Aeronautics and astronautics – Composite aircraft
Reexamination Certificate
2002-03-11
2003-09-16
Jordan, Charles T. (Department: 3644)
Aeronautics and astronautics
Composite aircraft
C244S050000, C244S049000
Reexamination Certificate
active
06619584
ABSTRACT:
FIELD OF THE INVENTION
The present invention relates generally to motorized transportation vehicles, and more specifically to a craft having the ability to interchangeably convert between an aircraft configuration and an automobile configuration. The craft includes numerous novel features relating to the practicality and safety of such a vehicle, such as secure stowage of all flight surfaces and avionics sensors during ground operations, the use of separate, discreet power plants for ground and flight operations and other novel features.
BACKGROUND OF THE INVENTION
The idea of a vehicle, which is capable of both flight operation and highway operation, has been a dream since shortly after the development of the first powered aircraft in the early part of the twentieth century. Numerous inventors have attempted to produce such a combination craft, generally known as a flying car or roadable aircraft. Some of these attempts have met with limited success, in two cases the machines have been type certified by the Civil Aeronautics Agency (now the Federal Aviation Administration) as production aircraft. However, none of these craft have been commercially successful or particularly practical. The design requirements of a ground vehicle are entirely different to those of an airplane and the result of trying to marry the two together into one craft has hitherto been to produce a vehicle which is impractical in either environment.
In order to afford true practicality and safety, all flight surfaces and avionics sensors must be securely stowed within the body of the vehicle during ground operations, so that these essential and delicate components are protected from damage or tampering. The craft must also have a body size and shape that allows it to be operated conveniently as an automobile; to fit within a regular parking space and a single car garage.
In order to satisfy both of these requirements, flight surfaces must be articulated in such a way as to occupy a relatively small space during ground operations and yet also be capable of being securely deployed in their extended position during flight operations. One design, Pat. No. 4,269,374—Miller, has flight surfaces that all fold within the body, however the method of folding and the choice of conventional empennage design result in an aircraft with insufficient wing area and an impractical shape for operation as an automobile.
Another overriding limitation on the practicality of such a craft lies in the limitations and requirements of the power plant. The power requirements of a ground vehicle and an aircraft are entirely different. Not only does an aircraft require generally more power than does a ground vehicle but the steady, sustained, thrust required of an aircraft is entirely different to the wide torque range and fast response required of a ground vehicle. Previous inventions have generally relied on a single power source, a gasoline engine, with some kind of transmission linkage to drive either a propeller for flight operations or the vehicle wheels for ground operations. This arrangement, while appearing attractive, actually carries a severe weight penalty and does not supply the type or amount of power required for both operating modes.
A discussion of the related art of which the present inventor is aware, and its differences and distinctions from the present invention, is provided below.
U.S. Pat. No. 2,713,465 issued on Jul. 19, 1955 to Harry E. Novinger describes a Combined Air-Ground Vehicle having an airfoil shaped forward fuselage or body and an upwardly and rearwardly disposed wing, resulting in a negative stagger biplane configuration. Large side members serving as end or tip plates for the relatively low aspect ratio fuselage and wing connect the fuselage and rearward wing. The flight components cannot be folded or stowed for ground operations, unlike the present road/air vehicle. The craft utilizes a single gasoline engine for both ground and flight operations. Novinger's short span, low aspect ratio upper wing and fuselage provide for relatively poor flight ability. The tricycle wheel arrangement of the Novinger machine is unlike the more stable rectangular pattern of the wheels of the present road/air vehicle.
U.S. Pat. No. 2,767,939 issued on Oct. 23, 1956 to Moulton B. Taylor describes a Flying Automotive Vehicle Assembly, comprising a left and right wing structure, tail cone structure, and empennage, all of which are separable from a central automobile or cabin structure. The wings fold rearwardly against the tail cone of the assembly, which is removed from the automobile or cabin structure and towed behind for road use. The flight components cannot be folded or stowed for ground operations, unlike the present roadable aircraft. The craft utilizes a single gasoline engine for both ground and flight operations. This is one of only two road/air vehicle or flying car designs ever certified for production by the CAA or FAA.
U.S. Pat. No. 2,940,688 issued on Jun. 14, 1960 to Edward F. Bland describes a Roadable Aircraft And Sailboat having a lifting body configuration somewhat in the manner of the fuselage shape of the Novinger craft discussed further above. However, the rear fuselage includes a central channel before the rear propeller, somewhat in the manner of one nacelle or channel of the twin engine Custer Channel Wing aircraft developed in the 1950s. The Bland craft also includes folding wings, which may be folded with their spans rearwardly atop the fuselage for road use, or which may be extended vertically to serve as sails. The flight components cannot be folded or stowed for ground or water operations. The craft utilizes two engines, one for road and water use and the other for airborne use. However, the two engines are of similar design and may be linked together to provide the required power for takeoff and climb when used as an aircraft. This arrangement is unlike the two-engine configuration of the present road/air vehicle, which utilizes entirely different types of engines for ground and flight operations.
U.S. Pat. No. 3,012,737 issued on Dec. 12, 1961 to David R. Dodd describes a Combination Land And Air Vehicle having a twin boom tail assembly and folding wings. The wings fold in a spanwise direction as well as at the roots, with the leading portion folding forwardly and horizontally next to the fuselage, and the rearward portion folding downwardly to form an essentially vertical surface parallel to the fuselage sides when folded. The wings remain external during ground operations. The tail assembly does not fold. The flight components cannot be folded or stowed for ground operations, unlike the present road/air vehicle. The craft utilizes a single gasoline engine for both ground and flight operations. The tricycle wheel configuration is unlike the square wheel configuration of the present craft.
U.S. Pat. No. 3,371,886 issued on Mar. 5, 1968 to Robert O. Schertz describes an Aircraft Adapted For Highway Usage, having a rearwardly disposed main wing, a forwardly disposed canard surface and a four-wheel configuration as in the current invention. However, Schertz uses large vertical stabilizers at the roots of the main wing, rather than the smaller lighter fins at the wing tips of the current invention. No provision is made for secure stowage of the wings, which remain external during ground operation and only one engine is utilized for both ground and flight operations.
U.S. Pat. No. 4,269,374 issued on May 26, 1981 to Harvey R. Miller describes a Combined Road Vehicle And Aircraft, in which the wings, tail assembly and propeller drive all fold into the structure of the body or cabin portion for carriage during road use. However, the craft is of a conventional, tailplane empennage, configuration and the wings rotate and fold parallel to the body, similarly to the folding configuration of the Dodd craft discussed further above. The lack of intermediate folding for the wings, resulting in a short span craft, as well as the conventional wing configuration result in a craft unlike that of the
Holzen Stephen A
Kreten Bernhard
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