Jet powered aircraft

Abstract

An aircraft comprises a frame member and at least one jet engine having a thrust discharge axis, a connector portion and a discharge opening for discharging thrust along the discharge axis of the jet engine. The jet engine is mounted by the connector portion on the frame member, and at least one connector portion of the jet engine is mounted on the frame member such that the jet engine is movable relative to the frame member so that the thrust discharge axis can be selectively adjusted. A deflector is provided at or near the discharge opening of the jet engine, the deflector being selectively movable to deflect the thrust.

Description

JET POWERED AIRCRAFTField and Background

[0001] This invention relates to a jet powered aircraft. The invention also relates to aircraft powered at least in part by machines other than jet engines.

[0002] The jet powered aircraft is preferably one that can be piloted on board or operated remotely or autonomously. The jet powered aircraft may be used to provide emergency services, delivery of cargo or other purposes. Further, the jet powered aircraft may be in the form of a vertical takeoff and landing vehicle (VTOL) which can be utilized in accessing difficult to reach places, and also require only a small footprint for takeoff and landing.Summary

[0003] The invention in one aspect relates to a jet powered aircraft which can be configured to accommodate a pilot, or operated remotely or autonomously. The aircraft may further comprise other forms of engines and machines than jet powered, including propeller driven machines.

[0004] According to one aspect of the invention, there is provided an aircraft comprising: a frame member; at least one jet engine having a thrust discharge axis, a connector portion and a discharge opening for discharging thrust along the discharge axis of the jet engine, the jet engine being mounted by the connector portion on the frame member, at least one connector portion of the jet engine being mounted on the frame member such that the jet engine is movable relative to the frame member so that the thrust discharge axis can be selectively adjusted; and a deflector member at or near the discharge opening of the jet engine, the deflector being selectively movable to deflect the thrust.

[0005] According to a further aspect of the invention, there is provided a jet engine for use on an aircraft comprising: a housing; a nozzle on the housing for the discharge of thrust; a connector on the housing for attaching the housing to the aircraft, the connector being operable to facilitate the movement of the housing to modulate direction of the discharge of the thrust; and a deflector adjacent the nozzle movable between a first position in which the discharge of thrust is substantially unaltered by the deflector and a second position in which the discharge of thrust is at least partially deflected to alter the direction thereof.

[0006] According to yet a further aspect of the invention, there is provided a method of flying an aircraftcomprising: providing an aircraft frame member; attaching to the frame member at least one jet engine having a thrust discharge axis, a connector portion and a discharge opening for discharging thrust along the discharge axis of the jet engine; mounting the jet engine by means of the connector portion to the frame member and moving deflector member such that the jet engine is movable relative to the frame member so that the thrust discharge axis can be selectively adjusted; and mounting a deflector member at or near the discharge opening of the jet engine, and moving the deflector selectively to deflect the thrust.

[0007] The j et powered aircraft generally comprises a frame, which has j et engines attached thereto, and also supports a pilot or cargo depending upon which functions or objectives the aircraft is conducting or carrying out.

[0008] The aircraft may in addition to jet power include other forms of power, such as a propeller.

[0009] The aircraft is configured so as to have features and components which make it relatively nimble and easy to alter or modulate the direction of travel of the vehicle as well as its speed and altitude. These components are described more fully in this specification and may be used individually or in combination to achieve incremental and near immediate changes to velocity and altitude, making the vehicle one which has considerable versatility and function, and therefore able to operate in many different environments and for dedicated missions when defined flight specifications and abilities are needed.

[0010] Preferably, the aircraft vehicle of one embodiment of the invention has one or more engines, preferably including turbofan and / or turboj et engines, which are able to provide the necessary thrust and lift to achieve take-off and landing, as well as flight. These engines may be mounted singly or in groups, such as pods of two, three, four or more engines, and attach to the aircraft in a manner which allows them to pivot, rotate, move up and down, move sideways in or out, so that one or more of the engines can be orientated in a way which optimally suits the requirements of the flight and the load it may be carrying.

[0011] The engines may be mounted, preferably at front and rear of the vehicle, in pod groups wherein each pod group may have a variable number of engines, from one to a plurality, according to how the craft is set up. Additionally, there may be different numbers of pod groups, such two in front and two in the rear, one in front and two at rear or vice versa, or one in front and rear. These are examples only and not intended to limit the scope of the invention.

[0012] In addition, each engine may include components which are able to deflect, redirect or wholly or partially alter the normal discharge from the engine to best suit the flight requirements. Variations of such components fall within the scope of the invention.

[0013] Different power bases maybe used according to the current flight needs. For example, turbojet and / or turbofan engines may be used to achieve vertical take and landing of the vehicle, when additional propulsion is needed to raise or lower the weight of the vehicle. However, when the vehicle is at or near cruising speed, other forms of propulsion that require less fuel, such as a propeller driving motor, may kick in with potentially reduced power from the turbojet or turbofan engines, or even the absence of power generated by such engines when the propeller action is able to fly the craft adequately.

[0014] The vehicle includes one or more fuel tanks, and sensors, gauges, and gimbals, and electronics which receive and process data from the sensors and from the flight computer, the onboard pilot or remote controller to direct the craft as needed.Brief Description of the Drawings

[0015] In the drawings:

[0016] Figure 1 is a top perspective view of a frame for an aircraft in accordance with one aspect of the invention, showing positioning of engine on the frame in one embodiment of the invention;

[0017] Figure 2A is a top perspective view of a frame with engine thereon in accordance with a further embodiment of the invention;

[0018] Figure 2B is a top view of the frame as shown in Figure 2A of the drawings;

[0019] Figure 2C is a detail view showing the connection between an engine and the frame of the vehicle in one embodiment thereof;

[0020] Figures 3 A and 3B are side views of an aircraft in accordance with an aspect of the invention and including a cargo space for transportation of cargo, with engines directed downward and rearward respectively;

[0021] Figure 4 is a side view of an aircraft engine in accordance with one aspect of the invention including a jetavator comprised of two components and in the closed position;

[0022] Figure 5 is the side view of the aircraft engine as shown in Figure 4 including a jetavator comprised of two components and in the open position;

[0023] Figure 6 is a side view of an engine for an aircraft in accordance with an aspect of the present invention;

[0024] Figure 7 is a front view of an engine for an aircraft in accordance with an aspect the presentinvention;

[0025] Figure 8 is a detailed view of an engine of one form of the invention showing a jetavator at the discharge end of the engine when in a first or deflective position;

[0026] Figure 9 is a view as shown in Figure 8 of the drawings with the jetavator shown in a second or pass through position;

[0027] Figure 10A of the drawings is a detailed view of an engine of one form of the invention showing another embodiment of a jetavator at the discharge end of the engine in an open position;

[0028] Figure 10B of the drawings is a detailed view of an engine of an embodiment of the invention showing the jetavator as seen in Figure 10A at the discharge end of the engine in a closed position;

[0029] Figure 11 is a detailed side view of engine a gimbal assembly for mounting an engine on the frame, in accordance with one aspect of the invention;

[0030] Figure 12 is an angled view of the engine gimbal assembly as shown in Figure 11 of the drawings;

[0031] Figure 13 is a top perspective view of an aircraft in accordance with an aspect of the invention incorporating a wing assembly and a propeller;

[0032] Figure 14 is a top view of the aircraft as shown in Figure 13 of the drawings;

[0033] Figures 15A, 15B, 15C and 15D show a frame with engine pods at various angles and positions to achieve different flight objectives;

[0034] Figures 16A and 16B are a side and a perspective view of an aircraft vehicle configured for a pilot, in accordance with an aspect of the invention;

[0035] Figure 17 of the drawings is a perspective view of an aircraft in accordance with yet a further aspect of the invention;

[0036] Figure 18 is a side view of an alternative embodiment of the invention wherein a central lower engine is provided;

[0037] Figure 19 is a perspective view of a frame assembly and engine pod in accordance with one aspect of the invention;

[0038] Figure 20 is a side view of a frame assembly and engine pod in accordance with a further embodiment of the invention, showing a single deflector used for more than one engine;

[0039] Figure 21 is a side view of a frame assembly and engine pod in accordance with a further aspect of the invention including the presence of a tail rotor system;

[0040] Figure 22 is a top view of a frame, wing and engine pod embodiment of the invention, showing four engine pods, although the invention may incorporate other configurations of engine pods;

[0041] Figure 23 is a top perspective view of an engine pod assembly using two jet engines in accordance with an aspect of the invention; and

[0042] Figure 24 is a further embodiment of a frame and pod configuration of the invention, illustrating one of many configurations which can be used in accordance with the invention.Detailed Description

[0043] Reference is now made to the accompanying drawings, which show various embodiments of the aircraft vehicle in accordance with the some of the aspects, but not all, of the present invention. It should be appreciated that, while only certain embodiments of the invention are illustrated and described, the aircraft may take many different forms all of which fall within the scope of the invention.

[0044] The aircraft of the invention in one aspect thereof is generally a frame assembly having a plurality of engines mounted thereon and which provide thrust for lifting the aircraft and moving the aircraft in any desired direction or elevation. The aircraft may further comprise a cargo or storage component mounted on the frame for accommodating objects or equipment of any desired variety. Additionally, the aircraft may also include a pilot seat or section. The aircraft may be flown by the pilot with on board controls, or it may be flown remotely or autonomously. A control center is provided on the aircraft for controlling the engine(s) and positioning the engine(s), and adjusting the thrust of the engine(s), to propel the aircraft in any direction. Such control is based on data input, sensor information and pilot or navigator instructions, as examples.

[0045] The aircraft is also preferably one with a relatively small footprint that can achieve vertical and take-off landing, and may be suitable for transporting people or equipment to locations which may otherwise be inaccessible by other types of aircraft. The aircraft of an embodiment of the invention may also be useful where equipment or people to be delivered or transported are of a smaller size, thereby obviating the need for sending larger and more expensive aircraft, such as helicopters, to the location.

[0046] The invention is useful, too, where smaller loads may need to be delivered or picked up in multiple locations. In this case, a plurality of aircraft in accordance with aspects of the invention may be used simultaneously to access the multiple locations, saving time and expenses. Additionally, if the locations are in a high danger zone, such as in a fire or war area, the loss of just one aircraft of the invention would be less significant than the loss of a much larger aircraft such as helicopter which may otherwise be carrying out or conducting the task.

[0047] The aircraft may be used in a wide range of applications. The aircraft may be used for delivering or picking up cargo or goods for transportation. It may be used in search and rescue operations, andcapable of entering dangerous areas without threatening on board personnel. In these situations, the aircraft may be used just for reconnaissance, or it may be used for rescue or delivery once a situation requiring attention has been identified.

[0048] The above examples of use are merely illustrative to describe more common types of operation, and the potential applications of the aircraft are not limited in any way by describing these examples.

[0049] Reference is made to Figure 1 of the drawings, which shows an aircraft frame 12 having a center portion 14, a front portion 16 and a rear portion 18. Each of the front and rear portions 16 and 18 has attached thereto on each side of the frame 12 one or more engines 20. In Figure 1, there is shown a configuration where two engines 20 are mounted in pairs on each side of the front and rear portions 16 and 18 respectively, but this is one configuration only. There maybe many different configurations, such as only one engine at each location, more than two engines at each location, or arrangements where each location has a different number of engines. Thus, as an example, there may be two engines at the rear portion 18 of the frame, but only one engine at the front portion 16 of the frame 16. Many combinations and permutations are possible within the scope of the invention.

[0050] As will be described below, each engine may be mounted relative to the frame 12 so that it can be moved as necessary and dictated by the circumstances and environmental conditions. Each engine 20, or each group of engines 20, may be movable up and down relative to the frame 12, toward and away from the frame 12, pivotable toward the front or rear of the frame 18, or pivotable toward or away from the frame 18 itself. This ability to move the engine(s) 20 is one of the important features of the aircraft of the invention, and provides the aircraft with the capacity to respond quickly to sensors and pilot instructions, and to direct the aircraft with close to pinpoint accuracy in the direction or elevation that the flight requires to achieve its objective.

[0051] The movement of the engines 20, as well as other directional controls to be described below, are controlled at an on board flight control center, which may receive input from multiple sources. Examples of sources of input include one or more of: accelerometer, gyroscope, magnetometer, barometer, camera, radar, distance sensor, GPS systems, as well as pilot input, or input from remote sources which either fly the aircraft or supplement the pilot. In this way, the information provided to the flight control center from the various sources is used to adjust or determine position, altitude, velocity, attitude, body rate, and such other parameters, and respond in an optimal manner to carry out the flight purpose.

[0052] In regard to the shape and dimensions of the frame 12 as shown in Figure 1 of the drawings, this is an exemplary form only. Many different frame configurations may be used, depending on such factors as the size of the aircraft, the loads it may carry, the position and number of engines that may be mounted on the frame, whether the aircraft is for transporting cargo only or adapted to have a pilot, to name a few. The drawings and description below will show some other non-limiting types of frame configurations which may be used with equal validity in the present invention.

[0053] Figure 2A of the drawings shows another embodiment of a frame 30. This frame 30 comprises a base 32, generally horizontal in the vehicle rest position, and first and second lateral walls 34 and 36 which extend upwardly in a generally vertical orientation from the base 32. The base 32 and walls 34 and 36 have a plurality of holes or spaces, such as circular holes or elongate slots, therein so as to lighten these components, but without compromising the strength or support capabilities of the frame. In this embodiment, there is a front cross tube 38 and a rear cross tube 40, each extending across the width of the frame 30. Each of the cross tubes 38 and 40 projects beyond the first and second lateral side walls 36, and has mounted thereon an engine 42. In this embodiment, only one engine 42 is mounted at the ends of each cross tube 38 and 40. However, more than one engine 42 may be mounted at one or more locations at the ends of the cross tubes 38 and 40.

[0054] The engines 42 which are connected at each end of the front cross tube may be rotated by the cross tube 38 in unison, although not necessary for successful operation and being one embodiment of the invention, and the same applies with respect to the engines 42 connected to the rear cross tube 40. Again, this is a design choice and the engine 42 may be mounted so as to rotate or move in other arrangements.

[0055] Figure 2B of the drawings illustrates a top view of the frame 30 and associated components as shown in Figure 2A of the drawings. Figure 2C of the drawings illustrates the connection between the frame and the engine pod in accordance with one aspect of the invention.

[0056] Figures 3A and 3B of the drawings illustrate a side view of an aircraft in accordance with a further embodiment of the invention. In this embodiment, the frame of the aircraft 10 supports the various front engines 50 and rear engines 52, grouped in pairs and connected by means of an engine mount 52 to the frame thereof. The aircraft 10 in this embodiment includes a substantially closed cargo space 56 defined by a lower body portion 58 and an upper body portion 60, and which can be suitably accessed for loading and unloading cargo or equipment which will be transported in the cargo space 56 of theaircraft 10. The aircraft further comprises a fuel tank 62, which may be in the cargo space 56, or in a separate and isolated space of the aircraft 10. Further, there is space for holding electronic devices, receptors and control computers for receiving data from sensors and other devices and transmitting information for piloting the aircraft 10 as desired. There are antenna 66 located on the upper body portion 60 (or elsewhere) for receiving signals and data from remote sources including ground remote piloting.

[0057] Figure 3 A shows the engines positioned so that thrust is downwardly directed, while Figure 3B shows the engines positioned so that thrust is laterally or fore and aft directed. The engine position may be adjusted incrementally, and different engines may be positioned so as to direct thrust in different directions from each other.

[0058] Figures 4 and 5 of the drawings illustrate an engine used in accordance with an aspect of the invention, with a connection assembly and a jetavator. The jetavator is in a closed or deflective position in Figure 4, and open or substantially non-deflective in Figure 5. Incremental positioning of the jetavator between these two extremes can be achieved by appropriate adjustment, based on flight conditions and requirements. This embodiment in Figures 4 and 5 has components and features also described in further details in subsequent figures and description, and represents one of a number of different styles of deflectors or jetavators which can be used with the invention. These figures may, therefore, be viewed and read in conjunction with the description of other embodiments of the invention to appreciate the flexibility and variety of the embodiments of the invention.

[0059] Figures 7 and 8 of the drawings shows a side view of the engine 80 in accordance with an embodiment of the invention. The engine 80 includes a chamber 82 where fuel ignition takes place to produce thrust. Above the chamber 82, there is formed a starter motor 84 and a mesh surface 86 where the air inlet to the chamber 82 is located. The engine 80 is connected to the frame of the aircraft, as will be described below. The engine 80 mounted at any particular point to the frame may be a single engine, or the engine may be mounted in multiples, such as two, three, or four engines. The number of engines mounted at a point may be varied according to the use of the aircraft.

[0060] The ignited fuel in the chamber 82 is discharged through an exhaust nozzle 90 and provides the thrust for the take-off of the aircraft as well as its direction of movement. As will be described in further detail, the direction, and speed, changes can be achieved by not only varying the thrust, but also by fine control of the engines 80 and their angles and position relative to the frame on which they are mounted. There is also formed a jetavator 92 at or adjacent the exhaust nozzle 90 and which is mounted on to theengine 80 by a jetavator mount 128. The jetavator 92 is generally a cup shaped structure which is movable, as to be described, so that the thrust from the exhaust nozzle 90 can be redirected in incremental fashion in several dimensions. In this specification, the jetavator should be understood broadly to encompass a device which has the effect of diverting or redirecting or deflecting, in whole or in part, in some way the exhaust thrust emanating from an engine, and it may take many different forms and sizes based on the particulars of the craft on which it is mounted. Some of these forms and sizes are described in this specification, although these are not intended to be an exhaustive selection.

[0061] The engine 80 itself is mounted to the frame of the craft by means of a connector assembly 100. Other figures, including Figures 11 and 12, also show details of the connection assembly 100. The connector assembly 100 comprises a mounting bracket 102 which fastens to the frame of the craft. The mounting bracket 102 connects to a servo housing 104 which contains the hardware, such as motors etc., to rotate a servo shaft 106, which extends through a bearing 110. The bearing 110 comprises an inner bearing 112 and an outer bearing 114. The outer bearing 114 also connects to the frame of the craft, while the inner bearing 112 connects to the servo shaft 106 and rotates within the outer bearing 114 on bearing races, as is known. The inner bearing 112 also connects to an engine connector 116, which is itself connected to the engine 80, and an engine mounting strap 118 keeps the engine 80 firmly fastened to the engine connector 116.

[0062] Operation of the servo in the servo housing 104 rotates the servo shaft 106, which rotates the inner bearing 112, which rotates the engine connector 116 and the engine mounting strap 118, thus allowing rotation of the engine 80 in finely controlled increments to modulate the direction of thrust, critical to maneuvering the craft for precision take-off and landing as well as direction of travel.

[0063] A further jetavator servo 124 is mounted on the engine connector 116, and there is a linkage assembly 126 extending from the jetavator servo 124 to the jetavator 92. The jetavator 92 is attached pivotally to the engine 80 by means of the jetavator mount 128. The linkage assembly 126 includes a linkage arm 130 attached to the j etavator servo 124 at one end and to the j etavator 92 at the other end in a pivotal manner. As the jetavator servo 124 reciprocates the arm 130, the up and down movement thereofpivots the jetavator 92 about the pivot point 134 on the jetavator mount 128 causing the jetavator 92 to rotate in a way such that the thrust from the exhaust nozzle 90 can be deflected or redirected, in whole or in part, to control operation of the direction and speed of the craft. The jetavator 92, as mentioned, may come in a variety of shapes and sizes, which determine how a craft may be maneuvered.

[0064] The jetavator 92 movement has an important function in that it is able to change, almost immediately, the direction and force of thrust, so that the craft can be piloted effectively and in real time. While thrust variance itself is an important control mechanism as well, it may take a short time to ramp this up or down so that the effect would be less immediate than that of the j etavator 92 movement. In fact, the combination of the jetavator 92 operation with the potential to vary thrust together provide the craft with exceptional fine control of movement. It will be appreciated that there will be no significant potential lag allowing for fine adjustments effected by the jetavator 92, while less nuanced control by modulating the thrust is also available for use in other situations. The two complement each other to give the pilot (remote or on board) of the craft very powerful tools to optimally manage the craft in flight.

[0065] Figures 8 and 9 of the drawings show an engine 80 having a jetavator 92 constructed in accordance with one aspect of the invention. In this embodiment, the jetavator 92 is generally of frusta-conical shape, having a wider open upper end 140 and a narrower open lower end 142. This jetavator 92 is shown in Figure 9 positioned so that the engine thrust discharge generally continues in the same direction without significant change, although it may be more concentrated as it passes through the space 144 from wider end to the narrower end. In Figure 8, the position of the jetavator 92 has been rotated as shown so that the direction of thrust is deflected or redirected, in whole or in part, to effect a controlled craft condition during flight. The rotation is carried out by signals to the jetavator servo 124, so that up and down movement of the arm 130 pivots the jetavator 92 to an extent which allows for the height or direction or speed adjustment of the craft in the desired manner.

[0066] Reference is now made to Figure 10A and Figure 10B of the drawings which shows a jetavator 150 of the invention in another embodiment. In this arrangement, the jetavator 150 has a partial narrowing side wall 152 and an open side 154, which together define a space 156. Figure 10A shows the jetavator 150 in the open position, allowing a substantial through flow of the discharged engine thrust, while Figure 10B shows a closed or pivoted defective condition in which the discharged engine thrust is deflected or redirected to achieve a flight objective. The jetavator 150 can, of course, be located at any point between the two extreme points, so that the mix of flow through and deflected thrust can be selected to achieve the desired flight objective. The jetavator 150, as is the case with other jetavators described herein, will typically be made of stainless steel material, steel or some other material, or a combination, which has the ability to remain sufficiently rigid and which is able to withstand the very high temperatures of the discharged exhaust flow to which it will be subject.

[0067] The figures above show several forms of the jetavator which may be used in the presentinvention, but many other configurations and shapes are within the scope of the invention. The purpose of the jetavator is to modulate in some way, such as by altering the direction of discharge or reducing the discharge, the exhaust flow of the engine produced, and any jetavator which achieves this will be considered within the scope of the invention.

[0068] Figures 11 and 12 of the drawings show detailed views of the connection between the engine and the frame, as described above. While the arrangement shown in these and other figures may be one preferred way of establishing the connection between these components, it will be appreciated that there may be many techniques and systems which achieve the same goal, and these would be included as part of the invention in other embodiments thereof.

[0069] Figures 13 and 14 show top perspective and top views respectively of an aircraft in accordance with a further embodiment of the invention. The aircraft 180 comprises a frame with a body 182 mounted thereon, and which is able to transport cargo or humans. The body has mounted thereon a pair of side wings 184 and 186 each having a control surface 188 which can be operated to manage direction and altitude of the aircraft 180. The aircraft 180 further comprises a rear wing assembly 190 comprising a pair tail booms 190, both of which cooperate to support a tail wing 194, also having at least one control surface 196 by means of which direction and altitude of the craft can also be managed.

[0070] The aircraft 180 has, in this embodiment, four engines 198 mounted at approximately the four comers of the aircraft 180, and these engines 198 function in much the same way as engines previously described with respect to other embodiments, namely, to facilitate take-off and landing, vertical or otherwise, and to propel the aircraft 180 during flight. In this embodiment, there is an additional propeller driving engine 200 which spins a propeller 202. The propeller driving engine 200 may utilize the same type of fuel as that which is used for the engines 190, which are typically jet or turbo fan or turbo prop or turbo shaft engines. In such case, there may be a single fuel tank and both the engines 198 as well as the propeller driving engines 200 will draw fuel from this tank. However, in other embodiments, the propeller driving engine 200 may use a different type of fuel which would necessitate of course the mounting a two sperate fuel tanks for the engines 198 and 200 respectively. The propeller driving engine may have an electric source of power, in full or in part.

[0071] In this embodiment, the engines 198 and 200 may serve slightly different purposes and objectives. The powerful turbojet engines 198 may be utilized for takeoff and landing operations, while the propeller 202 may be driven by the engine 200 when the aircraft is near or at cruising. The propellerspeed may be varied as needed in the moment, based on sensed data and flight and environmental conditions. The turbojet engines 198 are more fuel intense, based on the need to provide the power necessary to take off and land the craft. However, once the craft reaches or approaches an altitude and a cruising speed, it would take less thrust and energy to keep the craft 180 flying at a relatively stable altitude and speed, and the propeller driven engine 200 may in many instances satisfy this need in a more fuel efficient manner. It will be appreciated that the relationship between the turboj et engine 198 and the engine 200 can be modulated in many different ways, and their relative contribution to the flight at any one point will be based on the needs of the aircraft to achieve the flight objective in the most effective way. As will be seen, the engines 198 are also rotatable and movable relative to the craft 180, and may include jetavators for adjusting the direction of all or part of the exhaust from the engines, so the combination of engine types and abilities offer a wide gamut of choices, which may be electronically controlled in real time, for optimal flight maneuverability.

[0072] Figure 13 also shows the presence of antenna for receiving and transmitting signals for remote operation of the craft 180. It should be noted that the shape of wing illustrated in these figures can be varied based on the mission requirements and the context of application.

[0073] Figures 15A, 15B, 15C and 15D of the drawings show views of another embodiment of the invention of an aircraft 220 comprising a frame member 222 and a container or transport structure 224 mounted thereon. Controls and antenna 226 are installed for remote operation. At each of the comers of the frame member 222 is a pair engines 228 mounted together, each having a j etavator 228. These various figures show the engines positioned in different configurations, as examples of how these positions may be utilized for flight flexibility to achieve needed obj ectives and maneuvering.

[0074] Figures 16A and 16B of the drawings shows a further embodiment of the invention in the form of a pilot craft 240 having a seat 242 and controls 244 in the form of instrumentation and handle controls. The craft 240 has forward and rearward mounted engines 246, including jetavators 248. A foot rest assembly 250 is attached to the frame to for the comfort of the pilot when on board. These figures thus illustrate side and top views respectively of the aircraft configuration when operated by an on board pilot. The aircraft in this arrangement includes the seat 242 mounted on the frame, as well as pilot display information, handle controls and other operating equipment. The engines 246 are mounted at the comers on each side and include fuel and electric cable lines for fueling the engines 246 and moving them based on required directions and other factors. This pilot configuration option may be a substantially permanent one, or it may be modular so that the seat can be removed and replaced with a cargo container orstructure, and the aircraft used for transportation of people or goods and managed pilotlessly by remote operation.

[0075] Figure 17 shows a top perspective view of a craft 260 including a frame with forward and rearwardly mounted turbojet engines 262 and wings 264. Each wing 264 supports a boom arm 266 extending forward and rearward, and a propeller engine 268 is mounted at each end of each of the boom arms 266. The propellers may be driven by one or more electric motors in a further embodiment of the invention, in whole or in part. The engines 262 and 268 may operate synergistically to fly the craft using optimal fuel efficiency without sacrificing function and versatility.

[0076] Figure 18 of the drawings shows another embodiment of the invention wherein a central lower engine 270 with full ability to rotate, pivot, move laterally, and the like. The central lower engine 270, which may be turbofan engine, may replace all or some of the engines otherwise mounted on the frame, such as at the comers. The craft in this embodiment has a cargo bay accessible for loading and unloading, and antenna and electronics for operating remotely. The craft may also have one or more electric motors, such as for driving the propeller(s), or for operating stabilization components and systems.

[0077] Figure 19 of the drawings shows a top perspective view in a detail of a frame assembly and pod configuration of the invention, in one form, since many such configurations fall within the scope of the invention. Figure 20 is a side view of the frame assembly and pod, showing the jetavator in this case comprising a single unit which is associated with two engine pods.

[0078] Figure 21 is a side view illustrating a frame assembly and engine pods mounted thereon, and further comprising a tail rotor system which may be utilized such as to provide better accuracy and stabilization of the aircraft.

[0079] Figure 22 of the drawings shows a top view of an embodiment of the invention in one form, including the frame, four pod assemblies each having two engines, and a wing system mounted on the frame.

[0080] Figure 23 is a top perspective view of a frame and engine pod assembly, illustrating that the mounting mechanism facilitates movement of the engine pod assembly in at least two axes.

[0081] With reference to Figure 24 of the drawings, yet a further variation of the invention is illustrated.In this embodiment, a tubularly comprised frame portion has a front and a rear portion. At either the front of the rear portion, there are two engine pods mounted, with each of the engine pods having two engines which can be manipulated and controlled, either as a unit or separately, to adjust and deflect thrust. Each of the engine pods can, furthermore, be rotated in orientations to direct thrust forward and rearward, as well as in a sideway or lateral discharge. At the rear or the front portion, there is a single engine pod, each with two engines, which can be manipulated and controlled as described above with respect to the opposing set of engines on the other side of the frame portion.

[0082] In the description and drawings provided in this specification, including examples and embodiments of the invention, reference may be made to such specific examples or embodiments. These examples or embodiments represent and illustrate how the invention may be applied to various purposes. However, other embodiments of the invention exist and are within the scope of the invention, and various changes may be made without departing from the scope or extent of the present invention. Features or limitations described with respect to various embodiments of the invention, even though they may be essential to the example embodiments in which they are incorporated, are not intended to limit the invention as a whole. References in the specification to the invention are not limitations of the invention as a whole, but describe examples and embodiments. The description does not, therefore, limit the scope of the invention. Reference to an invention in this specification does not mean that relevant details and description are the only invention. Further, a plurality of invention may be described herein.

Claims

CLAIMS:

1. An aircraft comprising: a frame member; at least one j et engine having a thrust discharge axis, a connector portion and a discharge opening for discharging thrust along the discharge axis of the jet engine, the jet engine being mounted by the connector portion on the frame member, at least one connector portion of the jet engine being mounted on the frame member such that the jet engine is movable relative to the frame member so that the thrust discharge axis can be selectively adjusted; and a deflector member at or near the discharge opening of the jet engine, the deflector being selectively movable to deflect the thrust.

2. An aircraft as claimed in claim 1 wherein the frame member has a front end, a rear end, a first side and an opposing second side.

3. An aircraft as claimed in claim 2 wherein two jet engines are mounted on the first and second sides near the front end, and two jet engines are mounted on the first and second sides near the rear end.

4. An aircraft as claimed in claim 2 wherein the connector portion of the jet engine allows the jet engine to move so that the discharge opening is movable toward the front end and toward the rear end, and toward the first or second sides and the away from the first and second sides.

5. An aircraft as claimed in claim 4 wherein the connector portion has associated therewith a servo motor for moving the jet engine, the servo motor being able to receive signals from a remote source to position the jet engines so that the discharge opening is directed in a determined position.

6. An aircraft as claimed in claim 5 wherein each jet engine is capable of independent movement relative to the other jet engines based on differing signals provided by the remote source.

7. An aircraft as claimed in claim 6 wherein the remote source comprises at least one sensor mounted on the frame of the aircraft.

8. An aircraft as claimed in claim 6 wherein the remote source comprises a pilot on board the aircraft or a pilot operating the aircraft from another location from the aircraft position.

9. An aircraft as claimed in claim 1 further comprising a cargo area.

10. An aircraft as claimed in claim 1 further comprising a pilot seat, and on board pilot controls and instruments.

11. An aircraft as claimed in claim 3 wherein the two jet engines mounted on the first and second sides near the front of the frame member are connected by axle and move in unison.

12. An aircraft as claimed in claim 3 wherein the two jet engines mounted on the first and second sides near the rear of the frame member are connected by axle and move in unison.

13. An aircraft as claimed in claim 1 wherein one or more of the j et engines comprise a pair of jet engines.

14. An aircraft as claimed in claim 1 wherein the jet engine comprises a pod consisting of multiple jet engines.

15. An aircraft as claimed in claim 1 wherein the frame member comprises a base plate and two substantially upright lateral plates, at least one of the plates having slots or apertures therein to reduce the weight thereof.

16. An aircraft as claimed in claim 1 wherein the deflector member comprises a jetavator the position of which can be modulated so as to substantially allow the thrust to be discharged in the direction of the discharge axis without deflection or to allow at least a portion of the thrust to be deflected in a direction different from that of the discharge axis.

17. An aircraft as claimed in claim 16 wherein the discharge opening comprises a nozzle on the jet engine and the deflector member is mounted over the nozzle in the path of the discharging thrust.

18. An aircraft as claimed in claim 16 wherein the deflector member comprises a bracket pivot fastener for securing the deflector member to the jet engine, a deflector plate connected to the bracket pivot fastener, and an arm having a first end pivotally connected to the deflector plate and a second end connected to a deflector motor, wherein the arm reciprocates to move the deflector plate position to modulate the direction of the thrust.

19. An aircraft as claimed in claim 18 wherein the deflector motor comprises a servo, and arm reciprocation is effected based on signals received by the servo motor from sensors on the aircraft or from remote off craft sources.

20. An aircraft as claimed in claim 1 further comprising wings mounted on the frame member.

21. An aircraft as claimed in claim 1 further comprising a fuel tank mounted on the frame for supplying fuel to the jet engines.

22. An aircraft as claimed in claim 1 further comprising a control center for receiving data from sensors and using such data to control the jet engine positron, jet engine thrust, and deflector member position.

23. An aircraft as claimed in claim 1 wherein the deflector member comprises a frusto conical shaped cup member having a wider open end adj acent the discharge opening and a narrower open end remote form the discharge opening.

24. An aircraft as claimed in claim 1 wherein the deflector member comprises a partial frusto conical shaped member having a wider open end adj acent the discharge opening and a narrower open end remote form the discharge opening.

25. An aircraft as claimed in claim 1 wherein the deflector member comprises a first deflector portion and second deflector portion each movable relative to each other between a first open position in which the discharge opening can discharge thrust substantially without deflection and a second closed or partially closed position in which the discharge opening discharges thrust which is at least partly deflected by the deflector member.

26. An aircraft as claimed in claim 1 further comprising at least one propeller driving machine mounted on the frame.

27. An aircraft as claimed in claim 26 wherein the propeller driving machine is mounted so as to provide thrust to move the aircraft in a substantially horizontal direction.

28. An aircraft as claimed in claim 26 wherein the jet engine provides thrust sufficient for take-off and landing operations and the propeller driving engine provides thrust for substantially horizontal flight.

29. An aircraft as claimed in claim 28 comprising a first fuel tank for fuel for the jet engine and a second fuel tank for fuel for the propeller driving engine.

30. An aircraft as claimed in claim 1 wherein the jet engine and the deflector member are operated in a coordinated manner as best suited to the flight conditions and directions of the aircraft on a real time basis.

31. An aircraft comprising as claimed in claim 1 further comprising a plurality of sensors on the aircraft for measuring flight parameters and transmitting the flight parameters to a control center as data for use in operating the aircraft.

32. An aircraft comprising as claimed in claim 31 wherein the flight parameters consist of one ormore: aircraft speed, altitude, direction, ambient temperature, wind speed, wind direction, and fuel usage rate.

33. An aircraft comprising as claimed in claim 1 wherein the jet engine comprises a single jet engine mounted on the frame member.

34. An aircraft comprising as claimed in claim 33 wherein the single jet engine is mounted on a lower portion of the frame member in a substantially central position thereof selected for its ability to maintain stability of the aircraft during operation of the jet engine.

35. An aircraft comprising a frame member having a front end, a rear end, a first side and a second side; at least one jet engine mounted on each of the first and second side near the front end and on each of the first and second sides at the rear end, the j et engine having a thrust discharge axis, a connector portion and a discharge opening for discharging thrust along the discharge axis of the jet engine, the jet engine being mounted by the connector portion on the frame member, the jet engines being mounted onthe frame member such that the jet engine is movable relative to the frame member so that the thrust discharge axis can be selectively adjusted in a forward and rearward direction and a side to side direction; and a deflector member at or near the discharge opening of the jet engine, the deflector being selectively movable to deflect the thrust.

36. A jet engine for use on an aircraft comprising: a housing; a nozzle on the housing for the discharge of thrust; a connector on the housing for attaching the housing to the aircraft, the connector being operable to facilitate the movement of the housing to modulate direction of the discharge of the thrust; and a deflector adj acent the nozzle movable between a first position in which the discharge of thrust is substantially unaltered by the deflector and a second position in which the discharge of thrust is at least partially deflected to alter the direction thereof.

37. A jet engine as claimed in claim 36 wherein the deflector comprises a jetavator, and is associated with a servo motor to move the jetavator in response to input.

38. A jet engine as claimed in claim 36 wherein the connector comprises a bracket and linkage, and is associated with a servo motor to move the linkage in response to input.

39. A jet engine as claimed in claim 37 wherein the jetavator comprises a frusto conical housing having a wider open end adj acent the nozzle and a narrower open end away from the nozzle, and a pathway between the wider open end and the narrower open end for directing the discharge of thrust.

40. A jet engine as claimed in claim 39 wherein the jetavator comprises complementary first and second portions which can be moved together or apart from each other.

41. A method of flying an aircraft comprising: providing an aircraft frame member; attaching to the frame member at least one jet engine having a thrust discharge axis, a connector portion and a discharge opening for discharging thrust along the discharge axis of the jet engine; mounting the jet engine by means of the connector portion to the frame member and moving deflector member such that the jet engine is movable relative to the frame member so that the thrust discharge axis can be selectively adjusted; and mounting a deflector member at or near the discharge opening of the j et engine, and moving the deflector selectively to deflect the thrust.

42. A method of flying an aircraft as claimed in claim 41 further comprising mounting at least one propeller driven machine and propeller on the frame.

43. A method of flying an aircraft as claimed in claim 42 comprising utilizing the j et engineduring take-off and landing and elevation change of the aircraft and utilizing the propeller driven motor for substantially horizontal flight of the aircraft.

44. An aircraft comprising: a frame member; at least one jet engine having a thrust discharge axis, a connector portion and a discharge opening for discharging thrust along the discharge axis of the jet engine, the jet engine being mounted by the connector portion on the frame member; a deflector member at or near the discharge opening of the jet engine, the deflector being selectively movable to deflect the thrust; and at least one propeller driving machine mounted on the frame.

45. An aircraft comprising: a frame member; at least one jet engine having a thrust discharge axis, a connector portion and a discharge opening for discharging thrust along the discharge axis of the jet engine, the jet engine being mounted by the connector portion on the frame member, at least one connector portion of the jet engine being mounted on the frame member such that the jet engine is movable relative to the frame member so that the thrust discharge axis can be selectively adjusted; and at least one propeller driving machine mounted on the frame.

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