WO1998017530A1

WO1998017530A1 - Pilotable flying craft

Info

Publication number: WO1998017530A1
Application number: PCT/NZ1997/000145
Authority: WO
Inventors: Andrew Raymond Campbell
Original assignee: Individual
Current assignee: Individual
Priority date: 1996-10-21
Filing date: 1997-10-21
Publication date: 1998-04-30
Anticipated expiration: 1999-04-21
Also published as: AU4795897A

Abstract

A wind-powered craft combining aspects of flying and sailing, where the craft (1) is tethered (10) to an anchor (11) located in navigable waters. The anchor is constructed to resist forces applied during normal flying of the wing assembly (3), which forces would attempt to withdraw the anchor from the water. The pilot may steer the anchor by manipulating the tethers which are attached to controls on a rigid frame (8) supporting the pilot. The frame (8) is pivotably supported beneath the wing (3) which may be bowshaped, or at least have a negative dihedral. The pilot also has access to controls to regulate the position of the wing assembly, e.g. by pivotable flaps (6).

Description

PILOT ABLE FLYING CRAFT

This invention relates to wind powered craft combining sailing and flying.

The development of the windsurfer has produced a popular sport with participants now having a choice of equipment allowing skilled board riders to sail over the surface of the water and to perform aerobatic leaps or short periods of flight.

Powered water craft have been used to tow a sufficiently aero dynamically stable support to carry riders in flight above the water. A modified parapente or hang glider have been used. The control in these instances essentially remains with the towing craft.

It is my objective to provide a wind powered craft which will combine aspects of sailing and flying but to do this it is necessary to develop a pilot controlled aerodynamically effective lifting means which can take off and land on water while supporting the pilot and remain attached to a steerable anchor allowing the pilot location control using techniques similar to sailing.

A combined air and water craft of this general type is disclosed in German Patent Specification No. DE3215764 but this disclosure does not address important aspects for the operation of such a craft. Pilot take off and landing from the water surface is not easily achieved and the present invention in one aspect addresses this issue. Also for effective operation the steerable anchor must be capable of resisting lift forces created by the flying support in conditions of wind gusts or in some flying positions generating rapid and significant increases in lift forces to be resisted.

Accordingly in one aspect the invention consists in a wind powered craft combining aspects of flying and sailing said craft comprising lift means, a pilot pod, pilot operated control means in the pilot pod, a frame attaching the pilot pod to the lift means to allow the lift means relative to the pilot pod to be moved in position to increase or decrease lift for or in flight , steerable anchor means to be locatable in navigable water and tethering means connecting the steerable anchor means to the pilot control means with movement of the pilot control means effectively directing in use steerage of the steerable anchor means through the water.

In a further aspect the invention consists in a wind powered craft combining aspects of flying and sailing comprising a lift means, a pilot pod, a pilot operated control means in the pilot pod, a frame attaching the pilot pod to the lift means to allow the lift means to be moved to a position to increase or decrease lift for or in flight, steerable anchor means to be locatable in navigable water, tethering means connecting the steerable anchoring means to the pilot control means with the controlled operation of the tethering means and the anchor means resulting in forces generated by the lift means upon the anchor means establishing a net downward component of force during normal flight of the lift means while enabling the pilot through manipulation of the tethering means by the control means to steer the steerable anchor means through the water.

One preferred form of the invention will now be described with reference to the accompanying drawings in which; Figure 1 is a generally diagrammatic view of the wind powered craft according to the present invention allowing a combination of flying and sailing techniques;

Figure 2 is a perspective view of the lift means in the form of aerodynamically effective wing support carrying a pilot pod;

Figure 2a is a cross section through a typical wing support; Figure 2b is a plan view of a typical wing support;

Figure 2c is a front elevation of the craft showing a basic wing support configuration in the flying position;

Figure 3 is a detail of a main spar which will be used in the wings;

Figure 4 is a top view of the wings detailing a means of connection; Figures 5, 5a and 5b are diagrammatic views of aspects of the craft;

Figures 6 and 7 are details of the wing control surfaces;

Figure 8 is a perspective of an alternative wing structure incorporating a tail rudder;

Figure 9 is a perspective of the flying craft with a yet further alternative wing structure incorporating floats; Figure 10 is a perspective of the flying craft with a wing structure having end floats and a tail rudder;

Figure 11 is a perspective of the flying craft as in Figure 9 but showing in addition a pilot pod float;

Figure 12 is a perspective of the pilot pod; Figure 13 is a perspective of the tail showing handles;

Figures 14 and 1 are details of the pilot controls for the control surfaces;

Figures 16 and 17 are details of the control surface levers;

Figure 18 is a detail of an alternative hand control lever;

Figure 19 is a diagrammatic representation of one form of take off configuration; Figure 20 is a further detail of pilot control levers;

Figures 21 and 22 are further details showing alternative methods of controlling the flying craft; Figure 23 is a detail of an alternative tethering means;

Figure 24 is a view showing the arrangement for controlling wing tip stabilisers; Figures 25, 26 and 27 are details of an alternative for the pilot pod; Figures 28, 29, 30, 31 and 32 show various arrangements of the steerable anchor means; and

Figure 33 illustrates the flying craft according to the present invention and operation.

The basic concepts incorporated in my proposal can be reduced to practice in a number of forms. In the illustrations which are generally diagrammatic I have endeavoured to identify the alternatives which may be employed. It will be understood however that within the broad parameters of the invention as described other forms of lifting means, control means and steerable anchorage means may be employed. The important aspect is to ensure that there is a flying craft anchored to an effective steerable anchor that will allow a pilot controlled flight combining aspects of flying and sailing.

A basic form of my invention is illustrated in the combined flying and sailing craft diagrammatically represented in Figure 1. This craft 1 has the lift means 2 provided by aerodynamically effective wings 3 generally arranged in a bow configuration. The end of the wings support floats 4 and having wing tip stabilisers 5. Pilot moveable control surfaces 6 vvithin the wings enable a pilot an appropriate measure of control during flight. The pilot 7 is supported on a pilot pod 8 which in turn is attached to the wing structure by a frame 9. The pilot has operating control of tethering lines 10 that are connected to a steerable anchor 11 immersed in use in the water so that the pilot by controlling the position of the tether lines 10 can steer the steerable anchor means 11 as will be further detailed hereafter.

The shape of the lifting wings or indeed the lifting means itself can be varied and an alternative shape of Hfting wings is illustrated in Figure 2. In this instance there is no floatation units 4 at the end of the wings with the configuration of the wing being flatter.

Generally however, the wings in whatever configuration will have a main spar 12 shaped to form the leading edge of the wing and from which trail a plurality of ribs 13. The spar and the ribs are desirably arranged to be dismantled so that the unit can be packed into a significantly smaller space for storage or transportation. Once the ribs 13 are in position, a suitable covering 14 is placed over the main spar and ribs to form the flying surface of the wing structure. The wing covering 14 is desirably made from a suitably strong flexible material impermeable or semipermeable to air. Generally the cross section through the wing is sought to establish an aerofoil so that lift will be generated by movement of air over the aerofoil section. However it is also necessary to ensure there is stability in the wing structure and various features may be incorporated either singularly or in combination to achieve such stability. A tail 15 may be included centrally in the wing structure. This will have the known aerodynamic characteristics of stabilisation but may impact upon the performance of the wing in operation. A negative dihedral in the reflex shape of the rib 13 at the rear end 16 may also be used as a stabilising factor. The main spar may be swept back in an arch as shown in Figure 2b again estabUshing a negative dihedral with the negative angle becoming greater towards the periphery of the wing as is illustrated by the mark angles in the two planes in Figures 2b and 2c.

To complete a stable structure with the pilot pod 8 guy wires 17 may be necessary. The positioning of the guy wires where required is a design detail but it will be understood that generally it is preferable to develop the required strength and stability in means that does not require wires or other features which may entrap means for a user.

The construction and arrangement of the main spar 12 is a matter of designer choice but it is desirable to ensure that the spar can be separated at the centre or main joint 18. Equally it is important to ensure that the structure through the joint 18 is rigid when the wing assembly is completed. This can be achieved by recognised engineering techniques such as inter-engaging central sections or engagement over a central locking spar. Appropriate locking pins or bolts would be incorporated but are not detailed in the drawings.

One alternative of the wing configuration is illustrated in Figure 3 where the spar 12a is combined with shaped ribs 13a to effectively produce a similar result to that illustrated in Figure 2a but adopting a different construction technique. The shaped ends 19 of the ribs 13a effectively form the leading edge of the completed wing structure.

With a demountable wing structure it is necessary to provide wing coverings 20 and 21 which fit over the assembled spar 12 and ribs 13. These can be conveniently connected together and this can be achieved by lacing 22 that can be tightened to improve the strength and rigidity in the completed wing structure. The object is to ensure that once assembled the wing structure has the desirable profiles for the required aerodynamic characteristics in flight. Within the broad parameters as have been set out, it will be appreciated that wing structures of differing surface areas and differing aerodynamic characteristics can be established within the compass of the present invention. These variations will alter flying characteristics and also the operator or pilot skills that may be necessary to satisfactorily manipulate the craft. The range will vary from highly manoeuvrable wing structures demanding a high level of pilot competence to a very stable platform requiring little pilot interaction for effective flight leaving the pilot control predominantly focused on steering the anchor means.

Some further aspects of control are illustrated in Figures 5, 5a and 5b. In Figure 5a the guy wire 17a is arranged so that the angle <j> is acute or preferably negative. Alternatively the connection of the guy wire 17a may be controlled by a lever system or similar means arranged so that movement of the pilot pod 8 forward relieves tension in the guy wires 17a. Alternative embodiments are illustrated in Figures 5a and 5b. Thus when the guy wire 17a becomes strained for example due to high winds or excessive pitch-up of the leading edge of the wing structure 2 the strain on the guy wire 17a would provide a component of force which acts to move the pilot pod 8 forward thereby partially relieving the strain that would otherwise occur in the guy wires.

As previously indicated pilot control for the manoeuvrability of the wing structure 2 includes pivotal flaps 6 which are more detailed in Figures 6 and 7. Once again the construction of these controls will depend upon the characteristic required of the wing structure. However generally, the pilot will have control of the movement of the flaps 6 and they have been designed so that they pivot along an axis 23 with a section 24 moving into tfie air stream on one side of the aerofoil wing section and a section 25 moveable into the air stream on the other side of the aerofoil wing section. This is to increase control and ensure a reduction in forces required to move the control surfaces when in flight. It also ensures that the surfaces 24 and 25 continue to posses a high degree of control even when the wing structure has a high degree of pitch as the forward section of the control surfaces extends into relatively clean air rather than being positioned in the shadow of incoming wind behind the wing.

As a general position it should be recognised that there is need for a higher degree of control in tethered flying craft as compared to free flying craft as the tethered craft can still fly despite the wing structure being flown with a high degree of pitch such that wing would in normal flight conditions be in a stalled position. In a stalled situation the air currents across the wing structure can be such that standard rearward control surfaces would lie almost completely within an area of stalled air preventing effective operation of the controlled surfaces. It should also be appreciated that the size and shape of these control surfaces can be varied but the broad parameters which would influence the design have been set forward.

In the form shown control is also achieved using the wing tip stabilisers and they may be fixed or controllable. They act to increase the rolling plane stability by countering the roll that can occur by the wing structure slipping along a lateral axis. Lateral slip would otherwise posses a significant force that causes the then leading wing tip of the wing structure to dive due to the negative dihedral angle of the wing structure. All of these features must be combined aerodynamically to produce the required characteristic for the wing^~structure.

Figure 8 shows the tail or keel 15. This tail or keel may be centrally located on the trailing edge of the wing structure increasing the width of the tail 15 towards the rear thereof provides a degree of reflex to the wing structure which increases stability in the pitching plane. An alternative tail positioning 15a is illustrated in Figure 9 extending below and rearwardly of the wing structure and having fitted at its lower end a tail float 4a to act as a stabiliser when the craft is floating on water or during launching. For some configurations a stabilising tail structure may be desirable.

Figure 10 is a detail of the preferred arrangement also illustrated in Figure 1 where the bowed wing structure 2 has the floatation means 4 at either end. Figure 11 on the other hand combines the features of Figure 9 with an additional floatation member 4b on the end of the pilot pod 8. In this configuration the floatation means at the ends of the wings may be smaller. Once again the location and size of the floatation devices is a matter of choice depending upon the characteristics required in the completed craft.

As mentioned previously the pilot pod 8 is supported from the wing structure 2 by a frame 9 to assume a flying configuration. The relative position between the wing structure and the pilot pod may differ from a position for example prior to launch or may require variation in differing conditions of sudden wind variations. A desirable control feature is to ensure there is flexibility in the movement between the wing structure and the pilot pod through the linkages used in the support frame 9. Once again differing constructions can be adopted depending upon the flying characteristics required in the craft and the means by which the pilot can control the relative positioning between the pod and the wing structure. One means of support is shown in Figure 12. The pilot pod 8 is pivotally connected to the wing structure 2 by a main pivotal connection 26 and a secondary pivotal connection 27 operating through link arms 28 and 29. The pivot connection 26 is shown through a head member 30 to establish lateral stability. This lateral stability may also be repeated at the pivot connection 27 if desired. In this way there is a flexibility in support of the frame 9 which allows the aspects of the wing structure 2 to be altered relative to the pod with this control being predominantly effected with pilot control of the control devices incorporated in the wing structure. The illustration in Figure 12 is diagrammatic only and the length of the lever arms and the configuration will be selected to achieve the desired movement and sensitivity in the control between the positioning of the pod and the aspect of the wing structure. In this configuration the guy wires 17 are shown to assist also in mamtaining the pilot pod stability. With this type of connection and depending upon the linkage used the weight distribution of the pilot in the pilot pod may itself become a control factor.

Again it will be understood that within the broad parameters outlined there is designer choice as to the means by which the stability and pilot control of the wing structure can be achieved. The support frame for the pivot 26 could be used to reinforce the structural connection between the two components making up the main spar 12 of the wing structure and the frame from the wing structure to the pivot positions could be incorporated in a single angled member again reinforcing structural stability.

In Figure 13 a bottom fitted tail 15a is shown extending from the pivot position 26 and suitably supported structurally relative thereto with handles 31 which can be gripped by a pilot to also be used in the control of the relative positioning of the wing structure.

The controls in the wing structure 2 can be manipulated from the pilot pod thus providing the pilot with a means of controlling the tethering wires 10 and also the control surfaces in the wing structure. Once again it will be appreciated that the selection of the type of control available is a matter of engineering choice but in Figure 14 one type of control for the control surfaces 6 is diagrammatically represented. The pilot has a hand control 33 on each of the bars 34 of the pilot pod 8. Rotational movement of the hand control lever 33 results in cables 35 generating a twisting movement on a member 36 which in turn operates through a lever assembly 37 to manipulate the position of the control surface 6 about the pivot 23.

A range of other types of control manipulation could be installed and some of the alternatives are illustrated in Figures 15 to 17. In Figure 15 an actuator plate 38 is attached to the control wires 36 and held in place by a further connecting wire 39 with the pivot position 40 and the lever assemblies 37 to provide the desired control motion. Figure 16 is a plan view of the arrangement and emphasises that if the connection points 41 and 42 are symmetrical the return forces in operation are negligible.

In Figure 17 a variation is shown where the pivot position 40 is off-set from the points of attachment 42 and 41. This results in a return force which becomes greater the larger the off-set distance and the greater the tension in the control wires 36. As will be appreciated a significant range of choice is available to provide the pilot control for the control surfaces and could also extend to control wire or ropes passing about partial capstans to effect the necessary rotation or motion to move the control flaps 6. The important thing is to ensure that the pilot has a degree of mechanical advantage which would enable the controls to be operated with a relatively small force and preserve a sensitivity in control that will be necessary to ensure effective flying of the wing structure.

In Figure 18 an inter-association between the pilot controls 33 with a flexible linkage 43 designed to allow the pilot to over-ride the connected movement of the left and right hand control levers 33. The linkage to the control surfaces 6 are such that the pilot can operate the left and right hand surfaces 6 as ailerons by controlling either the left hand or the right hand control levers 33 by themselves or operate the left hand and right hand control surfaces 6 as elevators by controlling the left and right hand control levers independently against the flexible linkage 43.

The floats 4 are also a matter of designer choice depending upon the configuration of the wing structure where the floats are employed and the characteristics desired for the craft. By shaping the floats some assistance can be achieved in the aspect of the wing structure 2 and this can be important aerodynamically and/or in the take-off configuration. Figure 19 by way of illustration a float for having a shape rear-end facilitates an upward aspect of the wing structure 2 as illustrated in the take-off position.

The control levers 33 allows the pilot to control the alignment of the steerable anchor 11 by moving the tethering cables 10. The tethering cables pass through or along the arms 34 about pulleys 44. The controls 33 are slidable and attached to the cables so that reciprocal motion along the arms 34 controls the relative positions of the two tethering cables 10 and thus the alignment of the steerable anchor 11. It is desirable for pilot convenience to use releasable rope or cable locks in the controls so that the controls can be set to a convenient position for pilot operation of the wing structure controls and to this end releasable rope locks 45 may be included. It also ensures that the range of movement available to the pilot in setting the ahgnment of the steerable anchor is greater than would be possible with a fixed connection between the control members 33 and the tethering wires 10.

Once again the control options for the pilot in manipulating the tethering cables 10 are considerable and alternatives have been illustrated in Figures 21 to 23 to show a range of choice particularly emphasising that the tethering controls could be independently and foot operated rather than associated with the hand operated controls. In Figure 21 the tethering cable 10 pass about a suitable pulley arrangement 45 and are attached to foot pedals 46 and 47 so that pilot movement of the foot pedals is able to adjust the relative position of the tethering cables 10 and thus the alignment of the steerable anchor. An alternative and slightly simpler embodiment is illustrated in Figure 22 where the tethering cables passing about the pulley assembly 45a are associated with bars 47 in the pilot pod that have attached thereto slidable foot operated actuators 48 so that a pilot by relative positioning of the members 48 can again control the tethering cables 10. In an even simpler steering arrangement the tethering cables 10 are connected to a bar 49 which is fixed by a anchoring cable 50 and the pilot by adjusting the angle of the bar with foot pressure on each end thereof can adjust the alignment of the steerable anchor. It is intended to illustrate that the choice for this type of control is significant and the critical factor is to provide the pilot with a control for the alignment and thus a steerage factor in the operation of the anchor means.

The controls for the tethering cables 10 and for the wing structure 2 have been pilot controlled but operating independently one from other. An option available would be to have some degree of inter-connected operation and in Figure 24 there is diagrammatically represented the foot control of the tethering cables 10 through the member 49 but having cables 50, 51 and 52 connected to the wing flaps 5 which in this embodiment would have a component of adjustment. It will be understood that the tethering cables could be formed from any suitable rope or wire and usually would be of a fixed predetermined length.

Figure 25 illustrates in more detail the pilot pod 8. The pilot seat 53 is supported in the frame of the pod and the pilot sits freely on the seat approaching from the rear and supporting themselves by holding the control handles 33 on the side bars 34. A safety harness 54 can be provided which attaches to a connection point 55 in the pod. This fastening arrangement should be readily disengageable and a hook fastener means has been found to be suitable so that the pilot can disengage from the pod easily should this be necessary.

Once again the positioning and arrangement of the pilot pod is a matter that can be varied within design parameters. In Figure 26 an alternative pod 8 is shown with a seat type configuration 56 mounted upon a modified frame support 9. The pilot controls 33a would be located at the side of the seat and a foot control 57 for the tethers 10 employed.

In the various forms of pilot pod illustrated and described there has been a frame connecting the pod to the wing structure 2 allowing some form of relative movement. Control of the movement between the pod and the wing structure adjusts the aspect of the wing structure to be used in controlling the craft and to be used at the time the craft is launched from the water surface or in controlling the flight of the craft. The pilot pod 8 usually moves about an axis from its pivotal support in the supporting frame in a rest configuration on the water. The pilot pod 8 could be located in advance of the lift means or wing structure 2 which will be supported on the water partially on floats and partially with the wing structure in the water depending upon the float configuration employed. Wind forces on the wing structure will tend to move the structure rearwardly away from the anchor means until the tethering cables 10 are taut. The configuration of the floats resist penetrating below the surface further drawing the wing structure into the water.

The pivotal arrangement between the wing structure and the pod is intended to allow the wing structure to be moved to an elevated position substantially above the pod to assume a flying configuration or take off. Again as have been previously explained this movement can be in part controlled by the control surfaces on the wing structure, the positioning of the pilot's body in the pod and by physical forces applied by the pilot through the frame to adjust the location of the wing structure. It is desirable to be able to move the wing structure to a position above the pilot pod with the aerofoil action of the wing structure generating a maximum of lift and not merely the substantial drag that would be present in a stalled configuration applying stress to all of the components. This also means that the pilot while his body is partially supported by the buoyancy of the water can control the movement of the wing structure which after the initial lifting from its rest position in the water will tend automatically to move to a flying position above the pilot pod. This also ensures that the wing structure penetrates the air at the maximum available height above the pilot so that it is in the best operating wind conditions ready for launch. A preferred embodiment incoφorating all of these features is illustrated diagrammatically in Figure 27. The weight of the pilot 7 may be shifted by the pilot adjusting his position on the seat 53. A foot control 58 is pivotally connected through the pivotal frame 9 so that a force transmitted on the foot control 58 will alter the angle of the flying wing structure 2 relative to the pilot pod. In practice the pilot by exerting a force on the foot control 58 will move the wing assembly to the flying position above the pilot as illustrated in Figure 27. This is achieved using a simple lever mechanism 59 and 60 acting on the second pivot position 27. Handles 61 can be incorporated on an extension of the lever 60 so that additional force could be applied if necessary through the handles by the pilot. This is unlikely to be required but illustrates the variety of control mechanisms that can be incorporated generally following the principles that have been explained previously. It is also necessary to understand the representation in Figure 27 is diagrammatic and the length of levers and positioning of the pilot pod relative to the wing structure will in practice be designed to ensure the appropriate mechanical advantage and physical separation of the pod from the wing structure is achieved.

The steerable anchor 11 is detailed in various embodiments in Figures 28 to 33. The broad objective is to ensure that a steerable anchor position is retained in the water about which the pilot pod and wing assembly can be flown with the pilot having control of the alignment and therefore steerage of the anchor so that utilisation of the craft achieves a combination of flying and sailing skills. It is necessary to ensure there is a sufficient resistance in the anchor position to withstand the forces that are generated on the airborne craft and in particular to cope with significant increases in forces that may be generated by wind gusts or manoeuvres undertaken by the pilot. As a broad concept the steerable anchor means is designed so that the attachment between the flying craft and the anchor creates a downward component of resolved forces which in normal conditions would resist the anchor being withdrawn from the water. These broad parameters can be fulfilled using a steerable anchor 11 with a float 62 from which is dependent a keel 53 with a negative buoyancy or weighted so that in a rest position it would ordinarily be disposed beneath the float. Attachment cables 63 and 63a and 64 and 64a attach the tether lines 10 to the steerable anchor with the spread of the points of attachment as illustrated, the force of water on the anchoring means 11 produces a net downward force when the angle ω between the keel whetted surface and the line drawn down the tethering lines 10 is less than 90°. This angle is maintained by connecting each tethering line 10 at the upper positions through the lines 63 and 64 and to the lower position through the lines 63a and 64a. With the connection lines 63 and 64 being longer than the connection lines 63 a and 64a. Any arrangement which achieves this desired result can be used by means of varying the connection positions between the tethering lines 10 and the included surface of the keel 53. One alternative is illustrated in Figure 27 where the angle ω is held at less than 90° by use of an extension arm 65 ma taining the angler disposition with the keel 53 without the use of the lower connection wires as in the previous example. This may have some advantage in reducing the drag through the water in manipulating the steerable anchor means. Again there is a choice available in operating characteristics with the arm 65 either being fixed to the float 62 or having a pivotal connection in the plane which will not interfere with the angular relationship with the keel.

In a more sophisticated arrangement but with a simpler tethering arrangement the keel 53 would be supported as previously described relative to the float 62 but with a single tethering line 10 and with steerage achieved by adjustable flaps 66 actuated by a mechanism for example housed in the float and controlled electronically from the craft.

In some applications it may be desirable to provide the pilot with a control that can regulate the angle at which the included surface of the keel 53 is inclined. For example in a high performance craft where the pilot wishes to increase resistance to compensate for forces that he may be going to perform. One simple means of such control is illustrated in Figure 31 where there is a tiiird tethering line 10a connected through a bar 67 to the lower position 68 on the included surface of the keel 63 so that adjusting the tether 10a can modify the angle of the keel.

The steerable anchoring means could assume different configurations provided the desired anchor position is achieved in the water whereby at the range of ordinary angular inclination between the flying craft and the anchor a negative component of force is generated tending to hold the anchor in the water. This may also be achieved by a shaped hydrofoil which develops a thrust along the longitudinal axis to hold the flying craft against the wind and develops thrust in the vertical axis to act against lift of the flying craft. A floatation 62a would again be employed on the hydrofoil foot 69. The hydrofoil foot could include trim rudders 70 and 71 in the known way. The steerable anchors according to the present invention are relatively light and compact and easily transported while still providing an effective anchoring means for the craft which is steerable to allow the pilot a control as previously disclosed.

The preferred embodiment of the invention has been illustrated with the lift means formed from a wing structure but a suitable parapente attached to the pod could also provide an effective lifting unit.

It has been emphasised that the flying craft according to the present invention can be constructed with various control characteristics from a high performance craft to a more stable and safer craft for use with less skilled pilots or first time operators. The objective is to ensure the pilot with a thrilling ride and a capacity to enjoy both a combination of flying and sailing skills. This is illustrated in Figure 33 where the pilot in an airborne position relative to the anchor means flying relative to the wind direction 72 is able to direct the steerable anchor in the direction 73. The characteristics of the flying machine will determine the angle across or into the wind that can be achieved with the craft but in all forms the combined skills of flying and sailing will be enjoyed.

Claims

WHAT WE CLAIM IS:

1. A wind powered craft combining aspects of flying and sailing said craft comprising lift means, a pilot pod, pilot operated control means in the pilot pod, a frame attaching the pilot pod to the lift means to allow the lift means relative to the pilot pod to be moved in position to increase or decrease lift for or in flight , steerable anchor means to be locatable in navigable water and tethering means connecting the steerable anchor means to the pilot control means with movement of the pilot control means effectively directing in use steerage of the steerable anchor means through the water.

2. A wind powered craft as claimed in claim 1 wherein the operation of the tethering means and steerable anchoring means results in forces generated by the lift means establishing a net downward component of forces during normal flying operations.

3. A wind powered craft as claimed in claim 1 or claim 2 wherein the steerable anchor means comprises a float and a keel dependent from said float with the tethering means effectively connected to establish an included angle with the keel so that forces transmitted to the keel through the tethering means resolve to establish a net downward force.

4. A wind powered craft as claimed in claim 3 wherein the tethering means comprises two tethering lines attached to the keel at two positions by spaced stay lines of a length to establish the desired angle of operation of the keel and with the alteration of the relative position of the tethering lines controlling steerage of the steerable anchor means.

5. A wind powered craft as claimed in claim 3 wherein the tethering means comprise two stay lines each attached to a boom arm fixed at a position relative to the keel so that forces exerted by the tethering means on the arm established the desired angle of operation of the keel and with alteration in the relative position of the tethering lines controlling steerage of the steerable anchor means.

6. A wind powered craft as claimed in claim 2 or claim 3 wherein said steerable anchoring means comprises a keel with moveable control surfaces, actuating means within or associated with the keel to move the control surfaces and pilot actuated control means to operate the actuating means to regulate the control surface and control the steerage of the steerable anchor means.

7. A wind powered craft as claimed in any one of claims 3 to 6 wherein the tethering means allows pilot control adjustment of the angle at which the keel is held relative to the line of force transmitted through the tethering means.

8. A wind powered craft as claimed in claim 2 wherein said steerable anchor means comprises a hydrofoil foot and a stem extending from said hydrofoil foot with the tethering means attached to the stem estabUshing an angle of force to the hydrofoil causing the hydrofoil foot to move through the water so that the forces transmitted by the tethering means resolve to give a net downward component and with control first surfaces on said hydrofoil foot operable to effect steerage through the water.

9. A wind craft as claimed in any one of the preceding claims wherein said lift means comprises a wing structure having a main spar, a plurality of rearwardly dependent ribs supported from said spar to estabhsh a supporting framework, a covering which when in place over the supporting framework will provide an aerofoil section and control surfaces in the wing structure at least some of which are pilot controllable.

10. A wind powered craft as claimed in claim 9 wherein the cover is removably supported on the frame, the ribs are demountably attached to the main spar and the main spar i§ demountably connected at or adjacent a centre joint to enable the wing structure to be dismantled for transportation and storage.

11. A wind powered craft as claimed in claim 10 wherein the cover is formed as two envelopes joined under tension at the centre of the wing structure.

12. A wind powered craft as claimed in any one of claims 9 to 11 wherein the control means within the wing structure include moveable control surfaces, stabilising appendages and shapes directed to develop the required characteristics in the wing structure in flight.

13. A wind powered craft as claimed in any one of claims 9 to 12 wherein the wing structure is arched or bowed with float supports at each end.

14. A wind powered craft as claimed in claim 13 wherein supplementary supports associated with a tail or pilot pod are provided to improve buoyancy and stability on the water.

15. A wind powered craft as claimed in any one of the preceding claims wherein the pilot pod and the frame supporting the pilot pod to the lifting means are combined to estabhsh a pilot seat and pilot operated controls located in a supporting frame, a structural support means attached to the lifting means, a pivotal connection between the upper end of the frame and the support mean to establish relative movement between the pilot pod and the lifting means with the relative position controllable by the pilot.

16. A wind powered craft as claimed in claim 15 wherein the pilot controls to regulate the position of the pilot pod relative to the lifting means include one or a combination of, physical force applied by the pilot directly through the frame, shifting the weight of the pilot, or controlling the control surfaces on the Ufting means.

17. A wind powered craft as claimed in claim 15 or claim 16 wherein the pilot may change the position of the lifting means relative to the pilot pod by applying physical force to a control member contained within the frame.

18. A wind controlled craft as claimed in claim 17 wherein a foot actuated member influences the location of the pivotal frame to change the position of the lifting means.

19. A wind powered craft as claimed in any one of claims 15 to 18 wherein the pivot position is formed to estabhsh lateral stability in the connection between the pilot pod and the lift means.

20. A wind powered craft as claimed in anyone of the preceding claims where under control when the pilot actuated control means enable the pilot to regulate moveable control surfaces in the lifting means with one operation and the relative mclination of the steerable anchoring means with a second operation.

21. A wind powered craft as claimed in claim 20 wherein control handles operable by the pilot are connected so that rotational movement will regulate the control surfaces influencing the flight of the craft and lateral movement of the control surfaces will influence the tethering means to direct the steerable anchor.

22. A wind powered craft as claimed in claim 21 wherein the pilot control allows releasable attachment to the tethering means to adjust the position of the pilot controls at a desired relative displacement of the tethering means.

23. A wind powered craft combining aspects of flying and sailing comprising a lift means, a pilot pod, a pilot operated control means in the pilot pod, a frame attaching the pilot pod to the lift means to allow the lift means to be moved to a position to increase or decrease lift for or in flight, steerable anchor means to be locatable in navigable water, tethering means connecting the steerable anchoring means to the pilot control means with the controlled operation of the tethering means and the anchor means resulting in forces generated by the lift means upon the anchor means establishing a net downward component of force during normal flight of the lift means while enabling the pilot through manipulation of the tethering means by the control means to steer the steerable anchor means through the water.