CorporationofFlight-com-Flying Car with Split Power Engine ... · speed. Although engine torque is more or less a constant and purely dependent on the weight of the vehicle (and lift

DRAWINGprovisional patent application

Rotary Vector Thrust Nozzle and Variable Blade Pitch Fan for Aircrafts and Flying CarsCorbin Leroy Young

ABSTRACTprovisional patent application

Vertical Takeoff Aircraft and Flying Car with Split Power EngineCorporationofFlight.com

Corporation of Flight, Inc., copyright 2018, Atlanta, GA-U.S.Worldwide Patent Pendings


Impulse Reaction Torquer Inertia Split Power EngineCorporationofFlight.com


Impulse Reaction Torquer Inertia Split Power EngineCorbin Leroy Young

31 speci�cation pages, 30 drawing pages

A vertical takeo� aircraft powered by the Split Power Engine. Operates according to the 7 laws of the VTOL (Vertical Takeo� and Lift) aircraft. The aircraft has: 1. Free spinning rotor engine for unrestrained, high rotational speed due to small total fan area. 2. Large moment arm rotor for torque multiplication. 3. Engine having mechanical and time independent gas ejection chambers. 4. Dual, counter rotating engines for anti-precession aircraft stability during maneuvers. 5. Single axle linked to multiple fan shafts for level hovering thrust stability, and max engine cycle utilization via transfer of percentage of power to propulsion fans. 6. Variable blade pitch fans that allow fan thrust force modi�ca-tion without engine speed change which allows for immediate thrust on demand. 7. Rotary vector thrust nozzles for directional forward propulsion, braking, rolling, yawing, pitching, lateral movement and hover angling maneuvers. A roadable �ying car having wheels that lift up into body and rollup wheel well gates for increased aerodynamics. The engine being located behind rear seats and powers electric motors in wheels. Extendable air scoops. Fan nacelles extend and retract into car body when driving on road. Variable angle of attack sweeping wings for increased lift and additional propulsion fan, attachment modules. Designed for manual or autonomous �ight.Orderly latitude longitude grid based national/global �ight system for vertical takeo� aircrafts and �ying cars. It consists of multiple altitude groups with each group involving 9 levels of �ight in 8 vectors. North, Northwest, West, Southwest, South, Southeast, East, Northeast and North. Permanent and temporary air holes prevent �ights in designated areas. Moving air holes around special/important aircrafts increase separation from other aircrafts. Each �ight level contains multiple parallel air tunnels. Each tunnel having two �ight layers, with the bottom layer having lanes for passing, cruising, and turning and the top layer having an air tunnel to air tunnel changing lane and vector-altitude turning lane. Tunnels and lanes surrounded by bu�er zones. Each tunnel broken into lengthwise segments de�ning separation distance. Occupied (red), unoccupied (green) and potentially occupied (yellow) segments presented on computer screen in each aircraft as colors in grid blocks. Failsafe manual operation with compass and altimeter, or with computer and gps, or autonomous.


Vertical Takeoff Aircraft and Flying Car with Split Power EngineCorbin Leroy Young

copyright 2018



Corporation of Flight, Inc.- patent pendings-copyright 2018 corporationo�ight.com








SPECIFICATION provisional patent application

Vertical Takeoff Aircraft and Flying Car with Split Power Engine CorporationofFlight.com

page 1 of 31 Corporation of Flight, Inc., copyright 2018, Atlanta, GA-U.S. Worldwide Patent Pendings

TITLE

Vertical Takeoff Aircraft and Flying Car with Split Power Engine

CROSS-REFERENCE TO RELATED APPLICATIONS

1. Impulse Reaction Torquer Inertia Split Power Engine – provisional patent

2. Rotary Vector Thrust Nozzle and Variable Blade Pitch Fan for Aircrafts and Flying Cars - provisional patent

FEDERAL SPONSORED R&D STATEMENT

Not Applicable

NAMES OF PARTIES TO A JOINT REASEARCH AGREEMENT

Not Applicable

REFERENCE TO A “MICROFICHE APPENDIX”

Not Applicable

STATEMENT REGARDING PRIOR DISCLOSURES BY INVENTOR

Not Applicable

BACKGROUND OF THE INVENTION – Field of Invention

The present invention relates to the aerospace industry, specifically combustion and combustion electric

powered Vertical Takeoff and Landing aircrafts and roadable flying cars.

BACKGROUND OF THE INVENTION – Prior Art

Since practical aviation first began in the early 1900's, attempts before and after have been made to mimic

the hovering flight of the hummingbird, the dragonfly and other flying life forms which can hover. Although

quick and great advancements have been made in aircrafts that takeoff and land through horizontal

propulsion using wings and pure horizontal thrust, the success of VTOLs (Vertical Takeoff and Landing)

vehicles has been limited mainly to large propeller driven aircrafts such as helicopters, tiltrotor aircrafts and

the like. One small duct VTOL success which is well known worldwide is the British Harrier Jump Jet. The




success in this aircraft lies greatly in its relatively huge and powerful power plant. This power plant which is

a turbofan engine is able to generate both high levels of thrust (fan torque) and fan speed (RPM-revolutions

per minute) thus sending out high velocity air flow through four rotating nozzles that are used for both lift

and forward thrust. However because of the great amount of energy needed to achieve this high torque

and high fan speed a great amount of fuel is spent in the hovering process as opposed to conventional

takeoffs. In one version its empty weight is 14,000 pounds, its short takeoff distance maximum weight is

31,000 lbs and its max vertical lift weight of 20,755 lbs. Its engine thrust is 23,500 lbs which means that it

cannot take off vertically fully loaded under maximum load. Its wing area is 240 square feet and its max

speed is 673 mph. Compare this to an existing 400 passenger jet liner whose max takeoff weight is 660,000

lbs, has two turbofan engines totaling 196,000 pounds of thrust, has a wing area of 4,700 square feet and a

max speed of 587 mph. As one can easily see, wings (or surface area via a flying body design) reduce the

need for overtly powerful engines. Yet there is a trade-off due to the 1,000’s of feet of runway that are

needed in addition to the requirement of low lying buildings in the runway path. In the U.S buildings in

takeoff and landing paths can be no higher the 250 feet (25 stories) at a distance of 10,000 feet (1.9 miles)

from the edge of the runway. There is a substantial economic cost and loss by not being able to utilize an

airport’s surrounding land to maximum capacity. A vertical takeoff aircraft that consumes more fuel verses

a plane that literally takes up a large amount of valuable real estate can be justified in sight of its added fuel

costs and engine size in many comparison situations.

Thus the fundamental problem of successful commercial VTOLs lies within its engine's ability to generate

high levels of torque and rotational speeds from relatively small engines. Many attempts at developing a

small power plant capable of generating these requirements have been met with little practical fight

success. There are three main engines which make up the combustion engine technology world. These are

the 4 stroke, the Wankel rotary and the turbine engine. In aerospace the 4 stroke engine dominates the

small propeller driven aircraft while turbines capture all of the jet market. Both piston engines and Wankel

rotary engines have been tried with VTOL aircraft with no clear successes. The reasons for this lack of

success lies squarely in the need to generate a large amount of engine torque relative to fan rotational

speed. Although engine torque is more or less a constant and purely dependent on the weight of the

vehicle (and lift speed), the required fan velocity depends on the area of the fan blades. Helicopters are

successful because of the length and surface area of its rotors thus creating both higher rotational inertia

and higher air volume per unit time. The smaller the area of the propellers (fans), the greater the rotational




speed must be to move the same amount of air as a bigger propeller. Also higher rotational speeds equates

to less torque being available since they are proportional according to the horsepower equation of RPM x

Torque / 5252. Because of these difficulties in developing a fuel powered VTOL, many developers have now

turned toward powering aircrafts with electric motors and batteries to achieve a flight time of only about 15

minutes. Such is described as an air taxi and such is powered by lithium ion batteries. These air taxis utilize

multiple motors and blades so that the required RPM and torque is shared and the gross area of the blade

area is greater. Hybrid aircrafts using a fuel powered generator to power electric motors will fair much

better in flight time.

In general gasoline (liquid) engines utilize the methods of high frequency explosions to turn a crankshaft. Thus

the larger the engine block the more torque it can create and the more pressure it can handle from the

explosions. Crankshaft speed which is directly related to fan speed is the least of the problems for successful

VTOL flight. Each fuel mixture has a fixed amount of specific energy within it which creates a given explosive

magnitude under a given pressure and temperature which produces a reciprocating speed of the valve

connected to the crankshaft which the engine block must absorb. Thus the greater the need for torque and

speed creates a need for a larger engine block which adds weight and in turn reduces the torque to weight

ratio making small engine VTOL aircrafts impractical not to mention very loud.

Referencing Prior Art;

U.S. patent 5,115,996 and 6,808,140 describes a VTOL aircraft having four pivoting nacelles having two

rotary combustion engines within each. The craft has vertical and horizontal tail stabilizers and wings at the

side which fold.

U.S. patent 4,071, 207 describes a ducted wingless VTOL having variable blade pitch fans. Forward

propulsion is generated by varying the vanes in the ducts from a vertical to horizontal position in which the

rear duct sits higher than the front ducts. All fans are interconnected by shafts to a single engine.

U.S. Patent 6,843,447 describes a VTOL aircraft having two elongated nacelles on each side each holding two

vertically thrusting variable blade fans. Fixed wings are on each side and fixed horizontal and vertical tail

stabilizers. Two independently horizontal thrusting ducted fans sit outside the aircraft.

It has been concluded that the likelihood of developing a VTOL aircraft which has a large area to fan ratio

utilizing today’s engines and motors is unfeasible and that totally new machinery using available methods

and techniques must be implemented. It is therefore the object of this invention to produce a viable




combustion powered VTOL aircraft that addresses and solves all of the problems and ramifications of the

above mentioned efforts and to introduce new benefits, ease of use and safety in such a device.

BACKGROUND – Objects & Advantages

The objects and advantages of this VTOL over runway aircrafts, large blade helicopters and small blade

VTOLs of combustion, combustion-electric (hybrid) and electric are several. For the rest of this document,

the vertical lift aircraft described shall have the name Vertical Flyer and the engine shall be the Split Power

Engine.

1. Power.

In order for an aircraft to defy gravity power is needed. Power is the multiplied combination of Torque and

RPM and is embodied in the equation, Horsepower = Torque x RPM / 5252. For vertical takeoff aircrafts the

minimum amount of torque is equal to the weight of the aircraft. Unless one wishes that the aircraft fly

faster than a particular speed, hover power serves as the highest demand condition. In practice the engine

torque should be 50% to 100%+ over the minimum required torque. A standard roadable car will weigh

around 5,000 pounds. In order to compensate for acceleration lift, turning g-forces, additional weight and

other miscellaneous forces and performance techniques, 100%+ torque should be added. This brings the

required torque for a 5,000 lb. vehicle to 10,000 foot-pounds. In a flying car format, since the fans are

retractable under the car, the size of the fans are limited to its width of 6.5 feet so there will be 4 fans (2 on

each side) with a diameter of about 33 inches each. Maximum road sanctioned vehicle body widths in the

United States are 8.5 feet. The equation for determining the rotational speed of the engine is, Lift in pounds

= lift coefficient 1 x .5 x air density @ 5,000 ft. of .00204 slugs per cubic foot x air velocity feet/sec. (squared)

x fan area sq. ft. Where the lift coefficient is set at 1 for a fan blade angle of 5 degrees (CL of 1.74 and 18

degrees is maximum), the air velocity is 645.3 and each total net fan area is 5.89 sq-ft. Thus the required

RPM calculates to 4,482. When plugged into the power equation we get 10,000 x 4,482 / 5252 = 8,533 hp.

Compare this to a 600 hp turbine engine in a helicopter and such large amount of horsepower demonstrates

why successful small duct aircrafts have not materialized. The Vertical Flyer utilizes the Split Power Engine

with an anti-precession engine and conversion module. Because the max width of the engine is limited to

the 6.5 foot width of the car, the rotor which supports the torque can have an approximate 5 foot diameter.

This leaves up to 9 inches beyond each side of the rotor’s diameter for the Torquers. Due to the moment

arm generated by a 2.5 foot radius rotor only about 2,857 pounds of “direct” torque force is needed to turn




10,000 lbs. This is just 28.57% of the max required torque of 10,000 lbs. When plugged into the equation

the power calculates to 2,857 x 4,482 / 5252 = 2,438 hp. This 2,438 pounds can be considered virtual

horsepower. The lowering of the horsepower from 8,533 down to 2,438 does not in any way save or create

additional power out of thin air. It only disperses the power requirements long the rotor’s circumference.

This is such because as the length of the rotor arm increases so does the circumference of the rotor edge

where the combustion force is applied and the moment arm generated. As the initial force provides a

“length” of rotational power, because the length is longer at the perimeter, additional forces must be

initiated to compensate for this circumference length. (A 4 stroke engine crankshaft moment arm is about

.2 feet (2.5 inches) giving it a circumference of 1.25 feet.) The rotor having a 2.5 foot radius has a

circumference of 15.71 feet. Depending on size and performance parameters, 14 Torquers can be set

around the perimeter of the rotor. Because the anti-precession engine is just a clockwise rotating mirror of

the main counterclockwise rotating engine, there will be 28 total Torquers between the two engines.

Setting the duty cycle rate to 20%, the number of simultaneously firing Torquers is arbitrarily set at 28 x 20%

= 6 (rounded up). Three Torquers firing in the top engine and three firing in the bottom engine in balanced

(triangle) positions. 2,857 pounds / 6 = 476 pounds of force is required per Torquer. If the gas expansion

length from the Torquer’s combustion chamber to the rotor edge is 2 then the force required per Torquer is

476 x 2 = 952 pounds.

For comparison purposes the pressure in a 4 stroke engine cylinder at top dead center is about 1,500 psi

over a 10.75 square inch bore area resulting in 16,125 pounds of force and 115.4 psi at bottom dead center

ending in 1,240 pounds of force. There is 1 combustion cycle for every 2 shaft rotations. With an 8,000 rpm

redline, the revolutions per second are 8,000 rpm / 60 seconds per minute = 133.3 rps. This results in a total

vacuum, air compression, power stroke and exhaust cycle time of, 1 revolution / 133.3 = 7.5 milliseconds. In

a 12 stroke engine, 3 cylinders are in different phases of the power stroke at any given time which means

that equal cylinder power is not being applied. For any engine, a constant (or average) force of the required

torque must be applied in order to maintain a smooth baseline rotation.

The inertia of the Split Power Engine’s rotor determines how often the Torquer sets must fire in order to

maintain the targeted rotor 4,482 RPM. This window of time between each Torquer set repeatedly firing

will vary based on the load requirements. An increase in the blade angle above 0 degrees of the lift or

propulsion fans will cause an immediate load on the engine. The faster the rotor speed the more time

between Torquer strikes exists due to the reduced time for rotor slowdown caused by the load and its

inertia. It is this gap in time that determines fuel consumption rates. There are many variables that can be




utilized in order to achieve the same end result of maintaining the correct engine power output such as the

combustion chamber sizing, the amount of fuel, fuel type, rotor mass and thus inertia, the amount of

compressed air (oxygen) and blade angle.

2. Takeoff and Landing area.

The footprint of a standard seven person helicopter can be seen as a 37 foot diameter footprint or about 48

feet when adding in the swing of the tail rotor. Codified minimum landing area as related to a helipad can

range from about 70 feet to over 100 feet in diameter. However due to the rotation of the blades, weather

and skill of the pilot, any vertical masses must be taken into account and can increase this minimum landing

area. Wing based aircrafts take up much more space because of the need for a runway. And even beyond

the runway aircrafts take up much more “land value” area due to the fact that there are building height

restrictions that typically encircle airports and/or extend beyond each runway’s line of sight.

The Vertical Flyer is designed to be able to take-off and land in the tightest of spaces due to its use of Rotary

Vector Thrust Nozzles. These vector ducts are located most effectively about each of the four corners of the

Vertical Flyer’s exterior and allow 720 degrees of air thrust. Extreme precision landings and take-offs can be

performed by laser guided computers. The benefit of this extreme precision allows for the Vertical Flyer to

arrive and depart from rooftops and smaller helipads. It also allows for it to butt up against buildings and

structures for emergency evacuation and loading purposes in the event that helipads aren’t available or the

structure isn’t designed to hold such a load. It also allows the craft to land closer to people since the vertical

lift ducts are shrouded in nacelles.

3. Flight Time.

Currently the solution for eVTOLs (electric powered VTOLs) is to use them as air taxis with 15 minutes of

flight time. This solution will either use lithium ion batteries or a gas generator for the electric motors.

Because batteries must be re-charged, such downtime can be in the hours unless backup switching batteries

are available. Batteries also have a limited number of times that they can be re-charged before they

become non-charging or suffer from weak charges.

The Vertical Flyer utilizes the combustion engine solution of the Split Power Engine to directly provide

rotational shaft power to Variable Blade Pitch Fans or rotational power to an alternator which supplies

electricity to electric motors. Unlike battery powered crafts, the use of fuel allows the craft to carry

adequate amounts of it as well as lighten its load as the flight time progresses thus saving more fuel. The




use of the moment arm in the Split Power Engine will allow the Vertical Flyer in a multi-passenger version to

lift larger amounts of fuel for long distance and international travel.

4. Rigid Hovering and Stable Flight.

Airplanes cannot hover. Helicopters can have a steady and solid hover but extended hovering times can

cause the engine temperature to increase. Harrier Jump Jet vertical hover time is limited to around 90

seconds to prevent engine overheating. The Harrier also uses puffer ducts located in the wing tips, nose and

tail of the aircraft for stability. Helicopters can manually hover which requires a focal point and pilot skill or

a computer can perform the hover. There can be dangerous situations in helicopter hovering such as

hovering out of ground effect while simultaneously trying to transition to climb or maintaining height. The

results would be a lack of power and a possible rapid descent or a stall effect on the blades.

The Vertical Flyer’s fixed vertical fans (with variable blade pitch) in combination with the four Rotary Vector

Thrust Nozzles allow the natural side to side movement of an air cushioned craft (visualize a hovercraft) to

be easily stabilized in a fixed position manually with computer controls as backup or for primary use.

Positioning can be maintained by laser reference, by inertial measurement units or by GPS.

The Vertical Flyer solves the problems of level flight by using a single anti-precession engine package to

provide lift and variable blade pitch fans to account for differing center of gravities. Some of the VTOLs of

the "Prior Art" and many of today’s eVTOLs utilize four or more independently powered fans to provide lift

and some forward thrust. What this configuration presents is a "chair on water" effect in that each leg (on

floats) will act independently to the pressure under it as well as its own fluctuating forces due to motor

speed and fan inertia. Individually powered fans even if the variable blade fans are perfectly identical will

still operate differently because where manufacturing deals with macro structures, all proton structures

within every cubic centimeter will accept heat and vibrations differently thus affecting operation differently

on an averaged scale. Even if computers are employed which can increase stability, its placement within the

chain of operations is one of a problem corrector and not a problem preventer in that when the craft

becomes unstable the computers tell the engines to add or decrease rotation or fan pitch angle. Because of

the rotational inertia of the fans, any changes after-the-fact will only produce an increasingly unstable

aircraft. Helicopters and large rotor VTOLs remain relatively stable because of their use of a single axis

and/or large rotors which also produce inertia to smooth out stability imperfections. With the Vertical Flyer,

two or more engines can be used with 2 or more fans in a specific area for greater thrust but overall stability




is only achieved from each engine powering the minimum number of vertical lift ducts (which is 3 but for

practical purposes a minimum of 4 fans is required).

5. Fuel Efficiency.

Traditional aircrafts and helicopters are most efficient in forward flight. All of these aircrafts mainly use 4

stroke engines or turbines with a few using rotary engines. At most these engines are 25 to 35% efficient.

Aircraft surface area determines the amount of lift an aircraft generates. Weight and drag being equal, an

aircraft with a large planar surface area requires proportionally less horizontal thrust than an aircraft with a

smaller surface area. Although a traditional aircraft effectively utilizes its wings to hold the engines and fuel,

it presents the problem of wasted space in terms of passenger accommodations and higher real estate

occupancy.

FIG. 20. The Vertical Flyer could rely more on a blended body wing as opposed to traditional wings. This

means that in addition to the body of the aircraft being used to lift the aircraft it also is able to hold the

engine(s) and fuel and on top of the engines sits more passenger areas. The result is that the total area that

a traditional plane (or helicopter with blades) takes up, such area can be translated into a blended body

wing performing multiple functions and saving or equaling fuel expenditures.

6. Maneuverability.

Traditional aircrafts with wings use ailerons to roll, elevators to pitch and rudders to yaw. Combinations of

ailerons and rudders allow aircrafts to bank turn, pivot one side up and one side down and pivot the nose up

and down. All of these motions require horizontal flight. At speeds below and above certain thresholds

these motions become less responsive and even dangerous.

The use of Rotary Vector Thrust Nozzles in combination with Variable Blade Pitch Fans allows the Vertical

Flyer to perform the roll, pitch and yaw motions in standstill, ascending/descending flight, slow flight, high

speed flight and reverse flight modes. Such maneuverability allows the Vertical Flyer to perform according

to the pilots wishes in a multitude of situations.

7. Safety.

Safety is an important feature in all aircrafts. Although both airplanes and helicopters have various means

to deal with in air emergencies there still remains the threat of injury or death to passengers by the aircraft

falling to the ground. The loss of engine power in airplanes and helicopters (particularly in the tail rotor) will

result in a crash or crash landing. The Vertical Flyer has several features to not only protect the passengers




from injury or death but also to protect the aircraft and people and property on the ground.

a. Parachutes - The Vertical Flyer is equipped with a minimum of four electric ignited rockets connected to

four parachutes located at four outer points of the aircraft. Four parachutes provide landing stability.

Although some smaller aircraft are equipped with parachutes, there still remains the likely possibility of

landing gear or frame damage due to the speed of descent at ground impact. Additionally depending on the

height at which power is lost and the weight of the aircraft, the parachutes will not deploy properly

(particularly parachutes that are not projectile power opened) and property damage and injuries have a

higher chance of occurrence. Helicopters must rely on autorotation in which the air below causes upward

pressure on the main rotor blades in order to rotate them and slow down any unpowered descent.

b. Multiple Engines – In single engine aircrafts there is no backup engine. Such aircrafts are typically smaller

and lighter and must rely on gliding techniques. In two or more engine aircrafts, one engine may

successfully allow the aircraft to land safely. In many aircrafts the possibility of backup engines is not likely

and other engines that may be operating may need to increase power output so stable flight is maintained.

The Vertical Flyer through its use of dual Split Power Engines technically has dozens of engines. A roadable

based Vertical Flyer can have 28 Torquers, 14 in each engine. Because each Torquer provides its own fuel

and air to its own combustion chamber, the failure of one or more Torquers do not affect the operations of

another Torquer. Technically just 1 Torquer is needed to keep the rotor spinning. Although this single (or

several) Torquer cannot provide the full power to maintain the required rotational speed, it can provide

additional power to the Flywheel to slow down its decrease in rotational speed and allow for a powered

landing from a higher altitude.

c. Flywheel rotational energy storage – The flywheel feature in the Split Power Engine allows stored

rotational energy to be tapped in case of any Torquer failures which cannot provide substantial power. The

amount of rotational power stored can be varied because of the use of Variable Blade Pitch Fans. If the

Vertical Flyer is carrying a large load or a desire to have safety factor increased exists, the flywheel can be

made to rotate faster to generate more inertia while the blade angle is set closer toward zero. Additionally,

the rotor can come from the factory heavier or weights added to the rotor in the field to increase inertia.

d. Guided landing – Although parachute equipped aircrafts may prevent substantial aircraft damage and

save the lives of passengers, there are still landing issues. Such unguided aircraft could land in a body of

water, or on or into a building or power station.

The Vertical Flyer is equipped with Rotary Vector Thrust Nozzles which provide full directional control in

emergency landing situations. Depending on the altitude, the aircraft, particularly if it is over a body of




water can be pushed toward the nearest land mass.

e. Gentle landing – Small rocket jets can also be placed within the body of the Vertical Flyer to assist with

soft landings just in case parachutes are needed.

f. Floating body - Traditional airplanes and helicopters have thin bodies and thus high weight densities. This

does not allow them to float on water for any substantial period of time. Such can mean a loss of life as well

as the loss of aircraft.

By the inherent need of the large diameter Split Power Engine, the body of the Vertical Flyer follows as well.

Form Follows Function. The craft will be able to not only float but to cruise on water. Its forward

movement can be created by the rear air thrust fans (like a fan/air boat) or via the side Rotary Vector Thrust

Nozzles which pull in air (or water) from the front or bottom of the aircraft.

All of these safety features will in turn reduce the cost of acquisition and operations through liability and

insurance cost reductions.

8. Flight Speed.

In general helicopters have a top cruise speed of around 125 to 150 miles per hour with the world record

said to be 249.09 mph. Small single engine propeller planes powered by 4 stroke engines typically have

speeds in the range of 130 to 160 mph while turbine passenger jet aircrafts cruise at 400 to 600 mph and

above. Speed is a function of aircraft weight and body drag. The faster the aircraft goes the more drag that

is created and thus more power is needed.

The Split Power Engines which provide rotational power to the vertical lift fans likewise can provide forward

thrust power. Because the power required to lift the Vertical Flyer may be substantially more than the

power to move it forward given certain speed limits, an ample amount of forward power will now be

available to allow it to exceed the speed of most vertical takeoff and lift aircrafts such as helicopters. For

both smaller and larger passenger commercial versions of the Vertical Flyer, horizontal jet engines or

horizontal fan based engines powered by the Split Power Engine can be attached to the aircraft to reach the

currently desired commercial jet speeds. It is said that heat exhaust from jet engines contribute to less than

10% of its forward propulsion.

9. Power Upgradable.

In general aircrafts and helicopters cannot be upgraded to provide more power and if so it’s not a quick

adaption. The result is that live loads must conform to the aircraft’s power specifications. Certain situations




such as rescue or evacuation events demand that the aircraft conform to the load. This would involve

multiple people trapped in a building or in water and more than one trip back to the scene would increase

the probability of tragedies.

The Vertical Flyer is power upgradable on demand via its use of the Split Power Engine with its plug-n-run

Torquers. Thus depending on the weight and load of the aircraft fewer Torquers can be utilized which

translates into a cheaper engine cost. When more weight or greater flying speed is needed then Torquers

can be added minutes before flight. Additionally each Torquer can have larger sized combustion chambers

to produce greater force. Damaged or dysfunctional Torquers can be delivered to service centers.

10. Passenger Capacity.

Helicopters in general carry anywhere from 5 to 9 people. Single engine aircrafts carry 4 people. Small

business jets carry 10 to 16 people. The largest airliners carry up to 500 people. The overall design of all

aircrafts is a slender tube with large wings in the center and small wings at the rear. The size of the largest

aircrafts are limited by runway size and load capacity (not to mention economics). The main culprit is the

large wingspan which can reach over 225 feet in width for passenger aircrafts and over 300 feet for cargo

aircrafts. The largest of these passenger planes can weight 1 million pounds when fully loaded, have a wing

area of up to 6,000 square feet and a 20 foot wide, 250 foot long fuselage with an area of around 5,000

square feet (which also supports lift).

As stated, the Vertical Flyer’s use of the Split Power Engine allows it to vertical lift a large amount of

practical masses. If we take the 8,000 square feet of wing area (and reduced fuselage area) and stay within

a 60 foot Vertical Flyer width, a 8,000/60 = 133 foot length is realized. Such would allow a lever arm radius

of about 25 feet.

11. Road worthiness.

Currently there does not exist a practical true flying car. Today’s prototypes mimic roadable planes.

The Vertical Flyer in its car form conforms to what current vehicles look like and drive. Having four

traditional sized wheels and drivable on a regular basis. Its design allows all aircraft features to be hidden

in road mode and vice versa, allows the main car features to be hidden in aircraft mode.

12. Noise and Air Pollution.

Noise and air pollution are fundamental byproducts of combustion engines and aircrafts. Because mufflers

create backpressure which reduces engine power their effectiveness is limited in 4 stroke aircrafts. Turbine




engines have no muffler or air pollution reduction devices like catalytic converters and thus pollution has

been a growing concern.

The Vertical Flyer’s use of self-contained Torquers enclosed within a common engine shell and ducted shaft

driven fans allows for sound to be reduced substantially. The Split Power Engine also has several methods

of reducing pollution via its larger catalytic converter area, fan powered muffler and independently

controlled combustion chambers. The quadruple sound enclosure involves the fully enclosed Torquer where

the combustion chamber is located, the thin rotor-torquer gap which limits sound escape, the power muffler

and the resonator. These items are further enclosed within the engine shell and then the body of the

aircraft which can surround the engine with sound absorbent material. All of the shafts to each fan can be

liquid sealed to prevent sound escape and reduce friction. The edges of the fan blades can produce a range

of high pitched sounds and can be covered.

13. Control and Ease of Use.

The Vertical Flyer is relatively easy to use as compared with the helicopter and other VTOLs. Because the

thrust is separated into vertical and horizontal vectors using separate variable blade pitch fans that are

interconnected, a greater level of stability can be achieved. In addition to this interconnection, it has Rotary

Vector Thrust Nozzles placed around its perimeter so that a relatively stationary level of hovering can be

achieved in the presence of wind gusts. These thrusters are required because VTOLs operate as air floating

devices and just like hovercrafts and boats on the surface of water, can be moved by a small force.

14. Uses.

a. Travel: The Vertical Flyer is a versatile air traveler. In general current small duct VTOLs and eVTOLs must

be lightly loaded in order to have a safe flight. These VTOLs also skimp on passenger comfort in terms of

space. The Vertical Flyer can adapt to the flying load and conditions by installing additional Torquers.

b. Civil Service: Rescue ability is a major benefit of the Vertical Flyer. Picking people up off of mountains,

out of the sea, off of buildings, building windows and even out of traffic jams makes it valuable to society.

This is easily accomplished by use of Rotary Vector Thrust Nozzles which allows the aircraft to butt up safely

against objects.

c. Military Service: The Vertical Flyer’s potential for military use is unlimited.

In conclusion all of these features and design configurations allow the Vertical Flyer to operate as a true

roadable flying car and heavy lift multi passenger aircraft.




SUMMARY OF THE INVENTION

What is presented here is a novel design to a small duct VTOL air vehicle. The Vertical Flyer utilizes a

network of interconnected shafts turning variable blade pitch fans powered by an anti-precession Split

Power Engine to achieve stable flight. There are four fixed lift fans, two in the front at the sides and two at

the rear at the sides. Each fan is located within a nacelle with protective air vanes. At the top of the nacelle

is a lift door which can be opened so that a greater amount of air can enter for greater lift and lift speed. A

minimum of two variable blade pitch fans should be used to provide forward thrust to the craft. Air is

received by these fans from an entry point underneath the craft or from an air tunnel from the front of the

craft or from openings at the sides or top of the craft. Rotary Vector Thrust Nozzles attached to each of the

forward thruster fans allow for 3 axis 1080 degree maneuverability. Four rotary vector thruster nozzles are

located at the perimeter of the craft and most conveniently in the center hub of the wheels on roadable

versions. These rotary thrusters provide the aircraft with horizontal stability when hovering and are used in

precision maneuvers. The thrusters can also be used as air brakes. Like ailerons and air flaps on airplanes

these thrusters provide the craft with roll, pitch and yaw capabilities and at greater angles than current

means. Using multiple fans powered by a single rotational power source allows the separation of flight into

individual vectors while achieving a more stable flight.

The Vertical Flyer features a permanent or detachable multi position Y-wing module. This module allows the

wings to be fully concealed under the body of the aircraft or flying car. It allows the wings to pivot from a

hidden position to forward swept, delta and back swept positions for varying flight capabilities and flight

styles of multiple angle of attacks. The wings feature individually controllable air flaps and ailerons for

braking, turning and lift just like traditional aircrafts. The use of wings allows more lift to be created in

forward flight which in turn reduces engine load linked to the vertical lift fans and allows more power to be

available for the forward thrust fans.

The Vertical Flyer is also a roadable craft. Because of the high horsepower generated, the Split Power

Engine is able to fit within a standard sized vehicle footprint. When airborne, the wheels can lift into the

body of the car and rollup gates cover the wheels for greater aerodynamics.

FIGURE 19. 7 Laws of the Vertical Takeoff and Lift Vehicle

A small duct vertical takeoff and lift aircraft cannot work solely on engine power which is today’s greatest

impediment to a successful combustion VTOL but must operate on 7 key principles which includes




mandatory engine features. Any lack of one of these principles renders the VTOL unstable and to a degree

nonfunctioning. The 7 Laws of the VTOL include the minimum devices, device features and positioning to

accomplish the task of having a fully functioning, safe and highly versatile flying car and aircraft as required

by its vertical lift demand, limited size, higher weight density, smaller propulsion fan area and smaller lift fan

area. These 7 Laws are:

1. Free Spinning Rotor.

Purpose: Rotational energy storage and unrestrained rotational speed (RPM).

Reason: By storing rotational energy, the gas expansion from the combustion chambers can be maximized

and time varied to power need. Also there will be no engine time lapse from delivering power to the fans

for quicker propulsion or altitude change. Unrestrained RPM is mandatory because unlike the long blade of

a helicopter, the short blades and thus smaller fan area of VTOLs require greater rotational speed to move

same amount of air per unit time.

Prior Problem: In order to change aircraft altitude or velocity, engines must operate at a higher speed which

means more fuel and more time and thus a lag in performance change.

2. Moment Arm.

Purpose: Torque multiplier. Larger diameter allows for more independent combustion chambers and thus

more power to the rotor.

Reason: By making the rotor radius as long as possible a maximum distance from the axis can be achieved

thus creating additional torque force (or requiring only a fraction of the required torque).

Prior Problem: Vertically lifting an aircraft requires engine torque equal to and greater than the weight of

the aircraft. Airplanes do not have this problem because the wings support the load and its horizontal

engine only needs to provide thrust power between 10 and 20 percent of the aircraft load. Also additional

torque is required for vertical acceleration and turning g forces for stabilization.

3. Independent gas ejection combustion chambers. Torquers.

Purpose: More complete combustion, variable pressures, add and subtract Torquers based on VTOL weight

and desired performance and elimination of 4 stroke engine belt connected parts. Multiple Torques

enhance fail safety. Gas ejection allows gas mass to be “thrown” into the rotor thus allowing complete

separation between cause and action so that one cause does not hinder action and vice versa.

Reason: Reduction of exhaust pollution, adjustment to altitude air density, better aircraft maneuverability




and no direct power loss due to non-connections to other engine parts.

Prior Problem: 4 stroke engines are connected via a belt to 8 other devices. Turbine rotation is connected to

compressor.

4. Counter rotating engines for anti-precession.

Purpose: Prevents precession which causes turning problems. Precession is a force which acts against a

repositioning of the rotational axis. Prevents upward or downward movement of nose when turning,

pitching and rolling.

Reason: Because the moment arm and flywheel which results in a large diameter rotor are mandatory for

high torque and high rpm, precession is unavoidable.

Prior Problem: Traditional aircrafts must have only one engine or equal sets of engines for aircraft center of

gravity balancing. Balancing is required so that precession is overwhelmingly minimized when making turns,

rolling or changing angles of attack.

5. Interconnected axle.

Purpose: 100% engine cycle utilization, reduction of number of engines, maximum moment arm torque.

Reason: Allows for a more powerful single engine package thus saving space. Engine is always in use

whether for vertical takeoff or forward flight or both and fans (or ducts) don’t have to be rotated thus

allowing a wider range of flight maneuvers and steadier control. Because the axle shaft has the smallest

diameter within the rotor, the torque created by the rotor transfers directly to the rotor shaft and thus to

the fan shafts and thus to the fans. Optionally the shaft to the fans can turn the fans at the outer diameter

of the fan instead of the center and produce more torque (at the expense of rotational speed) thereby lifting

more aircraft weight.

Prior Problem: Lift fans must be rotated to become propulsion fans thus limiting in flight maneuverability

and increasing precision piloting requirements and difficulty. Engine power is reduced because torque is

applied at the center of the fan which means that the air flow load going from the center of the fan to the

edge creates a heavier load than the actual aircraft load.

6. Variable blade pitch fan.

Purpose: Constant engine speed, immediate takeoff, quicker landings.

Reason: More precise lift control, maintain and change altitude without changing RPM of engine, G-force

banking control for tighter turns, adjustment for altitude air density without increasing engine power, allows




for maximum torque at small blade pitch angles.

Prior Problem: Fixed fan blades require a change in engine power which creates lift and propulsion lag time.

Lag time reduces emergency maneuvering response. Lack of oxygen for engine at higher altitudes limits

flight altitude. Lack of air particles at higher altitudes requires more engine power.

7. Rotary vector thrust nozzles.

Purpose: 1080 degree and 6 axis aircraft movement control.

Reason: Braking, yaw, roll, pitch, lift and propulsion. Horizontal, spin and reverse direction aircraft

positioning. Aircraft angle control during turning, banking and hovering. Zero roll 100% yaw turning. Softer

and position targeted landing upon parachute deployment.

Prior Problem: Airplanes cannot stop in mid-air and have large diameter turning radius. Helicopters cannot

butt up against a structure or get into tight spaces. Hovercraft and VTOLs without thrust vectoring lack

horizontal traverse control.

DESCRIPTION OF THE FIGURES

Figures 1 through 30, see drawings

DESCRIPTION OF FIGURE REFERENCE NUMERALS

see drawings

DETAILED DESCRIPTION – Preferred Embodiment

see drawings

DETAILED DESCRIPTION OPERATION - Preferred Embodiment

The pilot sits in the Vertical Flyer and enters the parameters of estimated max altitude height, max speed,

desired travel time and destination into the computer. The computer takes this information and

incorporates other information such as passenger and cargo weight, fuel type, altitude, air temperature,

density and humidity. This information is then used to determine the torque and rotational speed of the

main engine and fuel consumption. Both the clockwise and counterclockwise engines start to rotate up to

the calculated speed. Once the required speed is reached the pilot directs the Vertical Flyer to lift off in

which the blade pitch of the variable blade pitch fans are adjusted from zero degrees to a greater angle.




Once ground clearance is achieved the gyroscope adjusts each of the four variable pitch fans individually to

balance the aircraft on all axis'. Once balancing is accomplished the wheels are retracted. The pilot directs

the aircraft to climb which is preferably accomplished by increasing the pitch of the vertical thrusting

variable pitch fans but also can be accomplished by increasing the rotational speed of the engine. The pilot

can choose to extend the wings so that more lift can be provided without increasing the engine's speed thus

allowing more available power for the forward variable blade thrust fans. The pilot directs the aircraft to

move forward by increasing the blade pitch angle of the forward variable blade thrust fans. Regardless of

whether the wings are extended or not, upon forward movement, the aircraft’s body produces a level of lift

and the pitch of the variable pitch vertical lift fans can be reduced accordingly.

FIG. 8. Directional control along the x, y and z axis' can be accomplished using the directional thrust air

system. Turning, and altitude manipulation of all directions is accomplished via the rotary vector thrust

nozzles in addition to individually varying the pitch of the variable blade pitch fans. This also can be assisted

by utilizing the air flaps and ailerons on the wings.

FIG. 14. In the event that the engine, a variable pitch fan or a shaft fails, the pilot releases the parachute

rockets thus deploying all four parachute canopies. If the rotary vector thrusters are still in operation then a

directional controlled descent can be achieved.

CONCLUSION, RAMIFICATIONS AND SCOPE

In conclusion this invention possesses novel features that allow a greater level of flight control, power,

power transfer and lifting capabilities not available in current winged flying machines and vertical lift

designs. The ability to add additional power through the shaft network increases the versatility of this air

vehicle. The ability to precisely maneuver the positioning and stability of this air vehicle is accomplished by

the combination of its several features. The combination of the Split Power Engine, single shaft power,

variable blade pitch fans and rotary vector thrust nozzles together present a realistic and feasible vertical

takeoff and lift aircraft. Safety and reliability are an inherent part of this vehicle's design. Because of its

unique design the Vertical Flyer is able to operate in the air, on land, in the water or under the water with

only moderate changes to features such as material type, shaft enclosures and seals.

ADDITIONAL EMBODIMENTS and RAMIFICATIONS

In addition to the Preferred Embodiment there are other embodiments and ramifications to which this




invention can be applied with no limitation to the following. These devices and the methods incorporated

herein can be utilized in any sized aircraft. Instead of utilizing a shaft, the internal cooling fan blades of the

Split Power Engine can provide lift by increasing the exhaust shaft and rotor axis diameter.

OTHER EMBODIMENTS and RAMIFICATIONS

The procedures, elements and assemblies described herein and any changes made in the steps or the

sequence of steps of the methods described herein can be made without departing from the spirit and

scope of the invention as defined in the future claims.

TITLE

VAHST - Vector Air Highway Air System of Transportation

CROSS-REFERENCE TO RELATED APPLICATIONS

1. Impulse Reaction Torquer Inertia Split Power Engine – provisional patent

2. Rotary Vector Thrust Nozzle and Variable Blade Pitch Fan for Aircrafts and Flying Cars - provisional patent

FEDERAL SPONSORED R&D STATEMENT

Not Applicable

NAMES OF PARTIES TO A JOINT REASEARCH AGREEMENT

Not Applicable

REFERENCE TO A “MICROFICHE APPENDIX”

Not Applicable

STATEMENT REGARDING PRIOR DISCLOSURES BY INVENTOR

Not Applicable

BACKGROUND OF THE INVENTION - Field of Invention

The present embodiment of this invention relates to air transportation, flight efficiencies and safety and

more specifically a uniform air traffic flight highway system.




BACKGROUND OF THE INVENTION - Prior Art

The world of aviation has come a long way. Just over 100 years ago only birds flew upon the air. Now all

sorts of flying machines permeate throughout the skies. The goal of aviation from the beginning has been to

develop flying machines that would someday become so affordable that many people of various income

levels would be able to afford one or at the very least have regular access too. Current technologies are

now available to achieve this goal. The main barrier to this vision is that inability to develop a practical

vertical takeoff and lift aircraft so that takeoffs and landings aren’t solely regulated to airports. The other

barrier to such vision is the lack of means to handle such increased aircraft volume safely.

In general there are three major areas of the flying process; takeoff, flight and landing. The current problem

with air travel is that although the space above the earth can contain as many aircrafts as can be made, the

ability of these aircrafts to takeoff and land anywhere is where the operational disturbances occur. As of

2018 the number of scheduled passengers boarded by the global airline industry annually is 4.358 billion.

Currently the United States handles 50% of all the flights of the world. However only a small portion of its

19,000+ airports are utilized to capacity. One reason for this is that many of these airports lie outside of the

major cities which require a second mode of lengthened car travel which travelers are reluctant to make.

The FAA (Federal Aviation Administration) has been seeking to expand the role of these airports to handle

more air traffic in which the aircrafts will generally be of the private and air taxi type (6 -10 passengers). Yet

this scenario hinges mostly on the decision to make the extended car trips by passengers to these outer

perimeter airports.

Although VTOLs, Vertical Takeoff and Landing aircrafts have shown to be a key element in expanding the

capacity in both the air as well as in takeoffs and landings at urban airports no practical solution has been

developed. The idea behind VTOLs is to utilize these outer lying airports as well as newer smaller ports that

would be able to handle personal VTOL aircraft within a limited amount of space. Until a viable solution is

found for the VTOL, current systems are focused on development around the runway dependent aircraft.

Air traffic control systems generally operate according to preflight highways and constant communication

contact with several ground controllers. A current solution to expanding capacity is to reduce aircraft to

aircraft distances. This can easily be made possible by current technologies such as GPS (Global Positioning

Satellites). In general most aircrafts fly along predetermined air highways. Flight separation and speed must

be radioed to ground based personnel who monitor the sky’s traffic in order to prevent aircraft conflicts.




When a pilot wishes to change course whether vertical or horizontal it must obtain permission from ground

control. The majority of reasons for changing original courses of flight range from weather to mechanical

concerns since the arrival destinations are almost absolute. The use of radar and tracking systems has made

these changes in flight feasible, yet for every so many aircrafts in the sky a ground based person must be

available to facilitate these changes. The bottleneck here is that since current technologies are able to

produce more aircrafts at reduced costs, more personnel are needed to handle this which increases

workload per individual and subsequently increase the probability of aircraft to aircraft interferences.

Some systems are currently in development in which fully automated systems will constantly accept data

from every aircraft in the sky. Information such as altitude, direction and speed to be feedback into this

system. The system will then recalculate all of the information and feed it back to each aircraft according to

its positioning so that the aircraft may adjust its variables accordingly. This system likewise goes for aircrafts

desiring to change these variables which would also be sent to the system and processed accordingly. This

system in effect is proposed to eliminate the greater burdens on ground based personnel and increase

capacity in the skies through precision path flying.

As knowledge of implementation of technology grows so will dependence on it also grow. Technology is a

useful tool yet technology lacks the ability to anticipate future environmental and manmade changes based

on immediate scenarios whether real or unreal.

A perfect scenario of this is if three planes are flying in the general vicinity of one another; one above and

two adjacent to each other. Mechanical problems to the one above force it to take immediate action and

dive at a steep angle so that some lift is generated. The aircraft below it whether directly under it on near it

reacts (as human defense intelligence goes) and seeks to maneuver out of harm’s way. The aircraft in

distress is falling at the upper left at an angle to this aircraft and the third aircraft is at the right of the

aircraft in scene. Slowing down is not an option so either the aircraft in the scene must dive or rise at an

angle. This situation has a couple of ramifications. First only a human can anticipate and maneuver in such

a scenario and second the temporary dent in the highway traffic will cause the computer to output only a

distress warning to other aircrafts approaching such a scene. The changing of one aircraft's variables due to

the warning affects the actions of other aircrafts and the system must recalculate all bearings. Although

some may argue that this is the best technology can offer they are right. This is the best that technology can




offer. And although AI (artificial intelligence) will make incremental gains in mimicking the intuition of

humans, it will still be a data based typed of intuition.

A large percentage or total dependency on computer systems for safe flying within tight parameters is a

recipe for disaster. Whether these computer systems utilize AI learning from the past to predict the future

or best response operants, the ability of the human to process real time scenarios with potential

ramifications of immediate situations trumps the notion that 100 % power should be placed in computers.

Yes the computer has shown itself to be a helpful asset but like aircrafts it is subject to failure whether

multiple systems of redundancy are in place or not.

The VAHST- Vector Air Highway System of Transportation is a system that is designed to provide all of the

elements that the world's Air Transportation Authorities seek such as the need to increase air space

capacity, safety and time and fuel efficiency yet under a system of both heavy or light use of technology.

BACKGROUND - Objects & Advantages

The objects and advantages of the VAHST- Vector Air Highway System of Transportation over current

systems will allow the air transportation industry to reach its maximum potential.

1. Design and Ease of Use.

The VAHST is a unique method of routing aircrafts from takeoff, flight and landing. The routing methods

used will allow pilots who are non-instrument rated fly in atmospheric conditions alongside pilots who are

instrument rated. The VAHST having predefined vectors (directions) of travel as well as predefined altitudes

and speed ranges allows pilots of any training level quickly learn how the system operates.

2. Air Safety

Safety is the number one concern in air transportation. Because the VAHST has predefined vectors of travel

and altitude, a greater improvement of the current system of routing traffic to avoid collisions is realized. In

some cases foreign pilots entering another nation's airspace may not be familiar with all of the radio contact

procedures of another nation leading to a potential miscommunication. Because the vector airways of the

VAHST are based on the international standard Prime Meridian and Equator latitude and longitude

coordinates, worldwide implementation and consistency of safe operations is easily realized.




3. Air Capacity Expansion

The VAHST allows air capacity to be expanded almost infinitely. Air capacity is the lesserof the three

elements that needs to be addressed behind takeoff and landing congestion. Without solving these two, air

capacity will remain stagnant. The VAHST allows aircrafts to be placed in a more efficient and reliable

queuing system through the use of trajectories and speed adjustment. Although the vast majority of

passenger volume aircraft departure times are fixed, the VAHST allows an airline to shift its goal of being on

time to being on time as well as being early. Although fuel expenditures may rise because of increased

speed over a given distance, an aggregate balance and savings can possibly be realized through efficient

trajectory travel and reductions in late arrival costs (both monetary and passenger satisfaction).

4. Implementation Costs & System Development.

The current air traffic control system’s structure, hardware and software has been deemed outdated and in

need of immediate upgrades. Projections on budgets for implementation of these systems has been

determined to be in the hundreds of millions of dollars. What these pending systems will accomplish is

what human personnel have been doing over the past decades but on a greater quantity level utilizing

greater precision of aircraft positioning so that more aircrafts can be aloft at any given period of time. The

core operations of the VAHST are able to be individually implemented at the point of acceptance by each

nation’s air authority. The VAHST will not require extensive monetary expenditures in implementing the

new air highway variables such as altitude, separations and speeds, updating procedures and distribution of

information to air traffic controllers, pilots and airports. The second part of the system involves the queuing

and trajectory system. This system is most efficiently handled by automated computer program but can be

just as easily be accomplished using a spreadsheet until a program is in place with equal safety. The third

part of this system involves third party aircraft hardware and software developers modifying their existing or

new products based on the VAHST.

5. Worldwide Integration

The VAHST is a global system just as easily as it is a national system. Currently each nation claims a

controlled airspace area whereby they are able to dictate the operations of an aircraft. The VHAST is able to

operate just as efficient within one controlled airspace, several or the entire world whether or not other

nations are operating on it or on current systems. The VAHST allows a nation to control their entire

airspace’s entry areas through fixed or varying highways of entry.




6. Operations with computer systems.

Although the VAHST is designed to work with or without computers, technology does expand the flow of

information and precision of aircrafts operating within limited parameters. The VAHST can easily be

integrated into older air traffic control systems and flight methods well as developing systems.

7. Operations without computer systems (system failure).

Any fail-proof system in any industry is only fail-proof if it can operate safely without major technology.

Being totally dependent upon technology especially when gravity is involved is a recipe for disaster. All

systems which utilize circuity and codes are vulnerable to disruption whether natural (sun bursts),

unintentional (defect in software or hardware), hardware wear or intentional (malicious code). In its most

primitive mode, an aircraft no matter how small or large can safely operate within the VAHST using nothing

more than a magnetic compass (for direction), a barometer/altimeter (for altitude), a water bubble level (for

horizontal ground bearing) and an optional sextant (for relative location, speed and times of arrival).

8. Weather

Weather is a major cause of air traffic congestion and delays. In some cases these interferences are

unavoidable. At other times an aircraft risks can be minimized by utilizing the VAHST. For unfavorable

weather in flight, current solutions have been either to proceed with caution, rise above the weather or go

around it. The VAHST allows the implementation of all of these maneuvers while at the same time allowing

a reconfiguring of the queuing and trajectory system to accommodate the aircraft in this delay. Because

current air systems operate on aircraft height, speed and curving trajectory coordination, time delays are

much more difficult to calculate immediately thus increasing unexpectancy.

9. Redirecting Air Paths

The VAHST allows the air controllers to transmit flight modification information through traditional means

such as radio contact and also through more modern and efficient means such through cellular and satellite

data as well as the internet. Today high speed satellite internet is readily available allowing air controllers

from centralized locations to receive weather and flight data from numerous sources, process it and send

suggested solutions to aircrafts in graphical presentation. Allowing aircrafts to proceed through a number of

options increases the efficiency of aircrafts and allows carriers to proceed in what is best for them.




10. Airborne Conflicts.

Airborne conflicts have taken on a new dimension since September 11, 2001 in the United States of

America. Current procedures have been to scramble fighter jets to any commercial aircraft if onboard

conflict past a certain level has been reported. The VAHST allows the FAA or air authority to be notified of

any airborne conflicts and to immediately enter into the system a moving air hole around such aircraft.

What this moving air hole does is alert aircrafts who are in designated ranges of this aircraft to alter their

course, speed or altitude until the conflict has been settled. This feature essentially keeps all non-military

aircrafts out of the moving air hole for safety.

11. Aircraft Mechanical Failures

Although mechanical failures that lead to rapid altitude loss or emergency landings are few in relation to the

number of aircrafts landing safely, the importance of a system that minimizes external losses to other

aircrafts in the descending trajectory path is key. The VAHST allows a three dimensional air shaft hole to

descend down to the ground so that aircrafts flying along highways below can avoid any potential collisions.

Instead of an aircraft submitting information to the FAA for placement into the system, the information is

directly placed in the system so all aircrafts in the lower vicinity can take evasive action.

12. Rapid Flight Planning.

For large commercial airlines, flight plans are mostly made in advance. For smaller aircrafts, flight plans are

made within hours or days of the flight. This planning is important because bottlenecks can occur at takeoff

and landing if flight plans overlap. The VAHST's queuing system allows instantaneous flight allowance for all

aircrafts because it allows for multiple flight paths to be taken and it allows an aircraft to choose any

available takeoff and landing queue space.

13. Community Consideration

Community consideration is a growing problem in air traffic. From sound levels at airports to heavily

traveled air routes in which sound and exhaust pollution are factors, consideration to the effects on the

communities below are continually being addressed. The VAHST is versatile to these needs in that it allows

routes to be turned on and off in periods (daily, weekly, etc.) so as to divert traffic over other areas in which

the results are sound and pollution dilution.




14. Scalable for the Future.

For many systems in all industries, technologies and practices are continually changing. Because of the

nature of flying, the more obsolete a system becomes and the more growth that is achieved, the potential

for fatalities and error rises. The VAHST is considered a core system. This means that future technologies

that enhance this core system can change and become more efficient without any degradation to the core

system’s safety and operability. Because of this structure, the VAHST is infinitely scalable to meet the

different needs of the future no matter how much or different air transportation changes.

15. Control by Air Administrators

The ability of a nation's air administrators to combine safety with efficiency is highly important. This

involves the pilots of the aircrafts making independent decisions as well as administrators implementing

variable parameters. The VAHST incorporates both of these needs into one system. Currently air traffic

control is almost purely dependent upon an ask for directions structure. As capacity increases the number

of aircraft requests will increase also thereby putting even more pressure on individuals directing from

ground control stations. Also budgets will dictate a limit on the quantity and quality of ground personnel.

With the VAHST the FAA is able to reduce requests from aircrafts giving them more control to alter their

course of direction without the possibility of interferences from other aircrafts along other trajectories.

Because the VAHST can be automated the FAA is able to influence the airways through highway

configurations and safety parameters beforehand and in real time.

16. Military Operations.

In order for the military of a nation to be effective in traveling from one part to another it must not come in

conflict with commercial space. Current air systems utilize normal military flight paths for standard military

flight paths yet conflicts in which a combat aircraft is needed in immediate action cannot be well addressed

in such a system. The reasons for this is a combination of any point locations, speed and communication. If

speed were not a factor then the FAA would be able to precisely coordinate available air space into which

the combat aircraft can go. However because these aircrafts can go in excess of 1,000 miles per hour then

time is of the essence. What the VAHST allows is essentially two systems operating as one. A commercial

system and a national security system. Although coordination is important between the two, most of it is

predetermined and can be modified at notice. The VAHST allows air defense to maneuver to any location




along any trajectory at any speed without placing commercial airlines in jeopardy. This multisystem feature

of the VAHST is of great is of great importance for a nation's national security and commercial airline safety.

17. VTOL use.

Current United States air takeoff and landing capacity using runway type planes dominates the industry.

However the coming VTOLs will cause a number of conflicts with the current air traffic control system if not

implemented in a highly structured but flexible system. Today’s request for permission and custom flight

path solution will not be able to handle such traffic and flexibility.

U.S. area: 5,200,580 sq. miles

Aggregate area of fixed air holes: 1,000,000

Aggregate area of temporary air holes: 500,000

Total: 1,500,000

Net available air space: 3,700,580 sq. miles

Air Tunnel width:

Air Tunnel length:

Air Tunnel area:

Air Tunnel cross sectional area:

Time allotment between planes:

Altitude Block

minimum height: 3,000 ft

maximum height: 50,000 ft

air tunnel height: 1,000 ft

number of vectors: 9

total block height: 9,000 ft

number of blocks: 5

Current Airport Capacity (takeoffs and landings without bottlenecks).

number of airports (paved runways):

number of runways:

takeoff and landing capacity:

time allotment between planes:




distance between planes:

Air Vectors Number of planes

Altitude blocks Total 9 264,327 5 1,380,375

Reduction factor

Maximum air space capacity using the VAHST

Current air space capacity using the VAHST

Current air space capacity using the VAHST (% of max capacity)

Current air space use at one time without the VAHST

Percent of current airspace capacity with the VAHST

Percent of maximum airspace capacity with the VAHST

Advantages Conclusion

Overall the utilization of the VAHST satisfies all of the current and future potential problems of current and

future air transportation systems. Satisfying the elements of safety, coordination, time and national security

all contribute to a more efficient and useful system saving both money and lives. Because the VAHST is

quickly implementable as a core system it is compatible with any future aviation needs and improvement

can be readily realized.

SUMMARY OF THE INVENTION

The VAHST - Vector Air Highway System of Transportation is a method of operating aircrafts and allows for

increased air space capacity, increased safety and increased operating efficiency. The VAHST implements a

system of vector air highways that allow for predetermined multidirectional flying.

Air Highway Vectors

FIG. 24b. The most efficient number of multidirectional highways within each altitude group is nine

although more or less can be used. The nine vector highways starting from highest altitude to lowest are:

1. north vector, 2. northeast vector, 3. east vector, 4. southeast vector, 5. south vector, 6. southwest vector

7. west vector, 8. northwest vector, and 9. north vector. Layered, they form a clockwise spiral downward.

Thus each vector (from a plan view of the earth) runs in either a horizontal, vertical or at 45 degree angular

directions. The efficiency of changing air trajectories occurs because each vertical highway is no more than

two turns or two levels away from a horizontal highway. This works because in general aircrafts move in the




direction of their destinations so an aircraft with a western destination and a southern departure will take

off on a runway pointing in a direction (or approximate direction) of those nearby vectors, e.g., the west,

northwest or north vector. For VTOL aircrafts, it can just as easily ascend to the desired vector altitude.

Air Tunnel

Within each vector highway are air tunnels that run continuously around the earth (or nation). Each air

tunnel contains two flight layers with the top layer having a lane tunnel changing and turning lane and the

bottom layer having a passing, cruising and turning lane. Air tunnels within each vector are most efficiently

operated by having equal heights yet the widths of each tunnel can vary. Between each lane in an air tunnel

are predetermined buffer zones in which aircrafts should not cross unless a lane change is in effect. These

buffer zones relate to what is called minimum aircraft separation distances.

Altitude Groups

FIGs. 29 & 30. The VAHST makes allowance for all types of aircrafts with varying ceilings and speeds. An air

transportation authority will set up multiple aircraft altitude groups to accommodate these variables.

A. FF is free flight area in which recreational, balloon, gliders, and helicopters would fly and would not

conform to vector highway travel but fly by sight.

B. CAG is the commercial altitude group.

C. MAG is the military altitude group.

Altitude Group speed range ceiling flight procedures

FF-1 0 - 200 mph 3000 feet fly by sight

CAG-2 175 - 250 mph 5000 feet vector

MAG-3 none 7000 feet vector & fly by sight



MAG-6 none 17000 feet vector & fly by sight



CG-9 300 - 450 mph 40000 feet vector

MG-10 none 50000 feet vector & fly by sight

FF-11 none




Although coordination between an nation's air authority and its military is a necessity, the military dictates

its own procedures for flying within their designated altitude sector whether it be vector, free flight or a

combination of both. Military planes can also fly in the commercial vectors.

Turning (changing vectors)

An efficient method of turning is incorporated into the VAHST. In various countries, the air lane structure

throughout the entire VAHST system is the same. Being the same allows for increased universal operations

and increased safety. When an aircraft wishes to change direction, a traverse movement into the turning

lane is made. When no aircraft in the surrounding area (mainly the above lane and the adjacent lane) pose

any conflicts with the turn (e.g., north to northwest), the turn can be executed by rising and banking to the

left. Because all vectors are based on 45 degree angles, all turns are smooth.

Air Holes

Another critical feature of the VAHST is the use of air holes. Among other things these air holes allow

aircrafts to ascend and descend through the highways.

A. Fixed Air Hole: The fixed air hole is one that the air authority puts in place and can change it in periods as

necessary.

B. Temporary Air Hole: Is an air hole that is requested by an entity for use during a specific time on a

determined day. Uses for temporary air holes can be for recreational, air shows, space launches, stadium

events, etc.

C. Permanent Air Hole: Permanent air holes may be over fixed areas such as protected land areas.

D. Restricted Space Air Hole: Restricted air space air holes are no fly zone air holes. Uses for restricted

space air holes can be over government buildings, districts, utility plants, etc.

E. Military Space Air Hole: Military space air holes prohibit flights over military and military training areas.

F. Emergency Air Hole: Emergency air holes are holes that can be created by individual aircraft pilots in

emergency situations so that other aircrafts within or approaching the vicinity can take caution. These air

holes move with the aircraft. Emergency air holes allows for an immediate break in vector travel in case an

emergency landing is necessary.

G. Moving Air Hole: Moving air holes can be placed around aircrafts carrying deemed to be important

people or cargo. This air hole keeps other planes at a greater distance and blocks out air segments.

H. Weather Air Hole: Various levels of this air hole can be implemented such as caution and avoidance.




Weather air holes can be placed around clouds, hurricanes, areas of hail and lightning areas and can be fixed

or moving.

I. Caution Air Hole: Caution air holes are set up to notify aircrafts to be aware of current situations in the

vicinity. Examples are forest fires and large flocks of birds.

J. Airport Air Hole: These air holes are fixed and are arranged in vertical and expanding tiers. When runway

based airplanes take off, the angle of ascent or descent is approximately 30-40 degrees. As the aircraft rises

it may pass several altitude groups to get to its destination altitude group. As each group is passed, usable

airspace exists thus creating an inverted pyramid. The airport air hole rises to its ceiling limit. Once VTOLs

(Vertical Takeoff and Landing) aircrafts become more commonplace, more narrower vertical air hole shafts

will allow aircrafts to ascend and descend in a vertical manner to its targeted altitude group.

K. Altitude Air Group Change Air Hole: Air holes can also be placed so that they provide an inflight air

elevator to aircrafts wishing to change altitudes. These air holes can be either predetermined by

the aircraft authority or be requested by an aircraft.

Worldwide Air System Integration

The VAHST utilizes the international standard of latitude and longitude coordinates. However the

coordinates of the equator and the prime meridian are used in parallel and perpendicular directions. This

means that instead of the longitudinal lines converging at the north and south poles they run parallel to the

other side of the globe to its corresponding coordinate on the equator. This is a necessity so that the

number and widths of the air tunnels remain constant around the globe. All nations don't have to operate

on the VAHST in order for it to work properly. Each nation operating on the VAHST is able to set up

international air gates and paths for all incoming flights within its airspace.

DESCRIPTION OF THE FIGURES

FIG. 23a: VAHST global flight vectors

FIG. 23b: Air tunnel cross section

FIG. 24a: U.S. flight path map sample

FIG. 24b: Vertical section of vector flight levels

FIG. 24c: Plan of vector flight levels

FIG. 25a: Air tunnel segments on U.S. map

FIG. 25b: Air tunnel segment digital screen




FIG. 25a: Air holes on U.S. map

FIG. 25b: Tunnel approach no fly air hole cone

FIG. 27: VAHST communication diagram

FIG. 28a: Air Tunnel lanes and turning

FIG. 28b: Vertical section of vector flight levels

FIG. 29: Altitude levels

FIG. 30: Air hole Altitude levels

DESCRIPTION OF FIGURE REFERENCE NUMERALS

see drawings

DETAILED DESCRIPTION - Preferred Embodiment

see drawings

DETAILED DESCRIPTION OPERATION - Preferred Embodiment

see drawings

CONCLUSION, RAMIFICATIONS AND SCOPE

In conclusion, in order for the global air traffic control system to handle increased population and thus

increased flight traffic not only by traditional aircrafts but also by the coming vertical takeoff and landing

personal and passenger aircrafts, a more robust, uniform and failsafe system is needed. In essence the air

traffic system needs to become more simplified and such can only occur through more order. The VAHST

allows such system to exist with current technology but most importantly without the use of autonomous

computer controlled aircraft.

ADDITIONAL EMBOIDMENTS AND RAMIFICATIONS

In addition to the Preferred Embodiment there are other embodiments and ramifications to which this

invention can be applied with no limitation to the following.

DESCRIPTION - Additional Embodiments

Additional forms to which this invention can operate are by pencil and paper, calculators, spreadsheets and

custom designed software.




1/30

FIG.1




2/30

FIG. 2a

FIG. 2b




3/30

FIG. 3a

FIG. 3b

h airh air

h air

c airw air

h air

c air

c air

c air

h airh air

h air

c airw air

h air

c air

c air

c air

adjustable air spoiler

nacelle rotary vector propulsion thruster

nacelle

Dual counter rotatingSplit Power Engineswith anti-precessionmodule

variable blade pitch lift fan

rear wheel

front wheel

lights

rotary vector maneuvering thruster

engine wall

wing module

alternator module

variable blade pitch propulsion fan




4/30

FIG. 4a

FIG. 4b

main shaft

power shaft

vector maneuvering air supply tubefan shaft(all three cylinders rotate andlock in place with each other)

in wheel electric motor

main shaft to fan shaft gear boxrotary vector maneuvering thruster

variable blade pitch vector maneuvering fan

vertical power shaft gear boxto main shaft gear box shaft

main shaft to fan shaft gear box

power shaft to vertical shaft gear box

power shaft to attachment propulsion fan gear box

vertical power shaft to main shaft gear box

variable blade pitch lift fan


propulsion fan shaft gear box

optional gear boxto gear box

optional gear boxto gear box




5/30

FIG. 5a

FIG. 5b

top open-able air vents

atmosphere air

atmosphere air

bottom open-able air scoop

air exiting through rotary vector maneuvering thruster

atmosphere air

atmosphere air

open-able air vents

side air vents to engines

bottom open-able air scoop

air exiting through rotary vector maneuvering thruster

side air vents to engines

trunk above air �ow chamber

front air �ow chamber

bottom air�ow chamber

top air�ow chamber

front air vent

adjustable air spoiler




6/30

FIG. 6a

FIG. 6b

FIG. 6c

FIG. 6d

�ap motor

�ap pivot rod

aileron pivot rod

47

wingmodule toaircraftconnector

wing pivot motor

wing pivot shaft

wing pivotvertical hinge

wing

aileron lift/drag �ap

aileron motor

detachable wing module




7/30

FIG. 7a

FIG. 7b

section Fig. 7b

Roll away doors conform to wing position whether forward swept, straight or sweptand keep air out of wing module thus reducing drag.

roll away wing door

roll away door motor




8/30

FIG. 8a

FIG. 8b

x

y

z

-x

-y

-z

roll, lift, yaw, pitch and forward thrust (drag) (reverse) control

yaw (side to side), pitch (angle up and down) and forward thrust control

1080 degree movement

540 degree rotary vector thrusting




9/30

FIG. 9a

FIG. 9c

FIG. 9b

Straight Wing

Swept Wing

Forward - Swept Wing




10/30

FIG. 10a

FIG. 10b

FIG. 10dFIG. 10c

FIG. 10e optional aerodynamic wheel cover

air duct

Wheels raised into car bodyonce in the air.

roll up wheel gate

Thruster and air duct can rotate with wheel or remain stationary.

car frame

40 degrees

struts

hingeturning track

tireelectric motor

ground

car frame

wheel support

hole for wheel vector maneuvering air supply tube

wheel lift hydraulic jack

lifted wheel

roll up wheel gate trackone track side

overlaps other

roll up wheel gate

wheel vector maneuvering air supply tubeturning track

wheel support

rim

hinged rim support (horizontal struts)

�xed vector maneuvering air supply tube

wheel bearingindependent motorized tocross bar steering can be incorporated

grounded wheel

camber hinge

camber strut

car frame




11/30

FIG. 11a

FIG. 11b

FIG. 11c

FIG. 11d

extendable air tube,intake and exhaust

submarine air tube to surface or internal oxygen tank




12/30

FIG. 12a

FIG. 12b

power shaft to attachment propulsion fan gear box

attachment propulsion fan shaft

wheel

pitch control motorshaftconnector

nacelle support

variable blade pitch propulsion fan

pitch control rod

attachmentpropulsion fan

(for more forward power)

nacelle




13/30

FIG. 13

Fan 1 CL= 1.33

Fan 2 CL= 1.41 Fan 4 CL= 1.5

Fan 3 CL= 1.5

Passenger 1211 lbs

Pilot = 175 lbs

Luggage 72 lbs

Luggage 62 lbs

Lift quadrant FL Lift quadrant RL

Lift quadrant FR Lift quadrant RR

Lift Coefficient (blade angle) CL : The greater the CL the greater the thrust

RPM = Fan 1, Fan 2, Fan 3, Fan 4 are all equal

CL Max coe�cient of lift: 1.74 which is a max blade angle of 18 degrees. Minimum is 1 at 5 degrees.

center of gravity




14/30

FIG. 14a

FIG. 14b

parachuterocket line

540 degree directional control

optional electric motor backup

for fan or decouple alternator

and reverse polarity.

Horizontal and light vertically powered emergency landing.

rocket

optional low altitudelanding thrusters

vector thrusters assistwith stability




15/30

FIG. 15a

FIG. 15bcompartment module

extensionscan be installed without

frame modi�cationAir car can be shorted or

lengthened.




16/30

SpecsEmpty weight: 2,331 lbsMax Gross weight: 4,450 lbsHovering ceiling: 10,000 ft (4,450 lbs) to 20,000 ft (3,600 lbs)Range: 374 milesmax endurance 3.7 hoursMax cruise speed: 125 mph (4,450 lbs) - 140 mph (3,600 lbs)never exceed speed:150 mphContinuous engine horsepower: 630 hpContinuous Transmission rating: 370 hpFuel capacity: 110.7 Gallonsrate of climb: 1,320 ft/minuteseats: 7engine: turbine

SpecsEmpty weight: 1,691 lbsMax Gross weight: 2,450 lbsRange: 801 miles, 45 minute reserve 55% powercruise speed: 140 mphstall speed: 54 mph (power o� �aps down)never exceed speed:188 mphengine horsepower: 160 hp Fuel capacity: 56 Gallonsseats: 4engine: single engine 4 cylinder direct drivewing area: 174 sq-ftservice ceiling: 13,500 ftrate of climb: 721 ft/minutewing loading: 14.1 lbs/sq-ftpropellers: 2 blade �xed pitch

18.5 ‘

5.4’

1’ wide

.4’ wide

PRIOR ART

Calculated specsRotor disc area: 1075.21 sq-ftdisc loading: 4.138 lbs / sq-ftrotor blade loading: 120.2 lbs / sq-ftreduced main rotor hp due to tail rotor: 530rpm = hp x 5252 / torque rpm = 530 x 5252 / 4,450 = 626

miles per gallon: 374 miles / 110.7 = +/-3.37 mpg

HelicopterTorque: 4,450 lbsRPM: 626Horsepower: 530

Flying CarTorque: 4,450 lbsRPM: 3,229Horsepower: 2,736

AirplaneTorque: 2,450+ lbsHorsepower: 160

Calculated specsmiles per gallon: 906 miles / 56 gallons = +/-16 mpg




17/30

FIG. 17a

FIG. 17b

rotorelectric motors

torque is divided by numberof motors around perimeterRPM of each motor remains the same

Flying CarRequired Torque at sea level = �y car + weight of 4 persons = 5,000 lbsProduced Torque at sea level = 6,786 lbs. 6,786 lbs is required to lift 5,000 lbs at an altitude of 10,000 feet+ Additional forces, weather, maneuvering, etc = 10,000 lbsFan: 33 inches diameterFan net area: 5.68 sq-ft x 4 fans = 23.56 sq-feet totallift per fan: 2,500 lbs altitude: 10,000 feet air density .00204 slugs/cu-ft @ 10,000 feetdisc loading: 440 lbs / sq-ftRPM = 4,329 at 10,000 feetCL (coe�cient of lift) of 1.25 for fan angle of attack of 7.5 degreesCalculated horsepower = 4,329 x 10,000 / 5252 = 8,242.

Total torquers in clockwise engine = 14.Total torquers counterclockwise anti-precession engine = 14Total torquers = 28Desired total torquers �ring simultaneously = 25% x 28 = 6 (3 in clockwise and 3 in counter clockwise engine)Required Force per torquer = 10,000 lbs / 6 = 1,667 lbsRequired Force per torquer with moment arm: Rotor radius = 2 ft (24 inches) = 556 lbsPressure in rotor’s pressure chamber. = 556 psi.Pressure in combustion chamber. 556psi x 1 inch diameter = 556 lbs / .5 (expansion) = 1,112 lbs required per torquer

Forward Flight (fan angle of attack 0 degrees)weight: 5,000 lbslength: 18.5 feetwidth: 6.5 feetbody plan area: 120.25 feetnacelle/fan area: 35”x35” = 8.5 sq-ft x 4 = 34 sq-fttotal lift area = 120.25 + 34 = 154.2 sq-ftcar body CL = 1air density .00204 slugs/cu-ftminimum speed to generate lift at 10,000 ft: 140 mphat sea level speed to generate lift: 125 mph

Forward thrustForce = mass x velocity Drag at 125.5 mph: 66.3 lbs




18/30

FIG. 18

left thruster fan right thruster fan

Left front lift fan

Camera

GPSGlobal PositioningSatellite Receiver

1 2

3 4

left front rotaryvector thruster

left rear rotaryvector thruster

right front rotaryvector thruster

right rear rotaryvector thruster

right rearpropulsion fan

left rearpropulsion fan

Counterrotating

Split Power Engines

optional propulsion fanattachment

optional propulsion fanattachment

instruments

Left wing pivot motor

Left wing aileron motor

Left wing �ap motor

Left rear lift fan pitch motor

Left front lift fan pitch motor

Left front rotary thrusterfan motor

Left rear rotary thruster motor

Left rear propulsionfan pitch motor

Left rear propulsionrotary thruster motor

left rear propulsionfan pitch motor attachment

Right wing pivot motor

Right wing aileron motor

Right wing�ap motor

Right rear lift fan pitch motor

Right front lift fanpitch motor

Right front rotary thrusterfan motor

Right rear rotary thruster motor

Right rear propulsionfan pitch motor

Right rear propulsionrotary thruster motor

left rear propulsionfan pitch motor attachment

wheel lifthydraulic pumps

wing module roll up door motors

spoiler hydraulic pump

right propulsion rotaryvector thruster

left propulsion rotaryvector thruster

Left rear lift fan

Right front lift fan

Right rear lift fan

power steeringpump

alternator

battery

Two engines

ManualLaunch

ParachuteRockets

battery

Computer

wheel motors

lift fan shaftextension power

wheel roll updoor motors

air scoop hydraulic pump

SteeringCPU Monitor

Keyboardlights

toengine




19/30

FIG. 19

Force

Purpose: More complete combustion, variable pressures, add and subtract Torquers based on air car weight and desired performance and elimination of 4 stroke engine belt connected parts. Multiple Torques enhance fail safety.Reason: Reduction of exhaust pollution, adjustment to altitude air density, better aircraft maneuverability and no direct power loss due to non connections to other engine devices.Prior Problem: 4 stroke engines are connected via a belt to 8 other devices. Turbine rotation is connected to compressor.

1. Free Spinning RotorPurpose: Rotational energy storage and unrestrained rotational speed (RPM).Reason: By storing rotational energy, the gas expansion from the combustion chambers can be maximized and time varied to power need. Also there will be no engine time lapse from delivering power to the fans for quicker propulsion or altitude change. Unrestrained RPM is mandatory because unlike the long blade of a helicopter, the short blades of VTOLs require greater rotational speed to move same amount of air per unit time. Prior Problem: In order to change aircraft altitude or velocity, engines must operate at a higher speed which means more fuel and more time and thus a lag in performance change. 4. Counter Rotating Engine Rotors

Purpose: Prevents precession which causes turning resistance. Prevents upward or downward movement of nose when turning, pitching and rolling. Reason: Because the moment arm and �ywheel are mandatory for high torque and rpm, precession is unavoid-able. Prior Problem: All engines must be balanced. Unbalanced planes experience precession when making turns, rolling or changing angles of attack.

2. Moment ArmPurpose: Torque multiplier, allows for more TorquersReason: By making the rotor as wide as possible a maximum distance from the axis can be achieved thus creating additional torque force. Prior Problem: Vertically lifting an aircraft requires engine torque equal to and greater than the weight of the aircraft unlike an airplane at a fraction of weight. Vertical acceleration and turning g forces require additional torque for stabilization.

5. Interconnected AxlePurpose: 100% engine cycle utilizationReason: Allows for a more powerful single engine package thus saving space. Engine is always in use whether for vertical takeo� or forward �ight or both and fans don’t have to be rotated thus allowing a wider range of �ight maneu-vers and steadier control.Prior Problem: Lift fans must be rotated to become propulsion fans thus limiting �ight maneuverability and increasing precision piloting and di�culty.

6. Variable Blade Pitch FansPurpose: Constant engine speed.Reason: More precise lift control, maintain and change altitude without changing RPM of engine, G-force banking control for tighter turns, adjustment for altitude air density without increasing engine power, allows for maximum torque at small blade pitch angles. Zero pitch lift.Prior Problem: Fixed fan blades require a change in engine power which creates lift and propul-sion lag time. Lag time reduces emergency maneuvering response. Lack of oxygen limits �ight altitude.

7. Rotary Vector Thrust NozzlesPurpose: 1080 degree and 6 axis aircraft movement control.Reason: Braking, yaw, roll, pitch, lift and propulsion. Horizontal, spin and reverse direction aircraft positioning. Aircraft angle control during turning, banking and hovering. Zero roll ,100% yaw turning. Softer and targeted landing upon parachute deployment. Prior Problem: Airplanes cannot stop in mid air and have large diameter turning radius. Helicopters cannot butt up against a structure or get into tight spaces. Hover-craft and VTOLs without thrust vectoring lack lateral horizon-tal control.

The 7 Laws of the VTOL include the minimum devices, device features and positioning to accomplish the task of having a fully functioning, safe and highly versatile �ying car and aircraft as required by its vertical lift demand, limited size, higher weight density, smaller propulsion fan area and smaller lift fan area.

Force x distance

3. Independent Gas Ejection Combustion Chambers

7 Laws of the Vertical Takeo� Aircraft & Flying Car

engine

lift fan

rotary fan

forward thrust fan




20/30

FIG. 20aMulti-passenger VTOL shipcabin plan

restrooms

restrooms

restaurant/bar

private suites

storage

equip. crew qtrs

skylight

seats face sidewaysaligned with windowson each level

cockpit

restroom

Split Power Engine - clockwise, counter clockwise andanti-precession module

FIG. 20bMulti-passenger VTOL shipengine plan

optional air scoops

lift air intake ducts

horizontal propulsion jet enginesor fans underneath and-or ontop of ship

step downstadium seating

rotary vector maneuvering thruster

rotary vector propulsion thruster variable blade pitch lift fan

loungechairs


maneuvering fan duct

intake duct

exit

exit

exit

exit

entry

entry

luggage area above air ducts


Vertical Takeoff Aircraft and Flying Car with Split power EngineCo rporation ofFl ig ht. com

2L/30

Moment Arm Calculationsload equal to a 5,OOO lb flying car + g-forces, etc,

lever arm

radius(feet)

load

{pounds)

leverpoint

lever

point +

radius

created

torque(ft-lbs)

load

torq ue

ratio

req uired

force (lbs)

to turn load

torque

%ofload

0.00001 1t},000 L 1.00001 10,00( 1.00( 10,00( 100.00%

0.00005 10,000 1 1.OOOO5 10,001 1.00( 10.00( roo.ooot0.0001 10,000 I 1.0001 10,001 1.00c q qqc 99.9901

0.000s 10,000 7 1.0005 10,005 1.00c o ooc 99.950/,

0.001 10,000 I 1.001 10,01c 0.999 9,99( 99.90ot,

0.005 10,000 7 1.00: 10.05c 0.99s 9,95( 99.5090.01 10,00c 1 1.01 10,10c 0.990 9,901 99.07ot

0.02s 10,00c T 7.O2s 10,25C o.976 9,75( 97.56o1

0.0s 10.00c 1 1.05 10,50c 0.952 9,s24 95.24o1

0.1 10,00c 1 1.1 11,00c 0.909 9,091 90.gLot

o.2 10,000 1 L.2 12,000 0.833 8,33: 83.33or

0. 10,000 1 1.3 13,000 o.769 7,692 76.92"1

0.1 10,00( 7 1.4 14,000 o.714 7,1.43 7L 43ot

0.! 10,00( 1 1.5 15.000 o.667 6,667 66.670/,

0.( 10,00( 1 1.6 16,00c 0.625 6,25C 62.5001

0.i 10,00( 1 L.7 17.OOC 0.588 5,882 58.8201

0.t 10,00( 1.8 18,00c 0.556 5,55€ 55.5601

0.s 10,00( 1 1.9 19,00c 0.52 5,263 52.6301

1 10,00( I 2 20,000 0.50( 5,00c 50.007

2 10,00( 1 30,000 0.33 3,33: 33.3301

10,000 1 40.00( 0.25( 2,50( 25.00014 10,000 50,00( 0.20( 2,001 20.0001

10,000 1 60,00( 0.L67 t,66-, 76.6701

10,000 1 70,00( o.T4 r,425 L4.29ot,

10,000 80,00t o.L2a L,25t 12.SOot,

10,000 1 90,00t 0.111 7,7r7 17.71ot

10,000 L 1( 100,00( 0.10c 1,00( 10.00o/

10,000 T 1 L10,000 0.09L 90s 9.O9ot,

11 10.00c 7 L2 120,000 0.083 83 8.3301

12 10,00c 1 T 130,000 o.077 765 7.69ot

13 10,00( 1 74 140,000 o.o7r 77t 7.I4ott4 10.00( 1 15 150,000 0.067 661 6.6701

15 10,00( L L( 160,000 0.063 625 6.2501

1 10,00t 7 L7 170,000 0.059 588 5.8801

7 10,00( 7 t6 180,000 0.056 55( 5.5601

18 10,00( 1 1 190,000 0.053 s2e 5.260/,

load equal to a fully loaded jet linerlever

rad ius

(feet)load

(pounds)

created

torque(ft-l bs)

required

force (lbs)

to turn load

torque%ofload

1 1.000.00c 2.000.00c s00,00( 50.ooot

2 1,000,000 3,000,00c 333,333 ?3.3301

3 1,000,000 4.000.00c 250,00( 75.OOot

4 1,000,000 s,000,00c 200,00( 20.0001

5 1,000,000 6,000,000 166,66; 76.6701

1,000.00c 7,000,000 r42,85 74.2901

1,000,00c 8,000,000 125.00( 72.500,4

1,000,000 9,000.000 ltI,17 1r.7701

1,000,000 10,000,000 100,00( ro.oool1. 1,000,000 11,000,00c 90,90! 9.0901

L1 1,000,000 12,000,00c 83,33: 8.33ot,

12 1,000,000 13,000,00c 76,92! 7.699,

1- 1,000,000 14.000.000 7L,42! 7.I4't,14 1,000,00( 15.000.000 66,66-, 6.679,

7 1,000.00( 16,000,000 62,50( 6.25ot

1.( 1,000,00( 17,000,000 58,821 5.88?1 r,000,00t 18.000.00( 5s,55( 5.5601

1t 1,000,00( 19.000.00r 52,63 5.26ot

19 1,000,00c 20,000,00( 50,00( 5.007

2( 1,000,000 21,000,00( 47,675 4.7601

2I 1,000,000 22,000.00c 45.45r 4.550111 1,000,000 23,000,000 43,47t 4.3501

23 1,000,000 24,000,000 41,667 4.7701

24 1,000,000 25,000,00c 40,00c 4.0001

25 1,000,000 26,000,000 38,462 3.gsot

26 1,000,000 27,000,000 37,031 3.7001

27 1,000,000 28,000,000 35,774 3.5701

28 1,000,000 29,000,000 34,483 3.4501

2( 1,000,000 30,000,000 33,33: 3.330/,

3( 1,000,00( 31.000.00c 32,2st 3.23o/.

31 1,000,00( 32,000,00( 37,251 3.r30/,

3t 1,000,00( 33,000,00c 30,30: 3.O30/,

3: 1,000,00( 34,000,00( 29,41. 2.940/,

3t 1,000,00r 35,000.00( 28,577 2.860/,

3! 1,000,00( 36,000,00( 27,ll 2.18%

3( 1,000,00( 37.000.00( 27,O2, 2.'loot

u errgir* t*rqiie farc* r*quireri to tilrn a 10,$00 lb lsad res;rtance%

%.1\^

FIG. 2Lb

FIG. 2!c

3t+3678910 1\12 13 1.4 131"6rTi.u

chart starts at 1 foot lever arm5,***

jt,il00

3"000

2,00s

0moment arm - feet 1

Corporation of Flight, lnc., copyright 2018, Atlanta, GA-U.S.Worldwide Patent Pendings

DRAWINGprovisionat patent application 22/30

Vertical Takeoff Aircraft and Flying Car with Split Power EngineCorporatio nofFl ig ht. co m

FIG. 22Equation:Lift=liftcoeff.x.5xairdensity@sealevel .0023769xairvelocityfeeVsec.(squared)xwingareasq.ft.=lbs

Cl = 1 .74 = 18 degrees angle of attack (max angle before stall) @ 5000

Corporation of Flight, lnc., copyright 2018, Atlanta, GA-U.S.Worldwide Patent Pendings

UL .00=5 a of attack @ sea level

CL

coeff.

fan-ft. fan area fan cir.diameter sq-ft t/2area

air density rpm(slugs/cu-ft)

air velocity air velocity

feet/min feet/sec

feet/secsquared

Generated GeneratedLift - lbs Horsepowerdiv.

1"00 [.51.00 0.5

1.00 0.5

1.00 0.5

1.00 0.5

1.00 0.5

1.00 0.5

3I4 44.43

254 39.99

207 3s.s4754 31.10

113 26.66

79 22.21

50 77.77

1L1,O71.

99,964

88,8s7

77,750

66,643

55,536

44,429

1,851 3,426,907

1,666 2,175,795

L,487 2,193,221

r,296 7,679,785

I,tLl 1,233,687

926 856,727

140 548,305

7,28I,134 609,832

840,s52 400,717

s24,753 249,787

307,600 t46,42L166,035 79,03480,071 38,774

32,797 t5,612

20

18

16

74

L2

10

8

0.fi*238 2,500

0.00238 2,s00

0.00238 2,500

0.00238 2,500

0.00238 2,500

0.00238 2,s00

0.00238 2,500

6 28 13.33 1.09 0.5 0.00238 2,500 33,

370

185

137,476

34,269

0.00238 2,s000.00238 2,500

4

2

13 8.89 1.00 0.5

3 4.44 1.00 0.5

22,274

LL,7072,050

12897e

51

184L;L a of attack (max angle before stall) @ sea levelfan-ft. fan area fan ft. CL air density

diameter sq-ft circum. coeff. divisor (slugs/cu-ft)rpm air velocity air velocity

feet/min feet/sec

feet/sec

squared

Generated GeneratedLift - lbs Horsepower

20

18

16

I412

10

8

314 44.43

254 39.99

20L 35.54

754 31.10

113 26.66

79 22.27

50 17.77

I aA a\ r

I.74 0.5

7.74 0.5

1.74 0.5

1.74 0.5

r.74 0.5

r.74 0.5

s.00238 2,5fl0

0.00238 2,500

0.00238 2,500

0.00238 2,s00

0.00238 2,500

0.00238 2,500

0.00238 2,500

LLL,O7!

99,964

88,857

77,750

66,643

55,536

44,429

1,851 3,426,907

L,666 2,775,795

L,481. 2,L93,22L

1.,296 7,679,L85

t,LIt 3.,233,681

926 856,727

740 548,305

2,229,L74 L,06L,I071,462,561 696,792

973,070 434,629

535,225 254,772

288,901 731,519

139,323 66,319

57,067 27,1646 28 13.33 1.74 0.5 0.00238 2,500 33,32t

0.00238 2,s000.00238 2,500

370

18s

737,076

34.269

4

2

8.89 7.74 0.5

4.44 1.74 0.s

13

3

22,214

71,1O73,567

223

1,69t

10€

500UL of attack @ 5000 feetfan-ft. fan area fan ft. CL

diameter sq-ft circum. coeffair density rpm

divisor (slugs/cu-ft) "ir u"

feet/min feet/sec squared Lift - lbs Horsenower

1""00 il.5

1.00 0.s

1.00 0.5

1.00 0.s

1.00 0.5

1.00 0.5

1.00 0.s

20

18

t6t472

10

8

374 44.43

254 39.99

20I 35.54

154 31.10

113 26.66

79 22.27

50 17.77

0.00204 2,500

0.00204 2,500

0.00204 2,500

0.00204 2,500

0.00204 2,500

0.00204 2,s00

0.00204 2,500

7rr,o7799,964

88,857

77,7s066,643

s5,536

44,429

1,851 3,426,907

7,666 2,775,795

7,48L 2,793,227

7,296 L,679,785

1,L1.t L,233,687

926 856,727

740 548,305

1,098,115 522,773

720,473 342,952

449,788 2L4,r03263,657 125,503

742,376 67,744

68,632 32,67A28,1.12 13,381

6 28 13.33 1.00 0.5 0.00204 2,500

0.00204 2,500

o.o0204 2,500

22,2t4It,IO7

370

185

L37,076

34,269

4

2

8.89 1.00

4.44 1.00

0.5

0.5

13

37,757

110

83€

52

Ieetfan-ft. fan area fan ft. CL air density

diameter sq-ft circum. coeff. divisor (slugs/cu-ft)rpm air velocity air velocity

feet/min feet/secfeet/secsq uared

Generated GeneratedLift - lbs Horsepower

314 44.43 I.74254 39.99 7.74

201 35.s4 1.74

L54 31.10 L.74

113 26.66 r.-74

79 22.2t t:7450 77.77 1..74

20

18

16

L4

t210

8

t.50.5

0.5

0.5

0.5

0.5

nq

0.00204 2,500

0.00204 2,500

0.00204 2,500

0.00204 2,s00

0.00204 2,s00

0.00204 2,500

0.00204 2,500

777,07I99,964

88,857

77,750

66,643

55,535

44,429

1,851 3,426,907

7,666 2,775,795

7,481 2,793,227'J.,296 7,679,185

L,I11. 7,233,687

926 8s6,727

740 548,305

L,9L0,720 909,s2(

1,2s3,624 596,73(

782,637 372,54(458,764 278,37(

247,629 II-t,87trt9,420 56,84:

48,9L4 23,28t6 28 13.33 7.74 0.5 0.00204 2,500 33,321. 555

0.00204 2,500

0.00204 2,500

370

185

L37,076

34,269

4

2

13 8.89 I.743 4.44 t.74

nq

0.5

22,21.4

tL,ro73,O57

19\1,455

91

Non computer autonomous and minimum instrument �ight system

23/30

Air Tunnel to Adjacent Side Air Tunnel Changing Zone

Passing Lane Cruise Lane Turning Lane

Turning Lane

SZ

SZ

SZ

SZ

CZCZ

Caution Zone = CZTunnel next to Tunnel Separation Zone = SZ

1350' wide

550'height

Each air tunnel side by side can vary in width from one another.Each air tunnel on top of the other can vary in height but uniformity is best.

400'300'

200'100'

200'

900'

100'

300'

75' 75'

75'

75'

ATCZ

Vector Air Highway System of TransportationVAHST

FIG. 23c

FIG. 23a

FIG. 23b




24/30

FIG. 24a

FIG. 24c

FIG. 24b

Lat -70, Long +35

NW 80

route 1

route 2

AtlantaLas Vegas

Boise W +50

Lat -110,Long +50

Lat 110,Long +38

NW -100

Latitude

Long

itude

Flight DirectionsFrom Atlanta to Las VegasStart: Latitude: -70, Longitude: +35Route: W+35, NW-85,End: Latitude: -110, Longitude: +38

From Atlanta to Boise (route 1)Start: Latitude: -70, Longitude: +35Route: W+35, NW-90End: Latitude: -110, Longitude: +38

From Atlanta to Boise (route 2)Start: Latitude: -70, Longitude: +35Route: W+35, NW-80, W+50End: Latitude: -110, Longitude: +50

+70 W

+30

+45

+40

+35

+80 W+90 W+100 W+110 W+120W

Northeast East Southeast South

Southwest West Northwest North

North

North

Northeast

East

Southeast

South

Southwest

West

Northwest

North




25/30

FIG. 25a

FIG. 25bsegment occupied = redsegment not occupied = greenadjacent segments = yellow

R G G G G

G Y Y Y R

R Y Y Y R

G G R G G

G Y Y G

digital screen in air car

N 10-1

N 10-2

N 10-3

N 10-4

N 10-5

N 10-6

N 10-7

N 10-8

N 10-9

N 10-10

N 10-11

N 10-12

N 10-13

N 10-14

N 10-15

U.S. airspace boundary

North air road

air road segment

N 10-7

N 10-6

air tunnel

minimumhorizontalseparation




26/30

FIG. 26a

FIG. 26b

North bound Air Tunnels

bu�er zone

air hole

forest fire

hurricane

metropolitan area

Capitol

military base

A = aircraft takeoff-landing air holeAE = aircraft emergency air holeE = emergency air holeM = military air holeN = natural disasterP = permanent air holeR = recreational air holeS = security alert air holeT = temporary air holeW = weather air hole* circle sizes represent required coverage* AE, N and W air holes can be moving air holes

N AE aircraft emergency landing

W

M

P

Pspace rocket launchT

recreational flyingR

Ssecurity alert

N volcano eruption

R air show

ice stormWemergencyE

R air show

tunnel approach no �y cone




27/30

wireless internet access

FIG. 27

Air Emergency

Vector Air Highway System of Transportation

VTOL to VTOLcommunication

VAHST

Air AuthorityInternet Site /

Database

Local Activity Weather Military

satelliteAircraft position

updating

HomelandSecurity

Failsafe System1. compass2. barometer3. paper map of �ight levels




28/30

Air Tunnel to Side Tunnel Changing Zone (ATCZ)


Turning LaneATCZ

SZ

SZ

SZ

SZ

CZCZ

VAHST Air Tunnel

Air Tunnel to Side Tunnel Changing Zone


Turning LaneATCZ

SZ

SZ

SZ

SZ

CZCZ

VAHST Air Tunnel

North North

Northw

est

North

Northeast

East

Southeast

South

Southwest

West

Northwest

North

FIG. 28b

FIG. 28a

Air Tun

nel to

Side Tu

nnel

Chang

ing Zon

e

Passin

g Lan

e

Cruise

Lane

Turni

ng La

neTurni

ng La

ne

ATCZ

SZ

SZ

SZ

SZ

CZ

CZ

VAHST Air Tun

nel

passing

switching tunnels

turning

cruising

cruising

upside to side




29/30

FIG. 29

Air TunnelsFlight Level 1

12,600'

instrument rated free flight zone

visual low altitude free flight (random flight paths)

Military- Level 1M

Flight Level 312,600


Military - Level 4M3000'

Flight Level 512,600'



3000'

1000'

16,900'

30,000'

43,100'

56,200'

69,300'

82,400'

95,500'

16,100'

personal VTOLslight aircraft

personal VTOLsback mounted VTOLs

personal VTOLslight aircraft

Commercial VTOLscorporate jets

Commercial VTOLscorporate jets

Commercial VTOLscommercial passenger VTOLs

jet linersinternational jets

Commercial VTOLsjet liners

international jets

Commercial VTOLsjet liners

international jetsSpeed: 400 - n mph

Speed: 400 - 1000mph

Speed: any

Speed: 400 - 700mph

Speed: 400 - 700 mph


Speed: any



Speed: 0 - 150 mph

Altitude Speed Height of Level Type of Aircraft




30/30

Moving Air Hole

City

Special High Priority

A = Aircraft Take off-landing

Air Hole

P = Permanent Air HoleFlight Level 1

12,600'

instrument rated free flight zone

visual low altitude free flight

Military3,000'



Military3000'




visual/instrument high altitude free flight

3000'

1000'

16,900'

30,000'

43,100'

56,200'

69,300'

82,400'

95,500'

16,100'

Speed: 400 - n mph

P = Permanent Air Hole

W = Weather Air Hole

AE = Aircraft Emergency Air Hole

T = Temporary Air Hole or P

FIG. 30




Documents

CorporationofFlight-com-Flying Car with Split Power Engine ... · speed. Although engine torque is more or less a constant and purely dependent on the weight of the vehicle (and lift