the landing process. The landing and takeoff assisting module is coupled to the takeoff and landing platform and is arranged to (a) lower the takeoff and landing platform into the housing during a second part of the landing process and (b) elevate the takeoff and landing platform during a second part of the takeoff process. <CIT>, according to its abstract, states that methods and associated systems for autonomous package delivery utilize a UAS/UAV, an infrared positioning senor, and a docking station integrated with a package delivery vehicle. The UAS/UAV accepts a package for delivery from the docking station on the delivery vehicle and uploads the delivery destination. The UAS/UAV autonomously launches from its docked position on the delivery vehicle. The UAS/UAV autonomously flies to the delivery destination by means of GPS navigation. The UAS/UAV is guided in final delivery by means of a human supervised live video feed from the UAS/UAV. The UAS/UAV is assisted in the descent and delivery of the parcel by precision sensors and if necessary by means of remote human control. The UAS/UAV autonomously returns to the delivery vehicle by means of GPS navigation and precision sensors. The UAS/UAV autonomously docks with the delivery vehicle for recharging and preparation for the next delivery sequence. <CIT>, according to its abstract, states that an UAVMCS can include a base structure connected to a power grid, a station receiving assembly, a remote controller at the base structure enabled to communicate with a UAV and to initiate, control and stop docking and charging processes, a housing with covers, a positioning and stabilizing surface, and a UAV docking charging and refueling frame used for connecting to the docking housing unit. The UAVMCS can be mounted on towers, bridges, posts, electricity pylons, communication structures, buildings, and gas stations, but is not limited to them. The UAVMCS can serve as a UAV garage and as a place for storage of packages, as an outdoor lighting facility, and perform other functions. <CIT>, according to its abstract, relates to a drone takeoff and landing system that comprises: a drone including a through-hole; and a landing pad including an extension member which can pass through the through-hole, wherein, when the extension member of the landing pad passes through the through-hole of the drone, an eddy current may occur between the through-hole and the extension member to cause magnetic braking of the drone. <CIT>, according to its abstract, states that unmanned aerial vehicle (UAV), a stand for launching, landing, testing, refueling and recharging a UAV, and methods for testing, landing and launching the UAV are disclosed. Further, transferring a payload onto or off of the UAV, and loading flight planning and diagnostic maintenance information to the UAV is disclosed. <CIT>, according to its abstract, states that a rotary-wing air vehicle comprises a main body and at least two rotor devices and arranged and configured to generate propulsion and thrust, in use, to lift and propel said air vehicle. The rotor devices are arranged and configured relative to the main body such that the blades thereof do not cross through a central vertical axis of the main body defining the center of mass thereof. The main body is provided with an aperture that extends therethrough to define a channel about said central vertical axis. Also disclosed is an apparatus for launch and recovery of the air vehicle that comprises an elongate pole member that in use extends through the channel defined by the aperture in the main body. A method of launching and recovery of the air vehicle is also disclosed.

Transport of and delivery of cargo and personnel can be facilitated point-to-point via use of aircraft that does not require significant space for takeoff and landing. Accordingly, vertical air vehicles referred to equivalently herein as "vertical takeoff and landing vehicles" (VTOLs), including rotorcraft, that obviate the need for runways, etc., to achieve the lift required to become airborne offer many advantages. However, drawbacks to an increased adoption of VTOLs, including commercial use of VTOLs, include increased localized noise, ground effect from the rotors, safety issues, likelihood of incurring damage to VTOLs or land-based structures during takeoff and landing, etc. In addition, various factors can impact VTOL stability, flight, and performance during takeoff and landing, including wind gusts, etc. Present methods, systems, and apparatuses address, significantly ameliorate, and/or eliminate drawbacks to the widespread (e.g., commercial) adoption of VTOLs, and further facilitate the increased use of VTOLs, including a widespread adoption of VTOLs in inhabited areas, including inhabited areas having dense human populations.

According to the present disclosure, an apparatus as defined in independent claim <NUM> is provided. Further embodiments of the claimed invention are defined in the dependent claims. Although the claimed invention is only defined by the claims, the below embodiments, examples, and aspects are present for aiding in understanding the background and advantages of the claimed invention.

According to present aspects, an apparatus is disclosed for stabilizing launch and landing of a vertical takeoff and landing vehicle. According to a present aspect, the apparatus includes a vertically-oriented support element, with the vertically-oriented support element including a vertically-oriented support element first end and a vertically-oriented support element second end. The vertically-oriented support element second end extends from the vertically-oriented support element first end, with the vertically-oriented support element second end located at a selected distance away from the vertically-oriented support element first end, with the vertically-oriented support element further including at least one first cooperating stabilizer element, with the at least one first cooperating stabilizer element located proximate to the vertically-oriented support element second end, and wherein the at least one first cooperating stabilizer element includes a female attachment portion.

In another aspect, the vertically-oriented support element second end is located a distance from the vertically-oriented support element first end, said distance ranging from about <NUM> (<NUM> ft. ) to about <NUM> (<NUM> ft.

In another aspect, the vertically-oriented support element second end is located a distance from the vertically-oriented support element first end, said distance ranging from about <NUM> ft. to about <NUM> ft.

In a further aspect, the at least one first cooperating stabilizer element is configured to extend outwardly from the vertically-oriented support element.

The first cooperating stabilizer element includes a female attachment portion dimensioned to receive a second cooperating stabilizer portion, with the second cooperating stabilizer element comprising a male attachment portion.

The female attachment portion includes a slot, with the slot located at the vertically-oriented support element second end, and with the slot extending a selected distance from the vertically-oriented support element second end longitudinally along the length of the vertically-oriented support element.

In another aspect, the apparatus further includes a guide, with the guide in communication with the vertically-oriented support element second end, and with the guide including the at least one first cooperating stabilizer element.

Present aspects overcome significant drawbacks confronting the use of vertical takeoff and landing vehicles (VTOLs) for the point-to-point delivery and transport of payloads (e.g., packages, equipment, etc.) and personnel, including significant issues that occur during the takeoff and landing of VTOLs such as, for example, noise, excessive turbulence caused by rotor generated ground effect air pressure, vehicle instability, safety concerns, ground structure damage, VTOL damage, etc..

For example, when typical VTOLs land and takeoff, directional airflow generated by a VTOL during takeoff and landing can generate air turbulence including air turbulence referred to as "ground effect" that can de-stabilize and otherwise interfere with, and otherwise increase the difficulty of a VTOL's takeoff and landing protocol. For example, as a VTOL is engaged in a landing (e.g., a descent from an airborne position to the ground or other solid structure, landing pad, etc., that may be located above or below ground level), airflow pressure can be generated by the operating rotors in a directional airflow from rotors that can be initially "downward" from the VTOL, and then "outward" and away from the VTOL. At distances above ground level, the airflow from the rotors dissipates, at least to an extent, with minimal or no deflected return airflow from the rotors directed back toward, or otherwise impacting the VTOL.

As the VTOL continues a descent and approaches the ground, the initial airflow pressure generated from the rotors impacts the ground and is deflected back as deflected airflow pressure in, at least an upward direction from the ground back to the VTOL. In a typical VTOL landing the airflow directional deflections progressively increase as the VTOL nears a landing location (e.g., ground, landing pad, etc.). The maximum airflow directional deflection can typically occur at the point in time that the VTOL "lands" and the VTOL impacts a landing location, and the airflow directional deflections can destabilize the VTOL, cause vibrations, buffeting, turbulence, etc. That is, air turbulence increases as directional airflow not only deflects from the ground vertically back to the VTOL (e.g., in an upward direction), but directional airflow also is deflected in non-vertical directions that can interrupt or "cut through" the downward airflow from the rotors, and that can contribute to VTOL instability and otherwise contribute to an increasing lateral force and an increasing vertical force (e.g., an increase in forces associated with and forces that can otherwise contribute to, for example, pitch, roll , and yaw, etc.) on the VTOL during landing (and takeoff). Such forces can frustrate and otherwise render an unpredictable and turbulent VTOL landing, rather than a desired smooth and turbulence-free VTOL landing devoid of such omnipresent variable and potentially destabilizing vertical and lateral forces imposed on the VTOL. The combined effects of airflow deflection caused by rotor generated airflow impacting and being deflected from a landing surface (e.g., ground, landing pad, etc.) and the resulting air turbulence and force converted from a downward direction to a lateral direction is collectively referred to herein as "ground effect".

Such undesirable forces impacting on a VTOL, for example, during VTOL takeoff and/or landing, can hinder the takeoff and/or landing and imperil ground structures, damage the VTOL, injure ground personnel, etc., as airflow directional deflections reach a maximum effect and that can further destabilize the VTOL, causing vibrations, buffeting, turbulence, etc..

According to present aspects, the actuated rotational vehicle fixtures that provide the mechanical forces necessary for vertical lift of the VTOLs, can be vertical propulsion units including, for example, jets, propellers, and rotors, with the vertical propulsion units equivalently and interchangeably referred to herein as "rotors". That is, the term "rotors" as used herein includes propellers, vertical propulsion units, jets, and rotors.

According to present aspects, apparatuses, systems, and methods significantly ameliorate or substantially eliminate the existing issues attending VTOLs, including during VTOL takeoff and landing. <FIG> shows a VTOL <NUM> not presently being claimed, but useful for understanding aspects of the claimed apparatus, including a vehicle body <NUM>, a battery <NUM> (that can be a rechargeable battery), with at least one rotor assembly <NUM> (shown in <FIG> as four rotor assemblies) in communication with the vehicle body <NUM>. The rotor assembly <NUM> comprises a rotor <NUM> with a rotor guard <NUM> oriented circumferentially to protect the rotor, with the rotor guard having a radius exceeding the length of the rotor such that the rotor, in operation, does not impact the rotor guard. When a VTOL employs a propeller, the rotor guard can be termed a propeller guard, and the diameter of the circumferential propeller guard exceeds the length of the propeller. <FIG> further shows a standoff <NUM> having a standoff first end 28a attached to or integral with and outwardly extending from a rotor guard <NUM>. Each standoff <NUM> further comprises a standoff second end 28b terminating in a second cooperating stabilizer element <NUM>.

Second cooperating stabilizer element <NUM> of standoff <NUM> is configured to attach to a first cooperating stabilizer element <NUM> of a vertically-oriented support element <NUM> in an apparatus <NUM>, as shown in <FIG>. According to further present aspects, the term "vertically-oriented support element" is defined as a support element comprising an angle measured at the vertically-oriented support element first end with respect to a plane established by a substantially horizontal base or with respect to a plane establish substantially perpendicular to the vertically-oriented support element first end, and with the angle ranging from about <NUM>° to about <NUM>°, preferably with the angle ranging from about <NUM>° to about <NUM>°, and more preferably with the angle ranging from about <NUM>° to about <NUM>°.

<FIG> shows an overhead view (e.g., a "top" view) of the VTOL <NUM> shown in <FIG> in a process that includes landing and coming into contact with apparatus <NUM> such that the second cooperating stabilizer element <NUM> of each standoff <NUM> extending from VTOL <NUM> has engaged first cooperating stabilizer element <NUM> (shown as a "slot") of each of the four vertically-oriented support elements <NUM> of apparatus <NUM>. As shown in <FIG>, the second cooperating stabilizer element <NUM> of the standoff <NUM> of the VTOL <NUM> is shown as a "male" fixture that engages or is inserted into the "female" or receiving first cooperating stabilizer element <NUM> of the vertically-oriented support element <NUM>. The remainder of the elements of the VTOL <NUM> shown in <FIG> are numbered in similar fashion to that as provided in <FIG>.

According to present aspects, a VTOL can include standoffs <NUM> that incorporate a second incorporating element <NUM> that can be a male fixture configured to engage and become inserted into a second cooperating feature on a vertically-oriented support element that can include a female fixture (that can be configured and dimensioned to engage with the male fixture of the first cooperating stabilizer element <NUM> of the standoff <NUM> located on the VTOL). One arrangement of this type not presently being claimed, but useful for understanding aspects of the claimed apparatus, of is illustrated in <FIG>.

In further present aspects not presently being claimed, but useful for understanding aspects of the claimed apparatus, as shown in <FIG>, a VTOL can include standoffs <NUM> that incorporate a second cooperating element <NUM> that can be a female fixture configured to receive and become engaged with a first cooperating feature on a vertically-oriented support element <NUM> that can include a male fixture, or that can, itself be a male fixture (e.g., that can be configured and dimensioned to engage with the female fixture of the second cooperating stabilizer element <NUM> of the standoff <NUM> located on the VTOL).

<FIG> shows a simplified apparatus 41a, according to present aspects, for facilitating takeoff (e.g., launching) and landing a VTOL <NUM>, with the VTOL <NUM> including a vehicle body <NUM> with at least one of rotor assemblies <NUM> (shown in <FIG> as four rotor assemblies) in communication with the vehicle body <NUM>. Aside from the difference in the second cooperating stabilizer element located at the second end of the standoffs, the VTOL <NUM> shown in <FIG> incorporates the enumerated parts shown for VTOL <NUM> in <FIG>. As shown in <FIG>, standoff <NUM> includes a standoff first end 28a attached to or integral with and outwardly extending from each rotor guard <NUM>. Each standoff <NUM> further comprises a standoff second end 28b terminating in a second cooperating stabilizer element <NUM>.

As shown in <FIG> second cooperating stabilizer element <NUM> of standoff <NUM> is configured to attach to a vertically-oriented support element <NUM> in an apparatus 41a, as shown in <FIG>, with the vertically-oriented support element <NUM> having a vertically-oriented support element first end 42a, and a vertically-oriented support element second end 42b. Vertically-oriented support element <NUM> appears in <FIG> as a single element that can be, for example, a pole anchored to or otherwise in communication with a base (not shown) that can be, for example, the ground or a fixture in contact with the ground <NUM> at, or proximate to, ground level.

The term vertically-oriented support element does not necessarily dictate that the pole is purely vertical. In some aspects, the pole or vertically-oriented support element is at least a <NUM> degree angle from the base or ground where the VTOL could land or take off at an angle. In some aspects not presently being claimed, but useful for understanding aspects of the claimed apparatus, the pole or vertically-oriented support element is almost horizontal (e.g., about <NUM> degree from horizontal) and emanates from the side of a building, where the VTOL could land or take off sideways from the building. In some aspects, the vertically-oriented support element is curved or in other ways non-linear. Accordingly, the term "vertically-oriented support element" should be construed to comprise a pole or extension to which the VTOL can attach or detach from almost any angle.

<FIG> shows an apparatus 41b, according to aspects not presently being claimed, but useful for understanding aspects of the claimed apparatus, for facilitating takeoff (e.g., launching) and landing a VTOL <NUM>, with the VTOL <NUM> including a vehicle body <NUM> with a plurality of rotor assemblies <NUM> (shown in <FIG> as four rotor assemblies) in communication with the vehicle body <NUM>. One of the two second cooperating stabilizer elements <NUM> of one of the two standoffs <NUM> are configured to attach to a vertically-oriented support element <NUM> in an apparatus 41b, as shown in <FIG>, with the vertically-oriented support element having a vertically-oriented support element first end 42a, and a vertically-oriented support element second end 42b. Vertically-oriented support elements <NUM> appears in <FIG> as two elements that can be, for example, two poles anchored to or otherwise in communication with a base (not shown) that can be, for example, the ground or a fixture in contact with the ground <NUM> (e.g., a base) at, or proximate to, e.g., ground level.

As exemplified in <FIG> and/or <FIG>, during a VTOL landing procedure, as a VTOL <NUM> approaches apparatus 41a, 41b the second cooperating stabilizer element <NUM> of the VTOL standoff <NUM> engages the top of the vertically-oriented support element <NUM> of, for example, apparatus 41a, 41b. The VTOL can then descend, and while ground effect is experienced during the descent of the VTOL to ground level, the turbulent energy <NUM> from the ground effect (represented by the arrows in <FIG>) is transferred from the VTOL to the vertically-oriented support element such that the VTOL descent is significantly stabilized as the ground effect on the VTOL is significantly minimized or eliminated. Although not shown in <FIG>, the vertically-oriented support elements <NUM> of apparatus 41a, 41b can be anchored into the ground <NUM>, or can be attached or otherwise in fixed communication with a base that is in communication with the ground, or a structure that can be, for example, proximate to the ground.

Note that the term "vertically-oriented support element" does not necessarily dictate that the poles or vertically-oriented support elements are purely vertical. In some aspects the poles or vertically-oriented support elements are at least a <NUM> degree angle from the base or ground wherein the VTOL could land into them or take off from them at an angle. In some aspects not presently being claimed, but useful for understanding aspects of the claimed apparatus, the poles or vertically-oriented support elements are almost horizontal (e.g., about <NUM> degree from horizontal) and emanate from the side of a building, where the VTOL could land or take off sideways or nearly horizontally from the building. In some aspects, the vertically-oriented support elements are curved or in other ways non-straight, although they would generally be in parallel. Accordingly, the term "vertically-oriented support element" should be construed to comprise poles or extensions, or members to which the VTOL can attach or detach from almost any angle to support and/or stabilize the VTOL.

According to present aspects, the standoffs integral with or attached to the VTOLs can comprise the "male" second cooperating stabilizer element at the terminus of the second end of the standoff, with the selection made according to the selected features incorporated into, attached to or integral with the vertically-oriented support element of the present apparatuses. That is, the first cooperating stabilizer element on the vertically-oriented support element and the second cooperating stabilizer element of the VTOL standoff are selected to "mate" or interlock.

<FIG> are representative and enlarged overhead or "top" views of assemblies 50a, 50b, 50c, 50d, 50e, and 50f of engaged first and second cooperating stabilizer elements, with the varying first cooperating stabilizer elements 52a, <NUM>,b, 52c, 52d, 52e, 52f (shown in <FIG> respectively) integral with or attached to, or otherwise in communication with, the vertically-oriented support element 54a, 54b, 54c, 54d, 54e, 54f of a VTOL takeoff and landing apparatus and shown as being a type of "female" fixture. <FIG> further show an engaged second cooperating stabilizer element of VTOL standoff <NUM> in communication with or integral with a second cooperating stabilizer element <NUM> shown as a "male" fixture dimensioned to engage the "female" first cooperating stabilizer element 52a, <NUM>,b, 52c, 52d, 52e, 52f of the associated and corresponding vertically-oriented support element 54a, 54b, 54c, 54d, 54e, 54f. The geometries shown of the fixtures and elements in <FIG> are representative and are non-exhaustive, with additional geometries (including, e.g., cross-sectional geometries, mating geometries, etc.) for the vertically-oriented support element and the first and second cooperating features contemplated by the present aspects.

More specifically, <FIG> shows an assembly 50a not according to the presently claimed apparatus, with the VTOL standoff <NUM> in communication with or integral with a second cooperating stabilizer element <NUM> shown as a "male" fixture dimensioned to engage the "female" first cooperating stabilizer element 52a of the associated vertically-oriented support element 54a. <FIG> shows an assembly 50b not according to the presently claimed apparatus, with the VTOL standoff <NUM> in communication with or integral with a second cooperating stabilizer element <NUM> shown as a "male" fixture dimensioned to engage the "female" first cooperating stabilizer element 52b of the associated vertically-oriented support element 54b. <FIG> shows an assembly 50c with the VTOL standoff <NUM> in communication with or integral with a second cooperating stabilizer element <NUM> shown as a "male" fixture dimensioned to engage the "female" first cooperating stabilizer element 52c of the associated vertically-oriented support element 54c, with a spring element <NUM> positioned between and in communication with the "female" first cooperating stabilizer element 52c and the associated vertically-oriented support element 54c. The spring element <NUM> represents an element able to flex, absorb and/or dissipate vibrational or other forces that can attend ground effect turbulence, etc. The spring element can be, for example, an internal compression spring, a shock absorber, a telescoping extender, etc., and combinations thereof.

<FIG> shows an assembly 50d not according to the presently claimed apparatus, with the VTOL standoff <NUM> in communication with or integral with a second cooperating stabilizer element <NUM> shown as a "male" fixture dimensioned to engage the "female" first cooperating stabilizer element 52d of the associated vertically-oriented support element 54d, with the vertically-oriented support element 54d shown as comprising "I" beam configuration. <FIG> shows an assembly 50e not according to the presently claimed apparatus, with the VTOL standoff <NUM> in communication with or integral with a second cooperating stabilizer element <NUM> shown as a "male" fixture dimensioned to engage the "female" first cooperating stabilizer element 52e of the associated vertically-oriented support element 54e. <FIG> shows an assembly 50f not according to the presently claimed apparatus, with the VTOL standoff <NUM> in communication with or integral with a second cooperating stabilizer element <NUM> shown as a "male" fixture dimensioned to engage the "female" first cooperating stabilizer element 52f of the associated vertically-oriented support element 54f. The terms "standoff" and "standoff element" are used equivalently and interchangeably herein. Further the terms "standoff first end" and "standoff element first end" are used equivalently and interchangeably herein. In addition, the terms "standoff second end" and "standoff element second end" are used equivalently and interchangeably herein. When the standoff element protrudes from or is otherwise associated as part of a VTOL structure, the standoff element can be equivalently referred to as a "vehicle standoff element", "vehicle standoff", or "VTOL standoff".

As shown in <FIG>, the second cooperating stabilizer element <NUM> extends longitudinally along the length of the associated vertically-oriented support element 54a, 54b, 54c, 54d, 54e, 54f. Upon engagement of the second cooperating stabilizer element <NUM> with the first cooperating stabilizer element 52a, 52b, 52c, 52d, 52e, 52f, that is in communication with or integral with the vertically-oriented support element 54a, 54b, 54c, 54d, 54e, 54f, as the VTOL continues a descent in a landing operating, the slot-like function of the first cooperating stabilizer element 52a, 52b, 52c, 52d, 52e, 52f can serve to act as a guide to assist the downward process during landing of the VTOL along the length of the vertically-oriented support element 54a, 54b, 54c, 54d, 54e, 54f down to the ground level. Further, <FIG> show the vertically-oriented support element 54a, 54b, 54c, 54d, 54e, 54f (e.g., pole) in direct or integral contact with the first cooperating stabilizer element 52a, 52b, 52c, 52d, 52e, 52f.

<FIG> are illustrations of enlarged side, top, or bottom views of standoffs that can be integrated into or can be otherwise in communication with a structure of the VTOL, and that can extend outwardly from a VTOL structure such as, for example, (and as shown in the FIGs. ) a rotor guard, etc. The FIGs. are exemplary and are not exhaustive relative to the shapes and configurations of the standoffs. For example, while the standoffs shown in <FIG> are substantially linear, e.g., following a single axis along their length, the standoffs, according to present aspects, can angularly deviate from a linear orientation. Alternatively, second cooperating stabilizer element <NUM> can comprise a solid object of a different shape. Alternatively, second cooperating stabilizer element <NUM> can comprise a circular object that rotates or rolls (e.g., like a wheel, roller, or bearing) inside the female first cooperating stabilizer element of the vertically-oriented element. In addition, the second cooperating stabilizer element <NUM> and/or inner surfaces of the first cooperating stabilizer element 52a, 52b, 52c, 52d, 52e, 52f can comprise a low friction coefficient material or material coating, such as, for example polytetrafluoroethylene (PTFE) to facilitate relative movement of the second cooperating stabilizer element <NUM> along and within the length of the first cooperating stabilizer element 52a, 52b, 52c, 52d, 52e, 52f.

<FIG> shows standoff 58a comprising a standoff second end 28b terminating in a second cooperating stabilizer element <NUM> having a "male" configuration for engagement with a female first cooperating stabilizer element on a vertically- oriented element of the type shown, for example, in <FIG>. <FIG> shows standoff 58b comprising a standoff second end 28b terminating in a second cooperating stabilizer element <NUM> having a "male" configuration for engagement with a female first cooperating stabilizer element, with standoff 58b comprising a standoff second end 28b terminating in a second cooperating stabilizer element <NUM> having a "male" configuration for engagement with a female first cooperating stabilizer element, with standoff 58b further comprising a spring element <NUM> that can dissipate vibrational and other forces including for example, impact, contact, etc., that can occur during VTOL landing and takeoff, according to present aspects. By dissipating or "absorbing" forces during VTOL takeoff and landing, the addition of the spring element <NUM> can contribute to the performance of the present apparatuses, systems, and methods by further stabilizing a VTOL during takeoff and landing, etc..

<FIG> shows standoff 58c comprising a standoff second end 28b terminating in a second cooperating stabilizer element <NUM> having a "male" configuration for engagement with a female first cooperating stabilizer element, with standoff 58c further comprising a spring element <NUM> disposed within a spring housing <NUM>.

<FIG> shows standoff 58d comprising a standoff second end 28b terminating in a second cooperating stabilizer element <NUM> having a "male" configuration for engagement with a female first cooperating stabilizer element, with standoff 58d further comprising a shock absorber <NUM> that can dissipate vibrational and other forces including for example, impact, contact, etc., that can occur during VTOL landing and takeoff, according to present aspects.

<FIG> shows standoff 58e comprising a standoff second end 28b terminating in a second cooperating stabilizer element <NUM> having a "male" configuration for engagement with a female first cooperating stabilizer element, with standoff 58e further comprising a telescoping section <NUM> that can be adjusted to alter the length of the standoff to tailor a VTOL for use with present landing and takeoff apparatuses having varying dimensions and/or varying distances between vertically-oriented support elements (e.g., to which the VTOL standoffs will engage during takeoff and landing, etc.).

<FIG> shows standoff 58f comprising a standoff second end 28b terminating in a second cooperating stabilizer element <NUM> having a "male" configuration for engagement with a female first cooperating stabilizer element, with standoff 58f further comprising a telescoping section <NUM> that is in communication with a telescoping section motor 59a that can be actuated (e.g., remotely, in real time, while the VTOL is in flight, etc.) to alter the length or otherwise adjust the standoff to further tailor and enhance the versatility and compatibility of a VTOL for use with present landing and takeoff apparatuses having varying dimensions and/or varying distances between vertically-oriented support elements (e.g., to which the VTOL standoffs will engage during takeoff and landing, etc.).

<FIG> are representative overhead enlarged views of assemblies 60a, 60b, 60c, 60d, and 60e of engaged first and second cooperating stabilizer elements not according to the presently claimed apparatus, with the varying first cooperating stabilizer elements 62a, 62b, 62c, 62d, 62e (shown in <FIG>, respectively) integral with or attached to, or otherwise in communication with, the vertically-oriented support element 64a, 64b, 64c, 64d, 64e of a VTOL takeoff and landing apparatus. The first cooperating stabilizer elements 62a, 62b, 62c, 62d, 62e are shown as being a type of "male" fixture. 6A-6F further show an engaged second cooperating stabilizer element of VTOL standoff <NUM> in communication with or integral with a second cooperating stabilizer element <NUM> shown as a "female" fixture dimensioned to engage the "male" first cooperating stabilizer element 62a, <NUM>,b, 62c, 62d, 62e of the associated and corresponding vertically-oriented support element 64a, 64b, 64c, 64d, 64e, 64f. Note that further enhancements (not shown) may be added to increase the ability of the cooperating stabilizer elements to roll or slide within each other, such as ball bearings, wheels, rollers, lubricants, etc..

More specifically, <FIG> shows an assembly 60a with the VTOL standoff <NUM> in communication with or integral with a second cooperating stabilizer element <NUM> shown as a "female" fixture dimensioned to engage the "male" first cooperating stabilizer element 62a of the associated vertically-oriented support element 64a. <FIG> shows an assembly 60b with the VTOL standoff <NUM> in communication with or integral with a second cooperating stabilizer element <NUM> shown as a "female" fixture dimensioned to engage the "male" first cooperating stabilizer element 62b of the associated vertically-oriented support element 64b. <FIG> shows an assembly 60c with the VTOL standoff <NUM> in communication with or integral with a second cooperating stabilizer element <NUM> shown as a "female" fixture dimensioned to engage the "male" first cooperating stabilizer element 62c of the associated vertically-oriented support element 64c, with a spring element <NUM> positioned between and in communication with the "male" first cooperating stabilizer element 62c and the associated vertically-oriented support element 64c. The sprint element <NUM> represents an element able to absorb or dissipate vibrational or other forces that can attend ground effect turbulence, etc. The spring element can be, for example, an internal compression spring, a shock absorber, a telescoping extender, etc., and combinations thereof.

<FIG> shows an assembly 60d with the VTOL standoff <NUM> in communication with or integral with a second cooperating stabilizer element <NUM> shown as a "female" fixture dimensioned to engage the "male" first cooperating stabilizer element 62d of the associated vertically-oriented support element 64d, with the vertically-oriented support element 64d shown as comprising "I" beam configuration. <FIG> shows an assembly 60e with the VTOL standoff <NUM> in communication with or integral with a second cooperating stabilizer element <NUM> shown as a "female" fixture dimensioned to engage the "male" first cooperating stabilizer element 62e of the associated vertically-oriented support element 64e.

With respect to the assemblies shown in <FIG> not according to the presently claimed apparatus, the first cooperating stabilizer element can extend outwardly from and be integral with the vertically-oriented support element. Upon engagement of the first cooperating stabilizer element of the vertically-oriented support element with the second cooperating stabilizer element of the VTOL standoff, in operation and according to present aspects, as the VTOL continues a descent in a landing operating, the slot-like function of the second cooperating stabilizer element can serve to act as a guide to assist the downward process during landing of the VTOL along the length of the vertically-oriented support element down to the ground level.

As made clear herein, the geometry of the first cooperating stabilizer element of the vertically-oriented support element comprises a "female" configuration and the second cooperating stabilizer element of the VTOL standoff can comprise a "male" configuration such that the first and second cooperating stabilizer elements can engage together to form a connected orientation and impart stabilizing characteristics to the VTOL during ascent (e.g., takeoff) from and descent (e.g., landing) onto the presently disclosed support apparatuses.

According to aspects not presently being claimed, <FIG> illustrate enlarged views of standoffs 58a, 58b, 58c, 58d, 58e, 58f similar to those depicted in <FIG>, but with the second cooperating stabilizer element <NUM> located at the terminus of the standoff second end 28b of the standoffs shown now comprising a "female" second cooperating stabilizer element configuration (rather than the "male" configuration of the second cooperating stabilizer element <NUM> as shown in <FIG>).

Similar to <FIG>, the standoffs <NUM> are configured to dissipate vibrational and other forces including for example, impact, contact, etc., that can occur during VTOL landing and takeoff, according to present aspects.

According to present aspects, the first and second cooperating stabilizer elements can comprise actuators and mechanisms to achieve a degree of movement in the cooperating stabilizer elements to facilitate engagement of the first and second cooperating stabilizer elements, including movement in real-time and in response to a signal (e.g., movement of the cooperating stabilizer element having the "female" configuration to facility entry and engagement of the cooperating stabilizer element having the "male" configuration). In examples not presently being claimed, <FIG>, show a progression of a second cooperating stabilizer element of a standoff during, for example, a landing operation of a VTOL.

As shown in <FIG>, a standoff <NUM> has a second cooperating stabilizer element <NUM> located proximate to the standoff second end 28b, with the second cooperating stabilizer element <NUM> shown as being actuated to an "open" orientation, (e.g., in anticipation of the VTOL approaching the first cooperating stabilizer element of a vertically-oriented support element during a landing maneuver). In <FIG>, the second cooperating stabilizer element <NUM> of standoff <NUM> is shown as having moved to a "partially closed" orientation (compared to the "open" orientation shown in <FIG>).

<FIG> shows the second cooperating stabilizer element <NUM> of standoff <NUM> in a "closed" orientation. According to present aspects, as a VTOL approaches the takeoff and landing apparatuses presented herein, signals (e.g. signals sent to the VTOL including signals sent remotely to the VTOL, signals sent from the VTOL itself, etc. to actuation devices, etc.) are sent to and received by the VTOL to actuate the second cooperating stabilizer element of the standoff to open or expand a second cooperating stabilizer element "female" fixture to facilitate engagement of the second cooperating stabilizer element to a first cooperating stabilizer element on the vertically-oriented support element of the landing (and takeoff) apparatus presented herein. According to present aspects, the second cooperating stabilizer element <NUM> shown in <FIG> can be in the form of adjustable grasping tips further comprising motors on the tips or the tips can be in communication with mechanical attachments and linkages located on or within the standoff structure that can include, for example, solenoids to perform "grasping", and that can be responsible for operating the tips to open and/or close to varying and selected degrees. In further aspects, motors, mechanical linkages, wires, etc. can be located in the VTOL, with the VTOL-located motors in communication with the grasping tips, etc..

<FIG> illustrate, according to aspects not presently being claimed, but useful for understanding aspects of the claimed apparatus, a VTOL engaged in a landing operation, with the VTOL descending and coming into proximity with a VTOL landing and takeoff stabilizing apparatus. As shown in <FIG>, as a VTOL <NUM> approaches a VTOL landing and takeoff stabilizing apparatus 90a, the VTOL is oriented during landing such that two of the standoffs <NUM> on the VTOL <NUM> are moved into a position proximate to first cooperating stabilizer elements <NUM> located at the vertically-oriented support element second ends 91b of the vertically-oriented support elements <NUM> to place a second cooperating stabilizer element <NUM> of a standoff <NUM> in position to engage the first cooperating stabilizer element <NUM> located at the second end 91b of a vertically-oriented support element <NUM>. <FIG> further shows a circumferential frame support 93a engaging the two vertically-oriented support elements <NUM> proximate to the two vertically-oriented support element second ends 91b, and further shows a circumferential frame support 93b engaging the two vertically-oriented support elements <NUM> proximate to the two vertically-oriented support element first ends 91a. While the engagement can be a direct engagement, as shown in <FIG> the circumferential frames 93a, 93b are shown engaging a frame standaway attachment <NUM> that in turn engages or is otherwise in communication with the two vertically-oriented support element first ends 91a and vertically-oriented support element second ends 91b. Note that circumferential frame support 93a and 93b as shown are circular, however any shape of frame support that maintains the form and/or shape of the vertical takeoff and landing stabilizing apparatus is acceptable. Alternatively, the VTOL takeoff and landing stabilizing apparatus is attached directly to the ground or some other structure.

The VTOL takeoff and landing apparatus 90b shown in <FIG> is similar to the VTOL landing apparatus 90a (shown in <FIG>), with apparatus 90b showing an additional circumferential frame support 93c located approximately midway between circumferential frame supports 93a and 93b, apparatus 90b is shown at least for the purpose of connoting that any number of circumferential frame supports can be included and present in the presently contemplated apparatuses. <FIG> further shows reinforcements <NUM> in contact with the circumferential frame supports 93a, 93b, 93c and the vertically-oriented support elements <NUM>. The VTOL shown in <FIG> in "broken lines" represents a VTOL that is in the process of landing, with the VTOL located on the ground <NUM> having completed a landing is shown and drawn in solid lines.

<FIG> is an overhead view of the VTOL takeoff and landing apparatus 90b shown in <FIG> with numbered features as indicated in <FIG>. According to present aspects, the apparatuses 90a, 90b shown in <FIG> facilitate the landing and takeoff of VTOLs by increasing the stability of a VTOL during takeoff and landing, and by significantly ameliorating and/or eliminating ground effect turbulence, turbulent rotation of the VTOL by ground effect, and such present apparatuses facilitate the dissipation of recirculating vortices otherwise caused by ground effect, with turbulent energy and effects transferred from the VTOL to the apparatuses of the types shown in <FIG>.

According to further present aspects not presently being claimed, but useful for understanding aspects of the claimed apparatus, <FIG> depict a VTOL engaged in a landing operation similar to that shown in <FIG>, with the VTOL <NUM> descending and coming into proximity with a VTOL landing and takeoff stabilizing apparatus 100a, 100b having four vertically-oriented support elements <NUM>. As shown in <FIG>, a VTOL <NUM> approaches a VTOL landing and takeoff stabilizing apparatus 100a, and the VTOL <NUM> is oriented during landing such that four of the standoffs <NUM> on the VTOL <NUM> are moved into an aligned position proximate to first cooperating stabilizer elements <NUM> located at the second ends 92b of the four vertically-oriented support elements <NUM> and in a relative position between the VTOL <NUM> and the apparatus 100a to place a second cooperating stabilizer element <NUM> of a standoff <NUM> in position to engage the first cooperating stabilizer element <NUM> located at the second end 91b of a vertically-oriented support element <NUM>. <FIG> further shows a circumferential frame support 93a engaging the four vertically-oriented support elements <NUM> proximate to the four vertically-oriented support element second ends 91b, and further shows a circumferential frame support 93b engaging the four vertically-oriented support elements <NUM> proximate to the four vertically-oriented support element first ends 91a.

<FIG> shows a landing apparatus 100b, similar to the VTOL landing apparatus 100a (shown in <FIG>), with apparatus 90b showing an additional circumferential frame support 93c located approximately midway between circumferential frame supports 93a and 93b, and apparatus 100b is shown at least for the purpose of connoting that any number of circumferential frame supports can be included and present in the presently contemplated apparatuses. While <FIG> does not show further reinforcements in contact with the circumferential frame supports 93a, 93b, 93c and the vertically-oriented support elements <NUM>, the inclusion of additional supports of the type shown in <FIG> are contemplated for apparatuses 100a, 100b. The VTOL shown in <FIG> in "broken lines" represents a VTOL that is in the process of landing, with the VTOL located on the ground <NUM> having completed a landing is shown and drawn in solid lines.

<FIG> is an overhead view of the VTOL takeoff and landing apparatus 100b shown in <FIG> with numbered features as indicated in <FIG>. According to present aspects, the apparatuses 100a, 100b shown in <FIG> facilitate the landing and takeoff of VTOLs by increasing the stability of a VTOL during takeoff and landing, and by significantly ameliorating and/or eliminating ground effect turbulence, turbulent rotation of the VTOL by ground effect, and such present apparatuses facilitate the dissipation of recirculating vortices otherwise caused by ground effect, with turbulent energy and effects transferred from the VTOL to the apparatuses of the types shown in <FIG>. While <FIG> show four vertically-oriented support elements, present aspects contemplate including a selected number of vertically-oriented support elements other than four.

In further present aspects, methods, systems, and apparatuses employing the presently disclosed VTOL takeoff and landing apparatuses can include a platform to further enhance the stability imparted to a VTOL engaged in a landing or takeoff operation. According to present aspects, the platform can comprise a grate made from a material that can be a rigid or taut material, including a mesh material that can be a rigid mesh material, and having an average mesh gauge, such that the grate comprises a mesh material selected to be robust enough to support the weight of a VTOL that comes in contact with the grate, and that is supported by the grate.

<FIG> shows a VTOL <NUM> having completed a landing operation, onto apparatus <NUM> not presently being claimed, but useful for understanding aspects of the claimed apparatus, with the VTOL in position on a platform <NUM>. According to present aspects, platform <NUM> is made from a rigid and/or taut material. According to another aspect, the platform is constructed to form a platform suitable to support the weight of the VTOL <NUM>, with the rigid material configured into a grid or mesh such that airflow from the VTOL <NUM>, at least during landing, passes through the platform at a rate and to a degree that substantially no ground effect is directed from the platform toward the VTOL <NUM>, and the platform does not otherwise negatively impact the stability afforded the VTOL by the apparatus <NUM>, at least during landing. Present aspects contemplate a platform <NUM> that can be made from metals, plastics, resin-based composite materials, ceramics, cloth, and combinations thereof. The platform can be made from a conductive material, or can be coated or impregnated with a conductive material or a conductive material coating, etc..

As shown in <FIG>, VTOL <NUM> comprises a plurality of standoffs <NUM> (shown in <FIG> as four standoffs <NUM>) and with a second cooperating stabilizer element <NUM>, <NUM> located proximate to the terminus of vertically-oriented support element <NUM> second end 91b. As further shown in <FIG> the four second cooperating stabilizer elements <NUM> associated with the four VTOL standoffs <NUM> have engaged the four first cooperating stabilizer elements <NUM> that are in communication with the four vertically-oriented support elements <NUM>. <FIG> further shows a circumferential frame support 93b engaging the four vertically-oriented support elements <NUM> proximate to the four vertically-oriented support element first ends 91a and further proximate to the ground <NUM>. Note that circumferential frame support 93b is shown as circular, however any shape of frame support that maintains the form and/or shape of the vertical takeoff and landing stabilizing apparatus is acceptable.

<FIG> is an overhead view of the VTOL takeoff and landing apparatus <NUM> shown in <FIG> with numbered features as also indicated in <FIG> and as described herein. According to present aspects, the apparatus <NUM> shown in <FIG> facilitate the landing and takeoff of VTOLs by increasing the stability of a VTOL during takeoff and landing, and by significantly ameliorating and/or eliminating ground effect turbulence, turbulent rotation of the VTOL caused by ground effect, and such present apparatuses facilitate the dissipation of recirculating vortices otherwise caused by ground effect, with turbulent energy and effects transferred from the VTOL to the apparatuses of the types shown in <FIG>. While <FIG> show four vertically-oriented support elements, present aspects contemplate including a selected number of vertically-oriented support elements other than four.

According to further alternate present aspects not presently being claimed, but useful for understanding aspects of the claimed apparatus, <FIG>, <FIG> show alternate arrangement for a VTOL takeoff and landing stabilizing apparatus <NUM> that allows for an absence of first cooperating stabilizer elements on the vertically-oriented support element first end, and further allows for assisting and facilitating the takeoff and landing of VTOLs that do not comprise standoffs extending from the VTOL, such as, for example, standoffs extending from a rotor guard.

<FIG> shows a VTOL <NUM> resting on apparatus <NUM> comprising elements similar to those shown in FIGs 11A-11C and described herein, with the exception that apparatus <NUM> comprises a platform <NUM>, that can be a grid/mesh platform, with the platform <NUM> further comprising at least one retainer <NUM> in communication with the platform <NUM>, with the retainer <NUM> configured to releasably engage a structure of a VTOL (e.g., a VTOL landing strut, landing skid, wheel, etc.) during a VTOL landing, resting, and/or a takeoff operation. <FIG> further shows a VTOL in contact with platform <NUM>. <FIG> also shows vertically-oriented support elements <NUM> having vertically-oriented support element second ends 91b that can be substantially flush with, and that may not extend beyond the upper surface of the platform. In addition, <FIG> shows a VTOL <NUM> that does not comprise standoffs extending from any rotor guard and otherwise configured to engage any structure of apparatus <NUM>.

<FIG> is an overhead or top view of the apparatus <NUM> shown in <FIG>, wherein the VTOL <NUM> (also shown in a side view in <FIG>) is positioned proximate to the platform <NUM>, with platform <NUM> comprising a retainer <NUM> configured to engage landing skid <NUM> of VTOL <NUM>. Although not shown in <FIG>, in this alternate aspect, retainers can also, or in an alternative, extend from a VTOL structure (e.g. landing skid, etc.) and be configured to securely and releasably engage the grid mesh of platform <NUM>. Further, motors, actuators, electronics, signaling transmitter and receivers, mechanical mechanisms, etc. to impart a degree of movement for one or more retainers <NUM> can be associated and/or in communication with apparatus <NUM>, and, if one or more retainers (not shown) are integral with the VTOL, motors, actuators, electronics, signaling transmitter and receivers, mechanical mechanisms, etc., can be located on the VTOL to control movement of retainers, including movement configured to releasable engage such retainers on the VTOL with a platform of the type shown in <FIG>, <FIG>.

<FIG> is a side view of the apparatus <NUM> shown in <FIG>, wherein the VTOL <NUM> (also shown in a side view) is positioned proximate to the platform <NUM>, with platform <NUM> comprising a retainer <NUM> configured to engage landing skid <NUM> of VTOL <NUM>. Although not shown in <FIG>, in this alternate aspect, retainers can also or in the alternative extend from a VTOL structure (e.g. landing skid, etc.) and be configured to securely and releasably engage the grid mesh of platform <NUM>. Further, motors, actuators, electronics, signaling transmitter and receivers, mechanical mechanisms, etc., to impart a degree of movement for one or more retainers <NUM> can be associated and/or in communication with apparatus <NUM>, and, if one or more retainers (not shown) are integral with the VTOL, motors, actuators, electronics, signaling transmitter and receivers, mechanical mechanisms, etc., can be located on the VTOL to control movement of retainers, including movement configured to releasably engage such retainers on the VTOL with a platform of the type shown in <FIG>, <FIG>.

According to further present aspects not presently being claimed, but useful for understanding aspects of the claimed apparatus, a platform of the type shown in <FIG>, 11C and/or <FIG>, <FIG> can further comprise mechanical mechanisms to actuate movement of a platform of the types described herein. As shown in <FIG>, a VTOL takeoff and landing apparatus <NUM> not presently being claimed, but useful for understanding aspects of the claimed apparatus, can combine aspects of the apparatuses shown at least in FIGs. 11A-11C, <FIG>, <FIG> and can further include a platform configured to move or migrate through various selected vertical positions and locations longitudinally along the length of the vertically-oriented support elements of the disclosed VTOL takeoff and landing apparatuses described herein. As shown in <FIG>, VTOL <NUM> comprising standoffs <NUM> terminating in a second cooperating stabilizer element <NUM> is shown in prior to a takeoff operation or is shown at the completion of a landing operation such that each of the VTOL's second cooperating stabilizer element <NUM> is engaged with a vertically-oriented support element <NUM>. VTOL <NUM> is shown resting on horizontally-disposed platform <NUM> with destabilizing ground effect on the VTOL (generated by the VTOL rotors during takeoff and/or landing) significantly ameliorated or substantially eliminated by transferring energy and forces from, for example, ground effect, at least in part, to the stabilizing apparatus <NUM>.

According to one exemplary takeoff operation, according to present aspects, power (e.g., electrical power) from power source <NUM> can be turned on and directed to a drive mechanism <NUM>, with the drive mechanism <NUM> can (as shown in <FIG>) located in direct communication, or otherwise integral with, horizontally-disposed platform <NUM>. According to alternate present aspects, at least portions of the drive mechanism can be located remotely from, but in communication with, drive elements located in communication with platform <NUM>. When the drive mechanism is activated, the platform <NUM> can be moved (e.g., lowered, raised, etc.) to a desired height, including ground level. The drive mechanism can be located remotely from but in communication with platform <NUM> with the drive mechanism configured to ascend or descend the platform <NUM> to varying selected heights along the length of the apparatus <NUM>. The VTOL <NUM> can be positioned on platform <NUM> with second cooperating stabilizer elements <NUM> on standoffs <NUM> engaged (e.g., one each) to a vertically-oriented support element <NUM>. If takeoff from a height other than ground level is desired, the platform can be directed to a selected height along the length of the apparatus <NUM> up to and including a height such that the platform is proximate to the maximum height of the apparatus with the platform driven to a height occupied proximate to the vertically-oriented support element second ends 91b. The VTOL can then be activated for takeoff, with significantly enhanced VTOL takeoff stability as the undesirable takeoff ground effects are significantly ameliorated and/or significantly eliminated.

According to an exemplary VTOL landing protocol, and according to present aspects, as a VTOL is directed to apparatus <NUM>, power (e.g., electrical power) from power source <NUM> can be turned on and directed to a drive mechanism <NUM> to elevate platform <NUM> to a selected height within apparatus <NUM> to receive the landing VTOL in a stabilized landing with ameliorated or eliminated ground effect. In a fashion similar to landing protocols described herein, the VTOL is guided to align second cooperating stabilizer elements <NUM> on the VTOL standoffs <NUM> with first cooperating stabilizer elements <NUM> located integral with or proximate to the vertically-oriented support elements <NUM> of apparatus <NUM>. When the controlled and stabilized landing is completed, the VTOL <NUM> will safely rest on platform <NUM>, at which point, in the landing protocol, the drive mechanism <NUM> in platform <NUM> can be activated manually or automatically to cause the platform to descend from, for example, a selected platform landing height, to a selected platform <NUM> height that can include, for example, ground level.

According to further aspects, present apparatuses disclosed herein can further include guides that can be attached to, in communication with, or otherwise located proximate to the vertically-oriented support element second ends 91b of the present apparatuses. <FIG>, <FIG>, <FIG> show exemplary variations not presently being claimed, but useful for understanding aspects of guides according to present aspects, that can be configured to further stabilize VTOL takeoff and landing and incorporated into the apparatuses, systems, and methods disclosed herein. The guides can be incorporated into any of the presently disclosed VTOL takeoff and landing apparatuses, systems, and methods.

As shown in <FIG>, VTOL takeoff and landing apparatus <NUM> comprises many of the features presented in the present apparatuses, including, for example, the apparatus 100a shown in <FIG>. As shown in <FIG>, guide <NUM> "tops" apparatus <NUM>, with guide first end 142a contacting or otherwise located proximate to the vertically-oriented support element second end 141c, and with guide first end 142a having a guide first end diameter (d1) (see <FIG>) that can be substantially equivalent to the diameter of the circumferential frame support 93a. Guide <NUM> further comprises a guide second end 142b having a guide second end diameter (d2) (see <FIG>), with the guide second end diameter (d2) being greater than the guide first end diameter (d1). See side view of guide <NUM> at <FIG>, showing guide second end diameter (d2), being greater than the guide first end diameter (d1).

<FIG> is an overhead view of VTOL takeoff and landing apparatus <NUM> showing guide first end 142a and guide second end 142b, with VTOL <NUM> "nested" within guide <NUM>, with VTOL <NUM> engaged in a landing or a takeoff protocol. The parts shown in <FIG> are as labelled for apparatus 100a in <FIG>, but the guide <NUM> shown in <FIG> is understood as being adaptable to the many apparatuses disclosed herein. When the VTOL takeoff and landing apparatuses comprise a circumferential frame support, such as circumferential frame support 93a that is substantially circular, the guide <NUM>, as shown in <FIG> can comprise guide first end 142a and guide second end 142b that, geometrically, are also substantially circular. In this aspect, and as shown in <FIG>, the guide can have an overall geometry that is frustoconical. According to further aspects, the guide geometry may "match" a geometry near the opening of the VTOL takeoff and landing apparatus that is located adjacent to the guide first end 142a. As shown in <FIG>, the general geometry of the guide <NUM> is circular, and the general geometry of the apparatus <NUM> is tubular and also cross-sectionally generally circular. A guide inner surface 142c of guide <NUM> can incorporate raised elements or elements in relief that serve as "grooves" or guide inner surface channels 142d (e.g., guide inner surface channels configured to form a directional track, etc.) that are shown in <FIG>, with the guide shown to be conical and "funnel-like" in shape.

The guide inner surface channels 142d can be in communication with, and can be in general alignment with, the first cooperating stabilizer elements, and the groves can facilitate the directing of the VTOL from a position within the guide to the first cooperating stabilizer elements by feeding at least one of the VTOL second cooperating stabilizer elements from the guide inner surface channel 142d to the first cooperating stabilizer element in communication with the vertically-oriented support element of the VTOL takeoff and landing apparatus.

As shown in <FIG>, the first cooperating stabilizing element can comprise grooves or raised features configured to form a "directional track" or "directional channel" in the guide inner surface, such that the directional track can be dimensioned to accommodate the dimension of the second cooperating stabilizer element of the standoff. As the second cooperating stabilizer element of the VTOL standoff engages, or otherwise comes into contact with, the directional track in the guide inner surface, the second cooperating stabilizer element (and the VTOL that is attached to the second cooperating stabilizer element) is directed from the guide downward into the first cooperating stabilizer element that comprises the track or channel.

According to present aspects, when present apparatuses employ a guide of the types shown in <FIG>, a landing protocol provided for VTOLs is further facilitated. In an exemplary landing protocol using the VTOL takeoff and landing apparatus <NUM>, a VTOL <NUM> can approach an area proximate to the top of the guide <NUM> and the VTOL can further be substantially centered in flight to hover over the guide. As the VTOL descends into the guide, the second cooperating stabilizing element <NUM> at the outer terminus of the standoff <NUM> can associate with and otherwise become at least partially inserted into, grooves configured to form a directional track or directional channel that "feeds" into internal tracks along the inner surface of the guide <NUM>. The guide inner surface channel 142d formed by the grooves can be oriented along the guide inner surface 142c of guide <NUM> with the guide inner surface channel 142d functioning as a directional track in communication with, substantially aligned with, and otherwise feeding into the vertically-oriented support element channel 141c on the vertically-oriented support element <NUM>. Once the VTOL's second cooperating stabilizing elements <NUM> are slotted into or otherwise oriented with the first cooperating stabilizing element, the VTOL can descend to ground level with the interfering ground effect that would otherwise occur being significantly ameliorated or substantially eliminated as the turbulent ground effect forces are transferred from the landing VTOL to the apparatus <NUM>.

Further, the outer and/or inner geometry of the VTOL takeoff and landing apparatus need not be substantially circular, substantially tubular, substantially cylindrical, etc., so long as the internal lengthwise dimension of the VTOL takeoff and landing apparatus can dimensionally accommodate the outer dimension of a VTOL designed to takeoff from or land into a particular VTOL takeoff and landing apparatus.

While <FIG>, <FIG> depict further exemplary and non-exhaustive configurations for contemplated VTOL takeoff and landing apparatuses not presently being claimed, but useful for understanding aspects of the claimed apparatus, the overall geometries (e.g. substantially rectangular or "square") of the apparatus longitudinal "body" or "chute" is shown as matching a geometry of the guide, and it is understood that, according to present aspects not shown, guide geometries can differ from apparatus body or "chute" geometries, so long as the internal lengthwise dimension of the VTOL takeoff and landing apparatus can dimensionally accommodate the outer dimension of a VTOL designed to takeoff from or land into a particular VTOL takeoff and landing apparatus.

According to further present aspects, <FIG> show a VTOL takeoff and landing apparatus <NUM> comprising a guide <NUM> that can "top" apparatus <NUM>, with guide first end 152a contacting or otherwise located proximate to the vertically-oriented support element second end 151b, and with guide first end 152a having a guide first end width (w1) that can be substantially equivalent to the diameter of a circumferential frame support. Guide <NUM> further comprises a guide second end 152b having a guide second end width (w2), with the guide second end width (w2) being greater than the guide first end width (w1).

A guide inner surface 152c of guide <NUM> can incorporate raised elements or elements in relief that serve as "grooves" or guide inner surface channels 152d that are shown in <FIG>. The guide inner surface channel 152d can be formed by the grooves, recesses, regions of raised relief, etc. that can be oriented along the guide inner surface 152c of guide <NUM> with the guide inner surface channel 152d in communication with, substantially aligned with, and otherwise feeding into the vertically-oriented support element channel 151c on the vertically-oriented support element <NUM>.

<FIG> is an overhead view of VTOL takeoff and landing apparatus <NUM> showing guide first end 152a and guide second end 152b, with VTOL <NUM> "nested" within guide <NUM>, with VTOL <NUM> engaged in a landing or a takeoff protocol. The guide <NUM> shown in <FIG> is understood as being adaptable to the many apparatuses disclosed herein.

According to further present aspects, <FIG> show a VTOL takeoff and landing apparatus <NUM> comprising a guide <NUM> that can "top" apparatus <NUM>, with guide first end 162a contacting or otherwise located proximate to the vertically-oriented support element second end 161b, and with guide first end 162a having a guide first end dimension that can be substantially equivalent to a geometry that is collectively formed by the location of the plurality of the vertically-oriented support element second ends 161b, such that the guide first end 162a is supported by the vertically-oriented support element second ends 161b. Guide <NUM> further comprises a guide second end 162b having a guide second end width, with the guide second end width being greater than the guide first end width.

<FIG> is an overhead view of VTOL takeoff and landing apparatus <NUM> as shown in <FIG>, and showing guide first end 162a and guide second end 162b, with VTOL <NUM> "nested" within guide <NUM>, with VTOL <NUM> engaged in a landing or a takeoff protocol. The guide <NUM> shown in <FIG> is understood as being adaptable to the many apparatuses disclosed herein.

<FIG> further shows guide <NUM> as comprising a guide mesh material <NUM> that can be a rigid or taut mesh material. A guide mesh material can be selected such that, at least during VTOL takeoff and landing, as the VTOL enters the mesh guide, airflow from the VTOL rotors passes through the guide mesh at a rate and to a degree such that substantially no ground effect is directed from the guide surfaces back toward the VTOL <NUM>, and the guide does not otherwise negatively impact the stability afforded the VTOL <NUM> by the guide <NUM>, at least during VTOL takeoff and landing. According to further aspects, a highly perforated material can be used as the material for the guide <NUM>.

Present aspects contemplate a guide <NUM>, <NUM>, <NUM> that can be made from metals, plastics, resin-based composite materials, ceramics, cloth, and combinations thereof. The guide can be made from a conductive material, or can be coated or impregnated with a conductive material or a conductive material coating, etc..

<FIG>, <FIG>, <FIG>, and <FIG> are flowcharts outlining methods according to aspects not presently being claimed, but which can be carried out with the claimed apparatus.

As shown in <FIG>, a method <NUM> is outlined for launching and landing a vertical takeoff and landing vehicle is disclosed, with the method <NUM> including providing <NUM> a vertically-oriented support element, with the vertically-oriented support element having a first end and a second end, with the vertically-oriented support element first end proximate to a base, with the vertically-oriented support element extending from the vertically-oriented support element first end to the vertically-oriented support element second end, with the vertically-oriented support element second end located at a selected distance away from the vertically-oriented support element first end, with the vertically-oriented support element comprising a first cooperating stabilizer element, and with the first cooperating stabilizer element located proximate to the vertically-oriented support element second end. The method <NUM> further includes providing <NUM> a vertical takeoff and landing vehicle, with the vertical takeoff and landing vehicle comprising at least one second cooperating stabilizer element, with the second cooperating stabilizer element dimensioned to engage with the first cooperating stabilizer element, and engaging <NUM> the first cooperating stabilizer element of the vertically-oriented support element with the second cooperating stabilizer element of the vertical takeoff and landing vehicle.

<FIG> is a flowchart comprising elements of the method <NUM> set forth in <FIG> for launching and landing a vertical takeoff and landing vehicle, with the method <NUM> of <FIG> further comprising stabilizing <NUM> the vertical takeoff and landing vehicle during at least one of takeoff and landing.

<FIG> is a flowchart comprising elements of the method <NUM> set forth in <FIG> for launching and landing a vertical takeoff and landing vehicle, with the method <NUM> shown in <FIG> further comprising restricting <NUM> angular and/or lateral movement of the vertical takeoff and landing vehicle toward and away from the vertically-oriented support element during takeoff and landing of the vertical takeoff and landing vehicle.

Claim 1:
An apparatus (<NUM>, 41a, 41b, 90a, 90b, 100a, 100b, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>) for stabilizing launch and landing of a vertical takeoff and landing vehicle, the apparatus comprising:
a vertically-oriented support element (<NUM>, <NUM>, <NUM>, <NUM>, <NUM>), said vertically-oriented support element comprising:
a vertically-oriented support element first end (42a, 91a, 141a, 151a, 161a); and
a vertically-oriented support element second end (42b, 91b, 141b, 151b, 161b, 171b, 181b), said vertically-oriented support element extending from the vertically-oriented support element first end to the vertically-oriented support element second end, said second end located at a selected distance away from the vertically-oriented support element first end, said vertically-oriented support element comprising at least one first cooperating stabilizer element (<NUM>, 52a, 52b, 52c, 52d, 52e, 52f, 64a, 64b, 64c, 64d, 64e, <NUM>), said at least one first cooperating stabilizer element located proximate to the vertically-oriented support element second end,
wherein the at least one first cooperating stabilizer element comprises a female attachment portion (52a, 52b, 52c, 52d, 52e, 52f) dimensioned to receive a second cooperating stabilizer portion, said second cooperating stabilizer element comprising a male attachment portion,
wherein the female attachment portion comprises a slot, said slot located at the vertically-oriented support element second end, said slot extending a selected distance from the vertically-oriented support element second end longitudinally along the length of the vertically-oriented support element, and
wherein a spring element (<NUM>) is positioned between and in communication with the first cooperating stabilizer element and the vertically-oriented support element.