SI9420005A - Flight device - Google Patents

Abstract

A flight device that can be placed upon and fastened to a load, which may be a pilot (P) or a remote guided control device, comprises a bearing device that can be fastened to the load, a drive unit (100) that has a piston engine and that is coupled with a rotary drive shaft (108) directly to an impeller (200') of a supercharger (200) for generating an airflow, and at least two propulsion pipes (300) that end in air-outlet nozzles (304, 305) which are arranged laterally on either side of the load or pilot (P) and which can be adjusted to change the direction of the emerging airflow. The supercharger (200) has an intake cone (202) which in the normal attitude of flight is situated essentially in a horizontal position above the pilot (P) or load. The rotary drive shaft (108) to drive the supercharger (200) is then essentially vertical and the outlet nozzles (304, 305) are then arranged essentially in a plane containing the vertical cg axis (X). The airflow generated by the impeller (200') of the supercharger (200) is expelled through the propulsion pipes (300) at subsonic speed.

Description

BIL-INNOVATIONS-STIFTUNG

AIRPLANE

The invention relates to an aeronautical device which is adjustable and load-bearing, after the introductory part

Claim 1, wherein the load is gripped to perform steering functions and can be autonomously lifted from the ground by a flying device and moved or held stationary in hovering above the ground. The burden is essentially an upright pilot or remote control device.

Aircraft of this type are known, whose propulsion engine is designed as a fuel-driven rocket engine or a fuel-driven turbine engine with essentially downstream nozzles so that their hot exhaust gases are dangerous. The resultant thrust jet is hot and poses a risk of combustion to the pilot and the occurrence of an environmental fire.

In addition, the high temperature of these exhaust gases limits the choice of materials used in the construction of the aircraft, for building blocks exposed to hot exhaust gases cannot be used e.g. plastic, and optionally aluminum.

US-A-3 023 980 discloses this type of gas turbine driven airplane. The flying device comprises a carrier device that can be attached to the back of the pilot. It is used as a gas turbine fuel, for example. gasoline. The gas turbine is then driven by a propeller compressor through a directly connected, horizontally mounted rotating drive shaft at the same rotational speed, which sucks the surrounding air and, as such, again supplies it to the gas turbine. Two hot tubes leading from the gas turbine to the outlet nozzles arranged side by side with the pilot exhale the generated gas stream with an outlet temperature of about 700 ° C (1200 ° F), creating the required buoyancy force. For

-: ---.- 2 ..-... the control of the airplane can be diverted and oriented with respect to the surrounding atmosphere by the hot gas flow through the control lever and the rotating orifice of the outlet nozzle. The disadvantages of this flying device lie in the high exhaust gas outlet temperature and, due to the high fuel consumption, the extremely short flight times.

US-A-4 795 111 discloses a remote-controlled flying platform where the piston combustion engine is directly driven by a coiled propeller. The device is mostly used as a military or civilian observation platform with remote control. The possibility of a pilot being brought into a hovering state is mentioned but not described. The problem of hot exhaust is not here. The open platform cannot be attached to the back of the pilot. The propeller jacket passes into the sink pipe, but it does not split, is not short and straight, and is not twistable. Especially when using two thrust tubes, the rig would become too informal and too heavy to attach to the back of the pilot.

Therefore, there is a need for an aircraft of the type mentioned above, whose exhaust gases have such a low temperature that they are essentially non-hazardous and in addition allow optimum choice for the construction of the aircraft construction of lightweight building materials used. Furthermore, it is desirable to create an aircraft that allows longer dwell time in the air.

It is an object of the invention to cover this need. To accomplish this task, a flying device of the type described above is described, the characteristics of which are given by a combination of the properties given in claim 1. Preferred further embodiments of the flight apparatus of the invention are defined in the dependent claims.

The present invention allows a load capable of performing the control functions for controlling an aircraft device, preferably for the pilot, that the aircraft device of the invention is by means of a corset or an aircraft. mounting devices attached to its back to rise from the ground in a vertical direction and freely float or fly over a long period (up to one hour or more) or. on a longer route. The drive for the aircraft device is supplied e.g. fuel-driven Otto reciprocating piston engine, which drives a propeller compressor above the propeller shaft, which, with its propeller, sucks in and compresses and accelerates, leading it at higher speeds through two or more thrust pipes in the vertical direction where it expires through the proper nozzles. It can also be used, for example, as a drive unit. Diesel or Wankel combustion engines. As a propulsion.: -.- .- 3- The unit can be used with other types of combustion engines, e.g. hydrogen explosion engines. At the outlet ends of the thrust pipes, they cause the nozzles to narrow and thus accelerate the outgoing air flow.

With the possibility of adjusting the geometry of the compressor to the drive motor, there is no need for a slot to multiply or reduce between the piston engine pin and the propeller compressor. Direct drive with the drive shaft between the drive gear and the propeller means a significant simplification associated with substantial weight savings.

In spite of the use of the propulsion device with rotating parts, in the aircraft according to the invention, unlike the helicopter, the need for balancing the engine torque with a special propeller is eliminated. The required torque can be achieved by deviating the drive air flow from the vertical direction of the jet.

The invention covers the existing need for a small, lightweight, functionally simple flying device that has a load capable of performing steering functions, e.g. gives a person flying skills. The aircraft according to the invention can be easily maneuvered, easily transported, mounted and also carried on the ground, started and operated. It can also perform such flight maneuvers, which with other known aviation devices such as. plane-intensive aircraft, ultra-light aircraft, kites, motorized gliders, hang gliders, and the like. In addition, any area or destination that is not or difficult to reach by helicopter can be reached, e.g. in narrow mountain gorges. In addition to eliminating the risk of fire, the flight apparatus according to the invention also enables flight through wooded areas as well as between narrow types of houses and directly along the facades of houses.

One of the most decisive advantages of the invention, as well as a significant difference from the already known aeronautical devices, is the use of combustion and / or combustion. piston engine. It is compared to other propulsion options such as gas turbines, chemical propulsion, e.g. with hydrogen peroxide, etc., much more efficient and economical as well as technically simpler, allowing significantly longer flight times. A further advantage of the piston engine is its simple, robust handling, as well as lower start-up and operating costs. Care and maintenance are also significantly less expensive than gas turbines. Conventional piston engine fuels can be used as fuel, so already. 4 The existing infrastructure can easily supply fuel.

Due to the lower air flow temperature generated by the propeller compressor and forced out through the thrust pipes, important machine components, e.g. thrust tubes and / or propeller compressors, preferably constructed from lightweight materials associated with fibers. This advantage is especially evident when the exhaust gas of the piston engine is mixed with the expelled air stream.

The advantageous use of the aircraft device according to the invention is its usefulness as a first aid transport vehicle for ambulance operations in hard-to-reach areas or urban centers of large cities, where traffic or other obstacles to injured persons cannot be reached in a timely manner by conventional means of transport. The advantageous use of the aircraft device according to the invention is its utility in large-scale fires on skyscrapers, to enable access to rescue systems for persons at risk or take them with a similar aircraft device. This is especially useful when conventional means, such as ladders or helicopters, are either unusable or not useful.

Furthermore, the aircraft device according to the invention is particularly light, small and affordable air transport vehicle, which is sufficient for take-off and landing areas in a smaller space. Regarding the landing or. take-off environment is significantly less sensitive than e.g. propulsion airplane driven turbines where there is a risk of exhaust gas recirculation near the ground or impurities such as dust, leaves, pebbles, etc., may be sucked into the propulsion unit, thereby damaging it.

The flight apparatus of the invention is thus, in an inexpensive and quick manner, suitable for reaching difficult-to-reach areas, e.g. to perform control and control tasks. The aircraft according to the invention is easy to maneuver and allows the pilot to fly through the afforested area and exploit very small hiding places. Also, flying over longer distances near the ground is always possible. Therefore, a number of useful options exist in military use, with the decisive factor in the relative radius of the aircraft as well as its compact construction and the very wide potential for use. However, even with general aeronautical activities, the usefulness of the aircraft device of the invention is broad and interesting.

With a preferred, new, and especially easy-to-drive combination mode

5 ..-... combustion engine, coated propeller and double thrust pipe, on the one hand, it became possible to achieve optimum air flow control, thereby converting engine power to high efficiency. By direct coupling of the rotation axes of the combustion engine and the propeller compressor, as well as the optimum alignment of the combustion engine speed range with the aerodynamic shape of the propeller compressor, air flow is expelled through all the thrust pipes at subsonic speed, further increasing the efficiency of the buoyancy device, ie. propeller compressor buoyancy devices with respect to a gas turbine driven airplane whose gas flow is displaced at a much higher velocity range. The aircraft device according to the invention therefore has a lower fuel consumption and consequently permits longer flights.

In the following, the exemplary embodiments of the flight apparatus according to the invention are presented in more detail in the drawings, with the same parts bearing the same reference marks in different figures. In this respect, FIG. 1a, 1b, 1c and 1d is an exemplary embodiment of an airplane according to the invention, which is attached to the back of the pilot, in each schematic view from the side, from the front with a partial cross-section, from the front and from above;

FIG. le, lf water cooler on suction hopper of compressor for piston engine cooling; FIG. Ig with driven shaft driven cooling rotor and water cooled piston engine cooling part;

FIG. Their water cooling elements at the ends of the pistons for cooling the piston engine, as well as the remote-controlled steering instead of the pilot;

FIG. Ii bypass connection to increase the engine power of the piston engine;

FIG. lj as a starting pulley designed connection flange;

FIG. 2 shows a design of a universal joint in the area of a propeller compressor;

FIG. 3 is a portion of the aircraft device of the invention of FIG. la, lb, lc and ld, in schematic top view, to illustrate the torque compensation options;

FIG. 4a, 4b, 4c and 4d of the flight apparatus of FIG. la, lb, lc and ld, each in schematic side view, to illustrate the possibility of adjusting the direction of the outgoing air flow;

FIG. 5 is a schematic diagram of the flight system rescue system of the invention of FIG. la, lb, lc and ld.

'. · ~ 6' z

As shown in FIG. la is an aircraft device mounted on the back of Pilot P. The corset is designed as a container of 10 fuel and forms a contact surface with the back of Pilot P. With a system of 16 harnesses that is designed as a seat, a silo coupling between the pilot and the aircraft is achieved by securing the 17 end of the harness. device. At the same time, this is also intended to be carried by the pilot P before and after flight. Common center of gravity X of the flying device and the pilot or the load is carried out in the normal flight position of the flight device between the propulsion device 100 and pilot P essentially through the center of the outlet nozzles 304, 305, which are preferably disposed over the common center of gravity of the aircraft device and pilot P. The power of the piston engine forming the propulsion device 100 and which it can be ignited by a manual starter 105, regulates pilot P with a gas handle 310 at one of the two control arms 309. The propulsion device 100 is supplied with fuel from the fuel container 10 via a conventional mixture formation system. The fuel tank can be converted into several parts, and several fuel tanks can be provided.

A carbon-fiber propeller compressor 200 is arranged on the aircraft device, the steel propeller shaft 208 of which is vertically coupled to the crankshaft 107 of the propulsion device 100 via the propeller shaft 108, which stands vertically at the normal flying position of the aircraft device.

The propeller shaft 208 ends in the hub 204 of the compressor, consisting of aluminum, into which the wings 203 of the compressor are installed. The propeller shaft 208 is preferably equipped with self-lubricating bearings. The propeller compressor 200 sucks over a carbon fiber suction hopper 202 of the compressor, which, in the normal flight position of the aircraft, is horizontal above the pilot, ambient air and, at high speed, pushes it down through the carbon fiber stator 205, designed to regulate air flow, both vertically as well as evenly distributed into two carbon fiber thrust tubes 300. On the side next to Pilot P, the outlet nozzles 304, 305 located at the outlet ends of the air in the thrust tubes 300 carry out a buoyancy push to lift the pilot and the aircraft from the ground and keep it in hover.

An increase in the power of the propulsion device 100 results in an increase in the speed of the propeller compressor 200. An increase in the power of the compressor wings 203 results in an increase in the outlet air velocity from the outlet nozzles 304, 305 and thereby an increase in the buoyancy thrust.

By balancing the compressor output with the help of a compressor geometry, the carbon fiber-mounted stator blades produce a very efficient conversion of the motor power of the propulsion device 100 into the current energy supplied by the thrust tubes 300. This is a significant improvement over conventional helicopters as well as propeller drives. The torsion sleeve 106 is screwed at its upper end by a stator propeller 205 'and at its lower end by a connecting rib 9. The latter is rigidly connected at both ends to a frame 1 carrying a propulsion device 100, a fuel container 10 and a propeller compressor 200 This strengthens the load-bearing structure and reduces the twisting of the frame 1 due to the torque generated by the drive device 100.

Through the control arms 309, which are rigidly connected to the thrust tubes 300 by means of a screw connection 319, and the PTO joint 2 (see in particular FIG. 1c, Id and FIG. 2) connecting the thrust tubes 300 to the stator 205 of the propeller compressor 200, to move both thrust pipes 300 as well as the outlet nozzles 304, 305 located at the outlet ends of the air in each direction by an angle of about ± 10 ° (see dashed position in Fig. Ib). This steering motion allows the pilot to vary the resultant force through the displacement pipe 300 of the expelled airflow to coincide with the center of gravity X of the entire aircraft including the pilot, thereby allowing it to hover. With slight deviations from this setting, the horizontal movement of the aircraft is additionally caused. This adjustment option must also be available to take account of the different weights of the pilots.

The most efficient method of balancing the torque of the propulsion device 100 and the propeller compressor 200 with the opposite torque exists in the deflection 306, 307 (see in particular Figs. 1a and 1d) of both thrust tubes 300 such that their outlet nozzles 304, 305 deflect the thrust jet in a manner which increases the torque. The fine adjustment of the torque compensation can then be followed by trimmers 302 arranged in the area of the outlet nozzles 304, 305.

A further possibility of offsetting the torque created by the drive unit 100 and the propeller compressor 200 with the counter torque can be seen in FIG. 3 and consists in diverting a small amount from the created air stream. This is achieved by deflection nozzles 209 which, at a distance from the center of gravity X, deflect diverted air flows in a tangential direction with a 90 ° deflection and deflate. By means of the rotation handle 311 disposed on one of the control arms 309, the damping flaps 210 are adjustable to control the deflected air flows from the deflection nozzles 209 and thereby control the counter torque.

The deflection of the thrust tubes 300 is made by means of a PTO joint 2 comprising a PTO ring 2 'for hanging the thrust tubes 300 onto the frame 1 by means of an arch connection 3 (see in particular Fig. Ib). In order to seal the free space created between the compressor jacket 201 fixed opposite the frame 1 and the thrust tubes 300, a rectifier compensator 301 comprising one or more waves and simultaneously intended to distribute air flow by means of clamping rings or directly tampering with or. depending on the material (under different material options) it is properly bonded. In this way, the resulting thrust jet with low losses can be deflected into the required area. A suitable seal is installed at the passage of the drive shaft 108. The housing 201 surrounding the propeller compressor 200 is rigidly connected to the frame 1 via the frame receiver 207 as well as the drive assembly 100 and the fuel container 10.

Further possible solutions for diverting and deflecting the thrust jet or control of the flying device and stabilizing the balance are presented in Figs. 4a, 4b, 4c and 4d.

FIG. 4a it is shown that the propulsion device 100 forms with the frame 1 as well as the fuel container 10 and the supporting unit mounted thereon a first unit, that the whole of the thrust tubes 300 with the propeller compressor 200 forms a second unit, and that the propulsion device 100 is connected via a PTO shaft 110 with a propeller compressor 200. This PTO shaft 110 comprises e.g. as presented by two homokinetic cardan joints. Management is achieved by moving the vertical center of gravity X through the PTO joint 2 between the first and second units in the area of the compressor jacket 201.

FIG. 4b it is shown that the propulsion device 100, frame 1, the propeller compressor 200 and the whole of the thrust tubes 300 form the first unit, and that the fuel container 10 with the carrier carrier mounted thereon for the pilot P forms the second unit, with both being in the area of the bearing device the units are interconnected with the tilting and tilting joints 6. By directing the drag force, the aircraft can be controlled.

FIG. 4c shows that the rudder wings 315, 316 are longitudinally and transversely mounted on the hollow shaft 314 movable about their own axis to control and stabilize the flying device, thereby deflecting the expelled air flow in any direction. The hollow shaft 314 is guided by cable traction 303, through which the steering wing 316 is moved via the rotary axes 317 with the rotary lever 311. The steering shaft 314 is rigidly connected to the hollow shaft 315. It moves about its own axis via the steering link 318. by rotating the control arm 309 in the pivot joint 313. This helps to stabilize and control the flying device at the outlet air ends of the thrust tubes 300 of the displaced thrust deflector.

FIG. 4d shows that for controlling and stabilizing the flying device at the end of the thrust tube 300 by means of a further PTO ring 320 as well as a further tie rod, the steering nozzles 312 are attached. The steering arms 309 are rigidly connected to the moving steering nozzles 312. the space between the control nozzles 312 and the thrust tubes 300 is sealed by means of a further directing compensator 322. With a thrust jet deflection, a stable equilibrium position or an equilibrium position is achieved. the aircraft can be controlled. When using further PTO rings 320 to control and stabilize the aircraft, PTO 2 may naturally fall off.

In order to allow the hover to rotate about its own axis or. Flying along tight curves, the trimmer wings 302 (see Fig. Ib, 1c) are moved via cable traction 303 by means of the rotary arm 311, which deflects the air flow according to their setting either forward or backward. In addition to steering assistance, this deviation also partially compensates for the torque of the propeller compressor 200 and the drive gear 100. An important aspect with regard to motor power in propulsion preparation with a combustion engine or. The piston engines are 100 arranged on the drive train 100. The exhaust tailpipes 101 are downwardly directed in the general direction of delivery and give the engine exhaust additional buoyancy. The water cooler 103 for cooling the cylinder head of the piston engine is arranged in such a way that the surrounding air flows as well as possible. This flow can be achieved or. accelerate by means of suitable air guide blades 109 in the air stream of the outlet nozzles 304, 305.

The drive device 100 is attached to the vibration dampers 104 on the frame 1 by means of a motor suspension 4 with the main fixing screws. Additionally, there is a possibility that the piston engine can be rolled through the screws by screwing on the cylinder head by hanging the 5 cylinder head.

J. J 10.

attaches the vibration damping to frame 1. The oscillating damping flange 102 with a star rubber bearing of the crankshaft or the crank 107 connects the latter vibration damping with the oscillations of the damping drive shaft 108 of carbon fibers. The fuel container 10 with the support device mounted thereon is screwed directly to the frame 1 through the rubber. On the upper side of the fuel container 10 there is a fuel filler cap 13, a fuel tank reservoir 12, as well as an electrical measuring unit 11 for measuring the contents of the fuel container. . The fuel connector 14 is located at the lower funnel-narrowed end of the fuel container 10. The brake walls 15 or the foam filler of the container 10 prevents the fuel contained therein from splashing. Instruments 308 for displaying the contents of the fuel container 10, the speed of the drive unit 100 and the temperature of the drive unit 100 are located on the control arm 309. The stand 8 or. the flight leg of the aircraft is linked height-adjustably to frame 1 and allows the aircraft to be disposed of so that it stands alone. Stand 8 can be pulled in or out during flight. pull up and comprises a shock absorber, which, when struck by the aircraft against the ground, serves as a shock absorber 408. Stand 8 may also be designed to comprise a rotary axis or to serve as a pilot's stand (not shown) during flight. Both the 206 hubs 204 of the propeller compressor 200 improve aerodynamic air intake.

A further variant of piston engine cooling is presented in FIG. le and lf. The annular water cooler 111 (Fig. 1 only) or the annular water cooler 112 with the guide air ring (Fig. 1f) is circularly designed and ends seamlessly on the intake hopper 202 of the propeller compressor 200, which sucks through the annular water coolers during operation. 111, 112. By showing the optimum arrangement of the annular water cooler at the edge of the suction hopper 202 of the compressor or. the arrangement of the air guide ring to improve the air supply to the ring water cooler does not interfere with the intake air speed but accelerates it.

Another further variant for cooling the piston engine or. drive arrangement 100 is presented in FIG. Ig. With the help of the mounting frame 114, the cooling rotor 115 is mounted under the drive device 100. The drive of the cooling rotor 115 is traced through the timing belt 117 and the lower pulley 107 attached to the lower link 107. the flat cooler 119 through which it flows. By using pulleys 116 of different diameters, the speed of the cooling rotor 115 can be changed.

A further variant for cooling the piston engine is presented in FIG. Them. This picture also shows the possible replacement of Pilot P with a remote control 409. For cooling the piston engine, the air is diverted from the main flow in the thrust pipes 300 through the ducts 120 to guide the water coolers 121, arranged at the ends of the thrust tubes. By replacing Pilot P with a remote control 409, the unmanned aerial vehicle can be used. The remotely controlled steering apparatus 409 thereby assumes a deflection of the thrust tubes 300 for steering or. balance management. By significantly improving the efficiency of the propeller compressor compared to a helicopter of the same weight class, this remote control aircraft is suitable for material transport as well as control tasks.

In FIG. The bypass connection 113 is shown to increase the engine power of the piston engine. Bypass connection 113 is arranged under the stator ring 205 of the propeller compressor 200 and directly connected to the intake hoppers of the carburetor.

According to FIG. lj the motor connection side flange 102 may be designed as a connecting flange with a starter pulley 122 so that the motor can be ignited by means of an arm-twisted braided rope 122. The connecting spokes 123 of the flange with the starter pulley 122 are wing-bent, so that when rotating the air circulating supply that cools above or above. the sections below.

As can be seen from FIG. 5 consists of a rescue system 400 of a parachute 401 fired by a propulsion filler, the mechanism of which is released by the operation of the parachute tape 407 or automatically. With the very low altitude at which the aircraft is most used, there is a need to open the parachute 401 very quickly after the buoyancy thrust has failed. Since the flying device does not include any large rotor or wing arrangement, 401 with very short strings can be fired vertically upwards.

In the step 1 representation, the parachute 401 in its packed state is located in the sleeve 402 of the parachute with propellers 403. The actuators 403 to accelerate the parachute 401 are not yet activated. An expansion cartridge 404 is also packaged in the parachute 401 with a suitable explosive charge, which, by expansion, causes the parachute volume 401 to fill more quickly. In the step 2 presentation, the medium propulsion pad 403 pulls the parachute 401 from the sleeve 402 until the strings 405 of the parachute are fully stretched. As shown in Level 3, the auxiliary propellant fillers 403a, 403 b, which open the parachute 401 faster, are also assisted by the pockets 406 more quickly opening the parachute 401. 401 located expansion cartridge 404. With the help of the latter, the parachute 401 opens in the shortest possible time. In stage 4, the parachute 401 is in the open state.

BIL-INNOVATIONS-STIFTUNG

... 13

List of reference numbers:

P pilot

X center of gravity frame cardan joint

2 'universal joint coupler coupling motor suspension suspension of cylinder head swivel and tilting joint main engine mounting bolts rack rib container fuel tank gauge reservoir tank fuel filler brake walls brake system anchorage end of harness

100 propulsion preparation

101 exhaust system

102 connecting flange

103 water cooler

104 vibration damper

105 manual starter

106 torsion sleeve

107 connecting rods

108 drive shaft. . '-' - · 14- -109 Guide Blades for Air

110 PTO shaft

111 ring water cooler

112 ring water cooler with guide ring for air

113 bypass connection

114 mounting frame

115 cooling rotor

116 pulleys

117 toothed belt

118 air conduit

119 flat refrigerator

120 duct air duct

121 water cooler

122 starter pulley

123 connecting spokes

200 propeller compressor

200 'propeller

201 compressor jacket

202 compressor suction hopper

203 compressor wings

204 compressor hub

205 stator

205 'stator propeller

206 both

207 frame receiver

208 Propeller Shaft

209 deflector nozzle

210 throttle damper

300 thrust tube

301 directional compensator

302 trimmer

303 cable traction 304 exit nozzle 305 exit nozzle 306 rejection 5 307 rejection 308 instruments 309 steering arm 310 gas handle 311 rotary lever 10 312 movable steering nozzle 313 rotary joint 314 hollow shaft 315 longitudinal rudder 316 transverse rudder 15 317 rotary axis 318 steering separation 319 screw connection 320 further gimbal 321 further binding loc 20 322 a further directional compensator 400 rescue system 401 parachute 402 tulka falling 25 403 drive filler 403a auxiliary drive filler 403b auxiliary drive filler 404 expansion cartridge 405 twine of a parachute 30 406 current pocket 407 ambulance parachute tape 408 shock absorber

Claims (21)

Patent claims 1. Flight device, adjustable and attachable to the load, the load being suitable for performing control functions and capable of being lifted autonomously from the ground by means of the flying device and moving or held stationary in the hover above the ground, comprising: a load-bearing mounting device for establishing essentially a silo-lock connection between the flying device and the load, a propulsion device (100) directly coupled to a rotary drive shaft (108) with a propeller (200 ') of a propeller compressor (200) to generate air flow. , wherein the propulsion device (100) and the propeller compressor (200 = rotate at the same speed, at least one fuel container (10) for operating the propulsion device (100), at least two thrust tubes (300) extending side by side the loads at the outlet ends of the air outlet nozzle (304, 305) and through which one easily adjustable gas stream exits, whereby the outlet of gas flows through the thrust tubes (300) creates a resultant buoyancy force that establishes lifting as well as flying or hovering. load, characterized in that the propeller compressor (200) comprises a suction hopper (202) which is substantially horizontal in the horizontal position above the load to stand rotating with if the drive shaft (108) for propeller compressor drive (200) in the normal flight position of the flying device is substantially vertical, that the outlet nozzles (304, 305) are substantially spaced in the plane in which the vertical center of gravity ( X), and preferably over the total center of gravity of the flying device and the load, and that the air flow generated by the propeller (200 ') of the propeller compressor (200) is extruded through the entire thrust pipe (300) at subsonic speed. Flight device according to claim 1, characterized in that the load is a pilot (P). Flight device according to claim 1, characterized in that the load is a remote-controlled control device (409). 4. Flying device according to claim 1, characterized in that the propulsion device (100) comprises 17 'combustion engine. Flight device according to claim 4, characterized in that the combustion engine is a piston engine. Aircraft device according to claim 1, characterized in that the thrust tubes (300) and the propeller compressor (200) consist essentially of lightweight construction materials, e.g. fiber-related materials. Aircraft device according to claim 1, characterized in that the fuel container (10), with the carrier device, the propulsion device (100) and the propeller compressor (200) mounted thereon, form the first unit so that the entire thrust tube (300) forms the second unit , and that the two units are connected to each other via a cardan joint (2) and a directional compensator (301) in the area of the propeller compressor (200) for the purpose of operating the aircraft with a load capable of performing control functions. Aeronautical device according to claim 1, characterized in that the fuel container (10) with the carrier device and the propulsion device (100) mounted thereon form a first unit, so that the entire thrust tube (300) and the propeller compressor (200) form a second unit , and that the two units are interconnected via the PTO joint (2) in the area of the propeller compressor (200) for the purpose of operating the aircraft with a load capable of performing control functions, and that the propulsion device (100) is via the PTO shaft (110) , which preferably comprises two homokinetic cardan joints associated with a propeller compressor. Flight device according to claim 1, characterized in that the propulsion device (100), the propeller compressor (200) and the whole of the thrust tubes (300) form the first unit so that the fuel container (10) with the carrier device mounted thereon forms a second unit , and that the two units are connected to each other via a swivel and tilt joint (6) for the purpose of operating the aircraft with a load capable of performing control functions. Aeronautical device according to claim 1, characterized in that the air outlet ends of the thrust tubes (300) are arranged obliquely as well as in the normal flying position of the flying device. 18 axisymmetrically with respect to the vertical center of gravity (X) to give the aircraft a torque predominantly compensated for the torque generated from the propulsion device (100) and to follow a fine-tuning of the torque compensation with trimmers (302) arranged in the outlet range nozzle (304, 305). Flight device according to claim 1, characterized in that the air outlet ends of the thrust tubes (300) are arranged downward in the normal flight position of the aircraft device, and there are also two deflection nozzles (209) arranged horizontally in which a portion of the airflow branches off and extruded by the same nozzles to allocate a torque to the aircraft, substantially compensating for the torque generated from the propulsion device (100), and to follow a fine-tuning of the torque compensation with the damper flaps (210) positioned above deflector nozzles (209). Aeronautical device according to claim 1, characterized in that the control wings (315, 316) or, via the cardan joint, of the adjustable movable control nozzle, are arranged in the area of the outlet nozzles (304, 305). (312). Flight device according to claim 1, characterized in that it is equipped with an ambulance system with one or more parachutes (401). Aircraft device according to claim 13, characterized in that the rescue system comprises an expansion cartridge (404) for the rapid inflating of the parachute (401). Flight device according to claim 13, characterized in that the rescue system comprises a plurality of propulsion fillers (403, 403a, 403b) for the rapid extraction and opening of the parachute (401). Aircraft device according to claim 13, characterized in that it is provided with an impact absorber (408). Aircraft device according to claim 5, characterized in that there is an annular water cooler (111) on the compressor suction hopper (202) for cooling the piston engine. 1918. Flying device according to claim 17, characterized in that there is an annular water cooler (111) with a guide ring (112) for air to cool the piston engine on the suction hopper (202) of the compressor. Aircraft device according to claim 5, characterized in that there are water cooling elements (121) for cooling the piston engine at the ends of the thrust pipes (300). 20. Flying device according to claim 5, characterized in that, under the propulsion device (100), a cooling rotor (115) and a flat cooler (119) for cooling the piston engine are provided with a drive shaft (108). 21. Flying device according to claim 5, characterized in that a bypass link (113) is connected below the stator ring (205) of the propeller compressor (200), which is connected directly to the suction hopper of the drive motor actuator (100) and serves to increase engine power. . Flight device according to claim 1, characterized in that a motor flange (102) arranged on the motor side is designed as a flange with a starter pulley (122) for manually starting the engine by means of a braided rope starter pulley, and that the connecting flange comprises wing-shaped connecting spokes (123).