Aircraft with frontal webbed-FINS for shorter take-off via directed thrust

Abstract

The present disclosure provides an airplane (100) with improved design for a shorter take-off distance and improved performance during flight. The present disclosure is based on the hypothesis that flight of an airplane is a consequence of the reorientation of the engine thrust vector(s) resulting from an upward tilt of the nose of the fuselage (106), occurring during the forward movement of the aircraft (100) at high speed. Therefore, an enhancement of said tilt would lead to a shorter take-off distance, and improve performance during sustained flight. An airplane design as per the present disclosure to enhance the frontal upward tilt includes secondary wings (102), on either side of the nose of the fuselage (106), the secondary wings (102) being interconnected by a curved web (104), that further enhances said tilting. The secondary wings (102) and the curved web (104) together are referred to as webbed fins.

Description

AIRCRAFT WITH FRONTAL WEBBED-FINS FOR SHORTER TAKE-OFFVIA DIRECTED THRUSTTECHNICAL FIELD

[0001] The present disclosure relates to the field of airplanes. In particular, the present disclosure relates to an airplane with frontal webbed-fins for shorter take-off via directed thrust.BACKGROUND

[0002] The following description of the related art is intended to provide background information pertaining to the field of the disclosure. This section may include certain aspects of the art that may be related to various features of the present disclosure. However, it should be appreciated that this section is used only to enhance the understanding of the reader with respect to the present disclosure, and not as admission of prior art.

[0003] Flight vehicles have reduced travel times particularly over extended distances. Among flight vehicles “airplanes” are any fixed-wing aircrafts that take flight after an initial run at high speed, and include all similar manifestations such as drones.

[0004] Current airplane design is based on the view that the lift of the airplane both for take-off and during subsequent flight derives from Bernoulli’s Principle (‘air-foil theory’). This invokes a pressure-difference between the upper and lower surfaces of the wings, which is generated by the forward movement of the airplane. However, this view is largely inaccurate as it implies that the enormous weight of the fuselage is borne by the wings, from which the fuselage is (putatively) suspended during flight. The resulting shear forces would thus detach the wings from the fuselage, the attaching lugs being relatively weak and incapable of preventing such rupture. In fact, current tests of the strength of the attachment of the wings are invalidated by the fact that the fuselage portion of the airplane is supported on the ground, hence the tests do not represent the airborne state. The wings, however, would provide balance and prevent the roll of the airplane during flight.

[0005] A far more reasonable view of airplane flight is based on the idea that it is derived from a reorientation of the thrust vectors, said reorientation resulting from an upward tilt of the nose of the airplane (including the front part of the fuselage) that occurs during take-off and is sustained during further flight. The said tilt occurs because of the “angle-of- attack principle” by which the onrushing air creates a higher pressure at the lower part of the entire airplane including wings and fuselage relative to the top of the airplane. This alsoclearly tilts the thrust-providing engines, which may be jets or propellers, and attached either to the wings or the fuselage (whether at the nose or the rear end, as in single engine cases). Current air-foil theory is thus valid to the extent that it contributes to the tilt that reorients the thrust vectors.

[0006] Currently, the fundamental assumption in the design of airplanes, their fuselages, and wings is that the functionality of wings is to provide lift. On that assumption, any design incorporating additional secondary wings (if any) is based again on the inaccurate assumption that their functionality is to provide additional lift, supplementing the lift provided by the main wings. However, as argued above, the main wings do not provide lift, but only assist in tilting the airplane. Hence, the secondary wings (if any) in the prior art are designed on a false theoretical premise. The main wings, however, would provide balance and prevent the roll of the airplane during flight. Likewise, the various flight controls appended to the main wings, whether primary (ailerons, elevators, rudder, tail horizontal stabilizers) or secondary (flaps, spoilers, airbrakes), only assist in steering the plane without directly contributing to the airborne flight state. Therefore, the present disclosure is without prejudice to the current state of the art, as far as the main wings are concerned.

[0007] Any airplane design elements based on an erroneous or even partially inaccurate theoretical basis will lead to inefficient designs even if the airplanes based on these designs are airborne.

[0008] Thus, there is a need in the art for the design of airplanes based on sound fundamental physical principles, particularly directed at improved performance at take-off and during sustained flight. In particular, it would be advantageous to enhance the abovedescribed tilt of the airplane for an improved reorientation of the thrust vectors, leading to a shorter take-off and more efficient performance during sustained flight.OBJECTS OF THE PRESENT DISCLOSURE

[0009] Some of the objects of the present disclosure, which at least one embodiment herein satisfies are as listed below.

[0010] An object of the present disclosure is to provide an improved airplane.

[0011] Another object of the present disclosure is to provide an airplane with improved thrust orientation during take-off.

[0012] Yet another object of the present disclosure is to provide an airplane that develops enhanced upward tilt of the nose section of the fuselage during take-off.

[0013] Yet another object of the present disclosure is to provide an aircraft with frontal webbed-fins that improves performance at take-off and during sustained flight that can lead to a shorter take-off and more efficient performance during sustained flight.SUMMARY

[0014] The present disclosure relates to the field of flight vehicle design. In particular, the present disclosure relates to an aircraft with frontal webbed-fins for shorter take-off via directed thrust.

[0015] In an aspect of the present disclosure, an aircraft with frontal webbed-fins for shorter take-off via directed thrust is disclosed. The aircraft may include at least two secondary wings, a curved web and a plurality of engine thrust vectors. The secondary wings are placed at a front portion of a fuselage, positioned symmetrically one on each side of the fuselage. The curved web interconnecting the at least two secondary wings is suitably angled with respect to a horizontal plane of the fuselage to maximize an upward tilt of a nose section of the fuselage. The aircraft is thus configured for improved reorientation of the engine thrust vectors resulting from a tilt of the nose of the fuselage, occurring during the forward movement of the aircraft at high speed, thereby leading to a shorter take-off.

[0016] In an aspect, the at least two secondary wings are positioned between a set of main wings and the nose section of the fuselage, in an optimized configuration for maximal tilting of the nose section of the fuselage during the take-off run.

[0017] In an aspect, the at least two secondary wings are attached by a set of lugs or fused onto the fuselage.

[0018] In an aspect, the at least two secondary wings and the curved web are either separately connected or manufactured together as a single unit, and are positioned on the fuselage and angled relative to the horizontal of the fuselage.

[0019] In an aspect, the at least two secondary wings and the curved web are retractable or foldable wholly or partly to minimize any drag during sustained flight.

[0020] In an aspect, a part of the fuselage configured to house the at least two secondary wings and the curved web is suitably recessed to accommodate the said secondary wings and the curved web upon retraction or folding in a snug manner.

[0021] In an aspect, the nose portion of the fuselage may be configured to possess flattened features that extend laterally on either side of the fuselage, thus partly or wholly obviating the need for the secondary wings and the curved web.

[0022] In an aspect, an average plane of the curved web is configured with respect to the horizontal plane of the fuselage at an angle to maximize the upward tilt of the nose portion of the fuselage at take-off.

[0023] Various objects, features, aspects, and advantages of the inventive subject matter will become more apparent from the following detailed description of preferred embodiments, along with the accompanying figures in which like numerals represent like components.BRIEF DESCRIPTION OF DRAWINGS

[0024] The accompanying drawings are included to provide a further understanding of the present disclosure, and are incorporated in, and constitute a part of this specification. The drawings illustrate exemplary embodiments of the present disclosure, and together with the description, serve to explain the principles of the present disclosure.

[0025] In the figures, similar components, and / or features may have the same reference label. Further, various components of the same type may be distinguished by following the reference label with a second label that distinguishes among the similar components. If only the first reference label is used in the specification, the description is applicable to any one of the similar components having the same first reference label irrespective of the second reference label.

[0026] FIG. 1 illustrates an exemplary airplane design (100) with frontal webbed-fins for shorter take-off via directed thrust, where the frontal fuselage includes fins or secondary wings (102) and a curved web (104) interconnecting the secondary wings (102), in accordance with an embodiment of the present disclosure.

[0027] FIG. 2 illustrates an exemplary airplane design (200) with the fins or secondary wings (102) and the curved web (104) (cf. FIG. 1) as a single fused unit (202), in accordance with an embodiment of the present disclosure.DETAILED DESCRIPTION

[0028] The following is a detailed description of the embodiments of the disclosure depicted in the accompanying drawings. The embodiments are in such detail as to clearly communicate the disclosure. However, the amount of detail offered is not intended to limit the anticipated variations of embodiments; on the contrary, the intention is to cover all modifications, equivalents, and alternatives falling within the spirit and scope of the present disclosure as defined by the appended claims.

[0029] The ensuing description provides exemplary embodiments only, and is not intended to limit the scope, applicability, or configuration of the disclosure. Rather, the ensuing description of the exemplary embodiments will provide those skilled in the art with an enabling description for implementing an exemplary embodiment. It should be understood that various changes may be made in the function and arrangement of elements without departing from the spirit and scope of the invention as set forth.

[0030] Specific details are given in the following description to provide a thorough understanding of the embodiments. However, it will be understood by one of ordinary skill in the art that the embodiments may be practiced without these specific details. For example, circuits, systems, networks, processes, and other components may be shown as components in block diagram form in order not to obscure the embodiments in unnecessary detail. In other instances, well-known circuits, processes, algorithms, structures, and techniques may be shown without unnecessary detail in order to avoid obscuring the embodiments.

[0031] Also, it is noted that individual embodiments may be described as a process which is depicted as a flowchart, a flow diagram, a data flow diagram, a structure diagram, or a block diagram. Although a flowchart may describe the operations as a sequential process, many of the operations can be performed in parallel or concurrently. In addition, the order of the operations may be re-arranged. A process is terminated when its operations are completed but could have additional steps not included in a figure. A process may correspond to method, a function, a procedure, a subroutine, a subprogram, etc. When a process corresponds to a function, its termination can correspond to a return of the function to the calling function or the main function.

[0032] The word “exemplary” and / or “demonstrative” is used herein to mean serving as an example, instance, or illustration. For the avoidance of doubt, the subject matter disclosed herein is not limited by such examples. In addition, any aspect or design described herein as “exemplary” and / or “demonstrative” is not necessarily to be construed as preferred or advantageous over other aspects or designs, nor is it meant to preclude equivalent exemplary structures and techniques known to those of ordinary skill in the art. Furthermore, to the extent that the terms “includes,” “has,” “contains,” and other similar words are used in either the detailed description or the claims, such terms are intended to be inclusive — in a manner similar to the term “comprising” as an open transition word — without precluding any additional or other elements.

[0033] Reference throughout this specification to “one embodiment” or “an embodiment” or “an instance” or “one instance” means that a particular feature, structure, orcharacteristic described in connection with the embodiment is included in at least one embodiment of the present invention. Thus, the appearances of the phrases “in one embodiment” or “in an embodiment” in various places throughout this specification are not necessarily all referring to the same embodiment. Furthermore, the particular features, structures, or characteristics may be combined in any suitable manner in one or more embodiments.

[0034] The present disclosure relates to airplanes. In particular, the present disclosure relates to an airplane that incorporates additional (secondary) wings (‘fins’) attached at the front of the fuselage. The design departs from the conventional view that airplane lift is a sole consequence of Bernoulli’s Principle (‘air-foil theory’), instead now proposing that said lift is a result of the reorientation of the thrust vectors. In the present disclosure, “airplane” means any fixed-wing aircraft that takes flight after an initial run at high speed, and includes all manifestations such as drones, etc.

[0035] The various aspects of the present disclosure are described with reference to FIGS. 1-2.

[0036] The present disclosure relates to the field of flight vehicle design. In particular, the present disclosure relates to an airplane with frontal webbed-fins for shorter take-off via directed thrust.

[0037] In an aspect, the present disclosure relates to an aircraft / airplane with frontal webbed-fins for shorter take-off via directed thrust based on angle-of-attack theory. FIG. 1 illustrates an exemplary airplane design (100) with frontal webbed-fins for shorter take-off via directed thrust, where the frontal webbed fins include secondary wings (102) and a curved web (104) interconnecting the secondary wings (102), in accordance with an embodiment of the present disclosure. Referring to FIG. 1, the airplane / aircraft (100) includes secondary wings (fins) (referred to collectively as 102), a curved web (104), a fuselage (106), main wings (referred to collectively as 108), and one or more engines (representing thrust vectors) (collectively referred to as 110).

[0038] In an embodiment, the aircraft (100) includes additional secondary wings (‘fins’) (102) attached at the front of the fuselage (106) of the aircraft (100). The basis of this airplane design departs from conventional air-foil theory where aircraft / airplane lift is considered solely based on Bernoulli’s Principle. Instead, the airplane design as per the present disclosure is based on the angle-of-attack theory where the airplane lift is a result of the reorientation of the thrust vector.

[0039] In an embodiment, the aircraft (100) may include a plurality of fins or secondary wings (102) at the front portion of the fuselage (106), positioned symmetrically one on each side of the fuselage (for example, 102-1 and 102-2). In an exemplary embodiment, the secondary wings (102) may be positioned between the main (larger) wings (108) and the nose of the fuselage (106). In an embodiment, the (smaller) additional wings (102) may be attached (with lugs or otherwise) or fused on to the fuselage (106); the secondary wings (102) may be suitably angled with respect to the horizontal of the fuselage (106) to maximize the upward tilt of the nose section during take-off.

[0040] In an embodiment, the plane formed by the horizontal axes of the two secondary wings (102) may be configured with respect to the horizontal plane of the fuselage (106) at a first angle to maximize the upward tilt of the nose of the fuselage (106) at take-off. This feature may involve the twisting of the fins (102) at the point of their attachment to the fuselage (106), but not necessarily so.

[0041] In an embodiment, the average plane of the curved web (104) may be configured with respect to the horizontal plane of the fuselage at a second angle to maximize the upward tilt of the nose of the fuselage (106) at take-off. “Average plane” herein means the horizontal cross-section with the curved web (104) being parallel to the ground, and applies in case said web (104) is not flat.

[0042] In an embodiment, the said first and the second angle between the planes formed by the secondary wings (102) and the curved web (104) respectively on one hand, and the horizontal plane of the fuselage (106) on the other, may be equal (but not necessarily so).

[0043] In an embodiment, the secondary wings (102) may be connected together by a curved web (104) that may also be angled suitably to maximize the upward tilt of the nose section.

[0044] In an embodiment, the secondary wings (102) and the curved interconnecting web (104) — either separately or together as a single unit — may be positioned on the fuselage (106) and angled relative to the horizontal of the fuselage (106), in a manner that optimizes said tilt of the nose section at take-off. In an aspect, the secondary wings (102) may be positioned contiguously at the tip of the nose section of the fuselage (106), but not necessarily so. In other words, a part of the nose section may also jut out of the point of attachment of the secondary wings (102).

[0045] In an embodiment, the secondary wings (102) may be configured with the curved web (104) as separate parts joined together or may be manufactured as a single unit. FIG. 2 illustrates an exemplary airplane design (200) with secondary wings or fins (102) andcurved web (104) (cf. FIG. 1) as a single fused unit (202), in accordance with an embodiment of the present disclosure.

[0046] In an embodiment, the curved web (104) may be wholly or partly an extension of the fuselage (106) itself, and not necessarily a subsequent attachment; thereby, the upward angle of the secondary wings (102) may be the same as the upward angle of the curved web (104), but not necessarily the same.

[0047] In an embodiment, the secondary wings (102) and the curved web (104) would be crafted of a suitable material, possibly similar to the material used for the main wings (108), but not necessarily so; the secondary wings (102) and the curved web (104) may also be crafted of the same material, but not necessarily so.

[0048] In an embodiment, the portion of the fuselage (106) housing the secondary wings (102) and the curved web (104) may be suitably recessed, in order to accommodate said wings (102) and web (104) upon their retraction and folding in a snug manner (cf.

[0050] below).

[0049] In an embodiment, the secondary wings (102) and the curved web (104) may be joined together in various ways, or fused together, or created as a single unit prior to attachment (in any manner) to the fuselage (106).

[0050] In an embodiment, the secondary wings (102) and the curved web (104) may be retractable and foldable (wholly or partially) to minimize any drag during sustained flight and descent of the airplane (100). In an embodiment, the curved web (104) may be split up into a plurality of parts to facilitate their retraction and folding. The plurality of parts may be configured with respect to the fuselage (106). The plurality of parts may be symmetrical or unsymmetrical. In an exemplary embodiment, the plurality of parts may be attached to the fuselage (106) either as a separate unit, an independent unit, or as a single unit.

[0051] In an embodiment, the secondary wings (102) and curved web (104) may be configured as lateral protrusions of the fuselage (106) itself. Thus, the fuselage (106) may be redesigned at the front part (around the nose) for obtaining an upward tilt during take-off, obviating the need for secondary wings (102) and curved web (104). In other words, the nose of the fuselage (106) would possess flattened features that extend laterally on either side of the fuselage (106).

[0052] In an aspect, the present disclosure relates to an aircraft / airplane (100) designed for shorter take-off via directed thrust based on angle -of-attack theory. In an embodiment, the aircraft / airplane (100) may include at least one of a plurality of fins or secondary wings (102) and a curved web (104). The plane formed by the horizontal axes ofthe two secondary wings (102) may be configured with respect to the horizontal plane of the fuselage (106) at a first angle to maximize the upward tilt of the nose of the fuselage (106) at take-off. The average plane of the curved web (104) may be configured with respect to the horizontal plane of the fuselage (106) at a second angle, so as to maximize the upward tilt of the nose of the fuselage (106) at take-off (cf.

[0041] for definition of “average plane”). These features may involve the twisting of the fins (102) at the point of their attachment to the fuselage (106), but not necessarily so.

[0053] In an embodiment, the secondary wings (102) and the curved web (104) may possess a camber, similar to but not necessarily identical to the camber possessed by the main wings (108). The said camber of the secondary wings (102) and of the curved web (104), the precise positioning of the secondary wings (102) and the curved web (104), and the angle of spread of the secondary wings (102) relative to the longitudinal axis of the fuselage (106), would be determined by the size and shape characteristics of the fuselage (106), said camber, positioning and spread angle being optimized so as to maximize the upward tilt of the nose section of the fuselage (106) at take-off.

[0054] In an embodiment, the secondary wings (102) and the curved web (104) may be of a solid construction that is impervious to air, but not necessarily so. Thus, the secondary wings (102) or the curved web (104), either individually or together, may be constructed in a manner that allows air to pass through in order to obtain control over the tilt of the fuselage (106) during take-off. This may be accomplished by incorporating a network of openings as required for obtaining the said control over the tilt of the fuselage (106). The said network of openings may be slits or holes, or even of a membranous nature (gauze), with the possibility that the extent (size and number) of the openings can be altered mechanically via remote electronic control.

[0055] In an implementation of an embodiment, the aircraft with frontal webbed-fins for shorter take-off via directed thrust might involve novel aerodynamic features that enhance take-off efficiency through manipulated airflow. The frontal webbed-fins may act like forward-mounted control surfaces or canards, increasing lift or directing airflow during takeoff. The webbed design may maximize surface area, providing more interaction with oncoming air. By adjusting the angle of the thrust, one may achieve shorter take-offs. The aircraft would thus generate lift more efficiently by directing air under the wings, and increasing upward force during take-off. This technology might be used in STOL (Short Take-Off and Landing) aircraft, which are designed to operate on shorter runways. Redirecting thrust combined with enhanced lift from the webbed fins would help reduce thetake-off distance dramatically. (Importantly, however, in contrast to conventional canard designs, the current invention is aimed at maximizing frontal tilt during take-off.)

[0056] It will be apparent to those skilled in the art that the structure 100 of the disclosure may be provided using some or all of the mentioned features and components without departing from the scope of the present disclosure. While various embodiments of the present disclosure have been illustrated and described herein, it will be clear that the disclosure is not limited to these embodiments only. Numerous modifications, changes, variations, substitutions, and equivalents will be apparent to those skilled in the art, without departing from the spirit and scope of the disclosure, as described in the claims. ADVANTAGES OF THE PRESENT DESCRIPTION

[0057] The present disclosure provides an airplane with improved design.

[0058] The present disclosure provides an airplane with improved thrust orientation during take-off.

[0059] The present disclosure provides an airplane with enhanced frontal upward tilt, especially the nose of the fuselage during take-off, thus resulting in a shorter take-off distance, and improved efficiency during sustained flight.

[0060] The present disclosure provides an aircraft with frontal webbed-fins that improve performance at take-off and during sustained flight, which can lead to a shorter takeoff and more efficient performance during sustained flight.

Claims

aim:

1. An aircraft (100) with frontal webbed-fins comprising: at least two secondary wings (102) placed at a front portion of a fuselage (106), positioned symmetrically one on each side of the fuselage (106); a curved web (104) interconnecting the at least two secondary wings (102), which are suitably angled with respect to a horizontal plane of the fuselage (106), so as to maximize an upward tilt of a nose section of the fuselage (106); and a plurality of engine thrust vectors (110), wherein the aircraft (100) is configured for improved reorientation of the engine thrust vectors (110) resulting from a tilt of the nose of the fuselage (106), and occurring during the forward movement of the aircraft (100) at high speed, thereby leading to a shorter take-off, the at least two secondary wings (102) being positioned between a set of main wings (108) and the nose section of the fuselage (106), in an optimized configuration for maximal tilting of the nose section of the fuselage (106) during the take-off run.

2. The aircraft (100) as claimed in claim 1, wherein the at least two secondary wings (102) are attached by a set of lugs or fused onto the fuselage (106).

3. The aircraft (100) as claimed in claim 1, wherein the at least two secondary wings (102) and the curved web (104) are either separately connected or manufactured together as a single unit, and are positioned on the fuselage (106) and angled relative to the horizontal of the fuselage (106).

4. The aircraft (100) as claimed in claim 1, wherein the at least two secondary wings (102) and the curved web (104) are retractable or foldable wholly or partly to minimize any drag during sustained flight.

5. The aircraft (100) as claimed in claim 1, wherein a part of the fuselage (106) configured to house the at least two secondary wings (102) and the curved web (104) is suitably recessed to accommodate the said secondary wings (102) and the curved web (104) upon retraction or folding in a snug manner.

6. The aircraft (100) as claimed in claim 1, wherein the nose portion of the fuselage (106) is configured to possess flattened features that extend laterally on either side of the fuselage (106), thus partly or wholly obviating the need for the secondary wings (102) and the curved web (104).

7. The aircraft (100) as claimed in claim 1, wherein the plane formed by the horizontal axes of the at least two secondary wings (102) is configured with respect to the horizontal plane of the fuselage (106) at a first angle to maximize the upward tilt of the nose portion of the fuselage (106) at take-off, possibly also involving the twisting of the fins (102) at the point of their attachment to the fuselage (106).

8. The aircraft (100) as claimed in claim 1, wherein an average plane of the curved web (104) is configured with respect to the horizontal plane of the fuselage at a second angle to maximize the upward tilt of the nose portion of the fuselage (106) at take-off.

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