GB2261203A

GB2261203A - VTOL Aircraft

Info

Publication number: GB2261203A
Application number: GB9123768A
Authority: GB
Inventors: Keith Ralbert Sherriff
Original assignee: Individual
Current assignee: Individual
Priority date: 1991-11-08
Filing date: 1991-11-08
Publication date: 1993-05-12
Anticipated expiration: 2011-11-08
Also published as: GB2261203B; GB9123768D0

Abstract

In a VTOL light aircraft. two variable pitch rotors are housed one behind the other within the fuselage to draw air through front intakes and through intake louvres in the top of the fuselage, and expel it through controllable flaps in the bottom of the fuselage and/or through a rear exhaust nozzle. The rotors are inclined to the fuselage horizontal plane and rotate in opposite directions. in the hover, yaw control is by vanes in the exhaust nozzle (Fig 9) and lateral control by a weight movable spanwise within the wing. (Fig 10), while differential pitch control of the rotors is used for pitch control of the aircraft. The pilot lies in a prone position. <IMAGE>

Description

BUILDING THE KRS 3

To date I have seen jet skis, snow bikes and motorbikes all of which have to be mounted by the user to cross land, snow, or water. In March 1990 I gave myself a challenge to design a low altitude craft which could be mounted and take to the air. The craft by design should be able to fulfil the following requirements: take off and land vertically, it should not have any outward rotors or hot exhaust emissions from jet combustion chambers unless for military use; it should be cheap, light, quiet, easy to control, clean, efficient and safe; its size should be sufficient to accommodate a single rider.

After several pilot designs and early models, one design was chosen that would best fulfil tne listed requirements. This selected design employs the acted tar principle of suck and blow. Flight is achieved by the use of two, variable pitch, internal rotors which travel in opposite directions to counteract the effects of yawing when accelerating. The rotors are fixed in a series-parallel configuration which allows for vertical take off and land, whereas horizontal flight is achieved by adjusting shutters which directs the life size machine(s) which should have a range of app7 cations for defence, emergency services films, advertising and pleasure.

life size machine(s) which should have a range of app7 cations for defence, emergency services films, advertising and pleasure.

promising, and seeking ecnnir:al advice in a range of areas before building a life size machine(s) which should have a range of app7 cations for defence, emergency services films, advertising and pleasure.

There is no coubf about my intentions to pursue this project to the end with a sense of pride, not only for myself, bui. more so knowing that it is rri4ls,.

Claims

CLAIMS:

The way in which the KRS-3 is mounted is specifically designed centrally, to allow air to enter the front, rear and both sides of the upper air intake panel FIG. 1, unless to be used by more than one person. The pilot's body lays along the length of the craft. This not only helps to balance the craft, but is the most aerodynamic posture given the craft's design FIG.6. The "C" shaped seat as well as safety belts, keeps the pilot safe, whether the central mount is enclosed or not.

During operation both internal propellers FIG.3 are rotated in opposite directions by one or more engines with the appropriate coupling FIG.3 In vertical flight, air is drawn into the craft by the propellers FIG.3, through the upper air intake panel FIG. 1, then vertically through the dual directional Ducts 1 and 2 FIG.2, then out of the under flap FIG.4, which is fully open. To make the craft yaw whilst hovering, rudders are adjusted at the back of the craft FIG.9. This works due to the spillage of air caused by the down draft of the rear propeller FIG.3, Duct
2. The craft is made to roll whilst hovering, by adjusting weights which are made to travel along the length of the wings FIG.10. To make the aircraft pitch whilst hovering, the pitch of both propellers will be made to be adjusted independently FIG.
3. Vertical flight is achieved by the series configuration of the propellers.

In horizontal flight, air is drawn into the craft through the upper intake panel FIG.1 by the propellers FIG.3. The under flap FIG.4 is fully closed. The forward tilt of both propellers FIG.3 of up to thirty five degrees allows air to flow horizontally from primary Duct 1 to secondary Duct 2 FIG.2. The combined force of air pressure expelled at the back of the craft FIG.9 by both propellers FIG.3, given their pitch and R.P.M., will provide forward thrust, then flow through to conventional flight and controls. Horizontal flight is achieved due to the parallel configuration of the propellers FIG.3.