WO2019095005A1

WO2019095005A1 - Aircraft and systems for vertical movement and horizontal flight

Info

Publication number: WO2019095005A1
Application number: PCT/AU2018/051213
Authority: WO
Inventors: Ian Symons
Original assignee: Prospect Silver Ltd
Current assignee: Prospect Silver Ltd
Priority date: 2017-11-14
Filing date: 2018-11-13
Publication date: 2019-05-23
Anticipated expiration: 2020-05-14

Abstract

A system comprising means for aircraft to combine the functions of efficient vertical takeoff and landing, efficient hover, efficient forward flight, and smooth transitions between vertical movements and forward flight. Also disclosed are aircraft that incorporate the system and an array including multiple systems. An airflow generating means is configured to direct airflow onto the convex upper surface of a curved substrate to generate sufficient lift to control vertical movement of an aircraft. Deflectors limit the effects of crosswinds upon the airflow generating lift.

Description

AIRCRAFT AND SYSTEMS FOR VERTICAL MOVEMENT

AND HORIZONTAL FLIGHT

Field of the Invention

This invention relates to a system of aircraft that allows any controlled combination of efficient movements of vertical take-off, vertical landing, hover, forward flight, and a smooth transition between these movements.

Background

Aircraft capable of controlled vertical manoeuvres, including take-off, landing and hovering are generally inefficient at providing lift, whilst some newer designs are not well suited to fast forward flight, strong cross winds and smooth transitions between vertical movements and forward flight.

It is desirable to provide a system for enabling

controlled vertical manoeuvres of aircraft that reduces at least one of the inefficiencies described above.

It is further desirable to provide a system or systems for aircraft that provide good operational efficiency in all aspects of flight including controlled aerial manoeuvres, vertical take-off, vertical landing, hovering, vertical take-off in cross winds, vertical landing in cross winds, hovering in cross winds, forward flight, and a smooth transition between hover and forward flight.

Suitably, the systems provide a smooth transition between hover and forward flight.

Summary of the Invention

In this specification unless otherwise specified:

(i) the term "engine" is interchangeable with the terms "turbine", "gas turbine turboshaft engine",

"turboshaft engine" and "aircraft engine"; (ii) the term "gas flow" is interchangeable with the terms "gas", "air", "air flow" and "engine exhaust";

(iii) the terms "horizontal" and "vertical" when used in reference to the orientation of a fan or aircraft engine or gas flow, are relative to the surface

orientation of a curved substrate or aerofoil;

(iv) the term "aircraft" may refer to other suitable aircraft that are capable of direct vertical movement such as helicopters;

(v) the term "prior art" generally refers to

Australian Patent Application 2015203190 titled "A SYSTEM FOR CONTROLLED VERTICAL MOVEMENT OF AN AIRCRAFT".

The present invention provides a system of aircraft that allows any controlled combination of efficient movements of vertical take-off, vertical landing, hover, forward flight, and a smooth transition between these movements.

All aircraft forms in this document can operate as an unmanned aerial vehicle (UAV) via any suitable means such as autonomous operation or remote control operation or a combination thereof, wherein autonomous operation may comprise a computer or other intelligence, and remote control may comprise humans or computers or other

intelligence, whilst autonomous operation may further include interacting with other aircraft in the assemblage, a nominal control aircraft in the assemblage, or by other aircraft and aircraft assemblages including aircraft and aircraft assemblages acting in formation, or with any other suitable systems including sensor, data and

positioning systems.

All aircraft forms in this document can be powered by any suitable engine or combination thereof such as piston engines, turbine engines, rockets, electric engines, or any other suitable means. All aircraft forms in this document can have engines and systems powered by any suitable energy source or

combination thereof such as chemical fuels, nuclear reactions, thermonuclear reactions, solar cells,

batteries, fuel cells, muscle energy including artificial muscles, living organisms including artificial organisms, photosynthesis or any other suitable means, that are further contained by any suitable means in appropriate locations such as fuel tanks, reactor vessels and battery banks within the body of the aircraft, solar panels or photosynthesis panels incorporated on the aerofoil, and so forth .

All aircraft forms in this document may provide engine thrust by any combination of propellers, turbines, rockets, ion emitters or any other suitable means.

All aircraft forms in this document may be comprised of any suitable materials or combination thereof such as metal, carbon fibre, fibreglass, ceramics, laminates, plastics, composites, natural materials, or any other suitable means.

All aircraft forms in this document that comprise

assemblages of aircraft are connected by bracing structure means preferably provided in the form of streamlined flattened tubes or trusses that may be cross connected and comprising light and strong materials such as aluminium and carbon fibre, but may also be provided in the form of other structures such as straight bars, I-beams, moulded sections, polygonal tubes, cables, wires, chains or any other suitable forms.

Bracing structure means may be in any desirable form such as a straight bar, rectangular framework, polygonal framework, snowflake pattern, combinations thereof and so forth, including three dimensional arrangements. Bracing structure means may further comprise materials such as plastic, titanium, aerogels, composites, wood, laminates, fibreglass, cloth, smart materials, or any other suitable materials. Smart materials have properties that react to changes in their environment, and include types such as shape-memory alloys, shape-memory polymers, self-healing materials, dielectric elastomers, and so forth .

Furthermore, the bracing structure means used in these assemblages may include load points for lifting and carrying cargo, or bear other structures including

detachable structures such as control rooms, passenger cabins, communications facilities, floats for marine applications, emergency equipment, weapons, electronics systems, external fuel tanks, machinery, engines,

propulsion systems and so forth. The term "thrust reversal" used in this document generally refers to aircraft engine thrust reversal that is also called reverse thrust, and includes turbine thrust

reversal and propeller thrust reversal, that is the temporary diversion of an aircraft engine's thrust so that thrust is directed forward rather than backward, such as is common on airliners. However, thrust reversal may also be accomplished via swivelling of aircraft in assemblages of aircraft that will be described later in this document. The term "thrust options" used in this document generally refers to thrust reversal options ranging from overall forward thrust at zero thrust reversal, to partial thrust reversal just negating overall forward thrust resulting in aircraft hover, to full thrust reversal resulting in overall reverse thrust.

The term "flight modes" used in this document generally refers to aircraft motions and manoeuvres such as vertical takeoff, aircraft hover, vertical landing, forward flight, flight attitude, modest reverse flight, nose up, nose down, banking, and flight attitude.

All aircraft forms in this document are generally provided with thrust options and are capable of smooth transitions between flight modes. More specifically, transitions are characterised by a progressive transition from an existing state (e.g. hovering) to an alternative state (e.g.

forward flight) by adjusting engine outputs and other aircraft controls so that the aircraft experiences a gradual transition from one flight mode to the next.

In a first aspect of the present invention, there is generically provided aircraft with gas flow being

generated from one end that is then propelled over an aerofoil to generate aircraft lift.

Gas flow may be generated via two counter rotating

centrifugal blowers or by any other suitable means, such as turbines. Gas flow from the blower outlets may be combined into a single flattened outlet duct, but could be supplied via separate flattened outlet ducts. Gas flow from the flattened outlet duct disperses as a thin curved layer over the aerofoil to generate aircraft lift.

Gas outflow past the aerofoil may impart some forward thrust to the aircraft in the direction of the centrifugal blowers .

Forward thrust may also be provided by suitable engines such as turbines that can also power the centrifugal blowers .

Turbine outflow may be just above and in the same

direction of the thin curved gas layer generating lift, thereby reducing drag on the thin curved gas layer

generating lift.

Aircraft engine thrust reversal may be proportionally used to negate all forward aircraft thrust, thereby providing vertical lift only to the aircraft via the centrifugal blowers, that when combined with aircraft orientation in consideration of any cross winds, provides the aircraft with the capabilities of vertical takeoff, hover and vertical landing.

The controlled application of any desired proportion of turbine thrust reversal also provides any desired

proportion of net aircraft forward or reverse thrust combined with vertical lift, whilst vertical lift power can be separately controlled to any desired amount of lift via the proportional amount of power from the engines, such as via a gearbox, that is applied to the centrifugal blowers that generate the thin curved gas layer generating lift over the aerofoil. In this manner, the system is capable of smoothly transitioning between controlled vertical movements and forward flight, including during reasonable amounts of cross winds. By way of example the aircraft may vertically take off as previously described via thrust negation and lift via the centrifugal blowers, then next gradually reduce the amount of engine thrust reversal thereby slowly increasing forward thrust to any desired achievable amount, then reach zero thrust reversal for maximum forward thrust available whilst still

supplying power to the centrifugal blowers, then as sufficient airspeed is reached for the aerofoil to act in the manner of a conventional aircraft wing supplying lift during flight, the power to the centrifugal blowers is gradually reduced to zero thus releasing this power to the aircraft engine for more forward thrust, thus providing the maximum forward flight speed of the aircraft. When the aircraft is in forward flight the centrifugal blowers may be shut down as the aerofoil will operate in the conventional manner of an aircraft wing in forward flight .

The centrifugal blowers may be preferably provided with a streamlined leading edge for streamlined forward flight.

The aerofoil may be supplied with control surfaces such as flaps and rudders per the aircraft art.

The aerofoil may also control aircraft roll via the addition of control surfaces that are preferably spaced near the mid lateral extremities of the aircraft.

Lateral tilt may also be achieved by varying the

proportional power applied to the centrifugal blowers or by supplying a controlled vectored output at the flattened outlet ducts .

Aircraft nose up and nose down may also be controlled by the power provided to the centrifugal blowers.

Aircraft rotation may also be controlled via supplying a controlled vectored output in any combination at the flattened outlet ducts and turbine outlets .

Aircraft control, flight and manoeuvring options are provided by one or more of flap and rudder settings, roll control surfaces settings, vectored flattened outlet ducts, proportional power settings to the centrifugal blowers, engine power settings, proportional engine thrust reversal settings, aircraft orientation and attitude and speed and loading, combined with any air movements such as cross flows and updraughts.

In a second aspect of the present invention, there is generically provided a second form of the first aspect of the invention.

This second aspect is similar in all ways to the first aspect except that the centrifugal blower outlets are not combined, and each flattened outlet duct disperses gas as a thin curved layer over separate aerofoils to generate aircraft lift.

This second aspect may have turbines placed axially in line with the long axis of each aerofoil, thus providing better drag reduction compared to the first aspect of the invention, to the thin curved gas layer generating lift that is generated via any combination of the centrifugal blowers or airflow from forward flight.

In a third aspect of the present invention, there is provided bracing structure means that join two aircraft forms of either the first or second aspects of the

invention .

These aircraft may be joined by bracing structure means.

These aircraft may be joined at their centre of gravity to the bracing structure means .

Such combined forms of aircraft provide the advantages of a multi engine aircraft in regards to engine failure and load lift capacity.

Preferably these aircraft are joined by a rotatable mounting upon the bracing structure means so that the aircraft can pivot thus changing their orientation to each other for purposes such as providing full forward flight, partially to fully cancelling forward thrust or to

partially rotate or spin the aircraft assemblage, or to compensate for torque caused by the loss of an engine. When forward thrust is cancelled, the aircraft would be capable of controlled vertical movements as lift would be generated via the centrifugal blowers outflow over the aerofoils, although the aircraft would move horizontally over the Earth in response to winds unless otherwise actively countered. When forward thrust is partially cancelled the forward thrust component can be used to counter any crosswise airflows such as wind to thereby maintain hover over a fixed point of the Earth. Thus smoothly pivoting the aircraft into desired aspects upon the bracing structure means provides a system capable of smoothly transitioning between controlled vertical movements and forward flight.

In a fourth aspect of the present invention, there is generically provided bracing structure means to form joined assemblages of the first to third aspects of the invention .

These joined aircraft assemblage forms supply numerous engines thus providing the advantages of a multi engine aircraft in regards to engine failure and load lift capacity.

Aircraft assemblages may be polygonal such as a hexagon, and may incorporate a central body for any desired purpose such as cameras in an unmanned aerial vehicle (UAV) that is operated by any combination of autonomous or remote control, passengers, crew in a central control module, freight, command and control systems, weapons, ballistic parachute, and so forth, wherein further such a central body could be detachable, float on water, or act as a life raft or autonomous vehicle.

In a fifth aspect of the present invention, applicable generally but not limited to generally disc shaped

aircraft and aircraft of the first and second aspects of the invention, there is generically provided an air deflector to minimise interactional effects between curved gas flows providing aircraft lift and any crosswise airflows relative to the aircraft such as may by example be caused by an aircraft in horizontal flight or by winds passing an aircraft on the ground.

Unimpeded incoming crosswise airflows can both distort and oppose the curved gas flows providing aircraft lift, particularly on that side of the aircraft where outgoing curved gas flows providing aircraft lift meet the incoming crosswise airflow in direct opposition, and in this embodiment air deflectors for generally disc shaped aircraft encircle the sides of the aircraft to thereby generally shield the curved gas flows providing aircraft lift from incoming crosswise airflows, whilst aircraft forms optimised for forward flight such as the first and second aspects of the invention would generally have air deflectors at only at the sides of the aircraft.

The air deflector may generally transfer lateral forces from crosswise airflows to the body of the aircraft instead of these lateral forces being applied to the curved airflows providing aircraft lift.

The air deflector is preferably optimised for the forward cruising speed of the aircraft.

In a sixth aspect of the present invention, in like manner to the fifth aspect of the invention, there is generically provided further air deflector means to minimise

interactional effects between curved gas flows providing aircraft lift and any crosswise airflows relative to the aircraft .

In this embodiment air deflectors may be generally

provided both above the aircraft and encircling the sides of the aircraft, but may be placed in any embodiment in any useful location.

Air deflectors above the aircraft over the aerofoil are provided in the form of structures that provide a notable impediment to the forces of incoming generally horizontal airflows and transfer these forces to the body of the aircraft whilst simultaneously providing a minimal area in the vertical direction to the aerofoil to thereby minimise detrimental effects to aircraft lift. For example, if such an air deflector structure covered all of the area in the vertical direction, then aircraft lift would be expected to be zero. In another example, if such an air deflector structure covered one quarter of the area in the vertical direction, then aircraft lift would be expected to be correspondingly reduced by one quarter. In a further example, practical designs such as a honeycomb structure may provide a vertical component area of less than one part in twenty.

In a seventh aspect of the present invention, there is generically provided a variation of the fifth and sixth aspects of the invention for generally disc shaped

aircraft that preferably only travel in one forward direction relative to the aircraft.

In this embodiment the encircling air deflector may be reduced to an arc that is placed in the direction of forward flight.

An alternate directional form of air deflector for generally disc shaped aircraft is optionally placed above the aircraft that may by example be provided in the form of parallel strips at right angles to the direction of flight .

In a eighth aspect of the present invention, there is generically provided joined aircraft assemblages means of the fifth to seventh aspects of the invention.

In this embodiment in similitude to the third and fourth aspects of the invention, these aircraft are preferably joined by a streamlined bracing structure means.

Any suitable aircraft can be incorporated in these

assemblages including helicopters and fixed wing aircraft, wherein the totality of aircraft and assemblage are preferably capable of vertical movements, and may include the compromise arrangement wherein a short take off capability is provided wherein further this limitation may be converted to full vertical movements for landing via weight reduction en route, such as by burning of fuel or disposal of cargo such as via air drops.

Different types of aircraft are preferably incorporated as pairs spaced equidistant to the net centre of gravity of the aircraft assemblage to thereby both balance weight and provide balanced flight characteristics.

One example of a mixed aircraft assemblage would be several heavy lift vertical takeoff aircraft located axially to provide primary lift for a long heavy load, with secondary small aircraft spaced away from the axis to provide trim, roll and flight attitude control, and further to provide lift to any protrusions of the load.

These aircraft are preferably joined at their centre of gravity to the bracing structure means.

Such assemblages of aircraft provide the advantages of a multi engine aircraft in regards to engine failure and load lift capacity.

It will be appreciated that there are many common existing techniques that can be applied to the aircraft forms discussed herein such as adding floats for marine

applications, fire suppression systems, escape systems, explosive bolts, passenger seating and comfort, weapons systems, communications, radar and so forth.

In another aspect, there is provided a system applicable generally but not limited to disc shaped aircraft, comprising means for shielding crosswise airflows external to aircraft from interactional effects against curved gas flows providing aircraft lift, wherein air deflector system means comprising any combination of radial air deflector systems means and upper surface air deflector system means generally transfers the lateral forces from crosswise airflows to the body of the aircraft.

In yet another aspect, there is provided a system

comprising means for generating airflow and a curved substrate having a convex upper surface, wherein the means for generating airflow is configured to direct airflow onto the convex upper surface of the curved substrate to generate sufficient lift to control vertical movement of an aircraft, wherein the convex upper surface is an aerofoil in an ovate shape with the broader end away from the means for generating airflow.

Brief Description of the Drawings

Preferred generic embodiments of the invention will be described, by way of example, with reference to the accompanying drawings in which:

Figures 1A to IB are top and cross-sectional views of an aircraft with a generally ovate shaped aerofoil body with turboshaft engines and propelled gas flow means via centrifugal blowers according to according to one

embodiment of the present invention illustrating curved gas flows over the aerofoil to provide aircraft lift. Figure 1C shows the aerofoil cross sectional view

component of Figure IB. Figure ID is a top view illustrating further features of Figure 1A previously omitted for clarity, showing roll control surfaces, lateral air deflectors and an additional forward positioned rudder. Figure IE shows the aerofoil lateral cross sectional view component of Figure ID .

Figure 2A is a top view of a variant of the systems of Figures 1A to 1C according to the present invention illustrating twin aerofoil bodies.

Figure 2B in similitude to Figure ID is a top view

illustrating further features of Figure 2A previously omitted for clarity, showing roll control surfaces, lateral air deflectors and an additional forward

positioned rudder.

Figures 3A to 3H are top and end views of one embodiment of an aircraft assemblage system comprising aircraft systems of either Figure 1 or Figure 2, and a bracing structure means and means to swivel these aircraft in relation to the bracing structure means according to the present invention illustrating different aircraft

assemblage manoeuvres resulting from different rotary positions of aircraft.

Figures 4A to 4D are top views of further more complex aircraft assemblages comprising the aircraft assemblages of Figures 3A to 3H according to the present invention.

Figures 5A to 5B that are included for reference,

respectively illustrate per prior art a top view and cross sectional side view of a disc shaped aircraft.

Figures 5C to 5G are respectively a generic top view and four generic cross sectional side views of aircraft in similitude to Figures 5A to 5B that are provided with various air deflector systems means to minimise

interactional effects between curved gas flows providing aircraft lift and any crosswise airflows relative to the aircraft according to one form of the present invention.

Figures 6A to 6D illustrate top and cross sectional side views of further various air deflector system means according to further forms of the present invention.

Figures 6E to 6H illustrate top and cross sectional side views of further air deflector system means according to a preferred form of the present invention.

Figures 7A to 7D illustrate top and cross sectional side views of further various air deflector system means according to further forms of the present invention.

Figures 8A to 8L are top and cross sectional side and bottom views of various aircraft assemblage system means according to embodiments of the present invention.

Detailed Description

With reference to top view Figure 1A, side view Figure IB and aerofoil component side view Figure 1C, top view

Figure ID, and aerofoil component lateral side view Figure IE, an aircraft system providing good operational

efficiency in all aspects of flight according to a

preferred embodiment of the invention is illustrated.

In this embodiment, Figures 1A to IB illustrate one form of generating lift for aircraft 1 hover wherein turbines 2 drive two counter-rotating centrifugal blowers 3 with a combined flattened outlet duct 4 that propels a high speed thin layer of gas flow 5 widely across downward curving ovate aerofoil 6 to generate aircraft 1 lift and some forward thrust to move aircraft 1 in the direction of arrow A.

More specifically, the ovate aerofoil 6 has a convex upper surface as shown in Figure IB which is a cross-sectional view along the line 1B-1B in Figure 1A and yet more specifically as Figure 1C that shows the aerofoil 6 component view of Figure IB. The aerofoil 6 is also convex across its width as shown by the dotted contour lines 123 in Figure 1.

The three dimensional shape of aerofoil 6 is generally generated from the line of the aerofoil 6 profile of

Figure IB from reference pivot point 120 to reference endpoint 121, that is illustrated as line 122 of Figure 1C, wherein line 122 is horizontally pivoted at reference pivot point 120 to thus arc reference endpoint 121 side to side to form aerofoil 6 of Figure 1A. The three

dimensional shape of aerofoil 6 is further shown by aerofoil 6 profile of Figure IE that is a cross-sectional lateral view along the line 1E-1E in Figure ID. The aerofoil profile presented to the direction of any gas flow 5 is thus generally constant at all gas flow 5 angles from flattened outlet duct 4 as further indicated by contour lines 123 of Figure 1A. Although aerofoil 6 of Figure 1A could form a more triangular shape, such a shape does not suit forward flight as the tips of such a

triangular shape would generate notable drag.

A rearward end of the aerofoil 6 includes flaps 9 and a rudder 309 for controlling movement of the aircraft 1 through the air in flight. The front end of the aerofoil 6 tapers inwardly to an area where it connects with the duct 4. The connection with the duct 4 enables an uninterrupted gas flow 5 over the aerofoil 6 to generate the lift required to enable the aircraft 1 to fly.

The counter-rotating centrifugal blowers 3 provide an efficient means of airflow generation as centrifugal blowers are well known for their efficiency, whilst furthermore their orientation is preferably horizontal with their air intake uppermost to thereby provide maximum additional aircraft lift via the partial vacuum at their air intake. Whilst blowers 3 can be used with like

rotation, such usage provides unwanted torque to aircraft 1.

The flow of gas flow 5 across aerofoil 6 is also an efficient means of providing lift to aircraft 1 that by way of example can be compared to a fixed wing aircraft in flight wherein airflow drag via the leading edge of the wing and underside of the wing is added.

The gas flow 5 is generated by the centrifugal blowers 3 which are driven by respective turbines 2. The turbines 2 are connected to the blowers 3 by a gearbox with

articulated output shaft 110 which in turn is connected to a drive shaft 112 that extends from the output shaft 110 to the turbine 3 so as to drive the blower 3 about its rotational axis (not shown) . When driven, the blowers 3 suck air in through their upper side thereby providing some lift to the aircraft, and then propel it this air centrifugally into respective manifolds 114 that extends about each blower 3. Air flows through the manifold 114 in the direction shown by arrow 116 to the point where the manifolds 114 combine into the outlet duct 4 where the air is expelled out onto the aerofoil 6.

The gearbox with articulated output shaft 110 may be provided in the form of a coaxial or epicyclic gearbox and universal joint. Similarly, the drive shaft of the blowers 3 is also equipped with a universal joint to drive shaft 112. The gearbox and universal joints are not illustrated for clarity. Likewise the mountings for turbine 2 to the body 130 of the aircraft 1 are not shown for clarity, noting that such mountings would preferably be

streamlined. Fuel supply and fuel lines for turbines 2 would preferably be in the form of tanks within the body of aircraft 1, and again are not illustrated for clarity.

Although Figures 1A and IB shown the blowers arranged side-by side, it will be appreciated that alternative arrangements can be adopted, provided the combined gas flow from the blowers 3 is directed over the aerofoil 6. For example, the blowers 3 may be stacked vertically side by side with counter rotation, or angled as a vee

formation. In such alternative arrangements, the manifold 114 will be modified to provide the combined gas flow through a common outlet duct and over an aerofoil .

In addition to any forward thrust provided by the gas flow 5, forward thrust is also provided by thrust 7 from turbines 2.

Furthermore, each turbine 2 has thrust reversal means such as is common on airliners (but is not illustrated for clarity) that can be used to negate some or all forward thrust or cause the aircraft 1 to travel backwards, that in combination with controlled vertical lift movements provides an aircraft 1 system including the capabilities of smoothly transitioning between controlled vertical movements and forward flight, vertical takeoff, hover and vertical landing.

Centrifugal blowers 3 are provided with a streamlined leading edge 8 for streamlined forward flight in the direction of arrow A. When aircraft 1 has suitable forward flight speed, centrifugal blowers 3 can be shut down as aerofoil 6 will operate in the conventional manner of an aircraft wing providing lift in forward flight.

Aircraft 1 nose up and nose down can also be controlled by the total power provided to centrifugal blowers 3.

Banking of aircraft 1 can be achieved by varying the proportional power applied to centrifugal blowers 3 or turbines 2, or by supplying a controlled vectored output at flattened outlet ducts 4 or turbine 2 outlets such as by way of a pivoting vertical vane, or by operation of flaps 9, or by combination of these methods.

Aircraft 1 has a nominal centre of gravity 10 that will be used as reference in later Figures.

As aircraft 1 has a short lateral width in proportion to its length that thereby reduces rolling control via the flaps 9 per normal aircraft operation, additional rolling control may be provided at the lateral extremities of aircraft 1 and may operate independently or in conjunction with flaps 9.

Top view Figure ID and aerofoil component lateral side view Figure IE show aircraft roll control surfaces 303 with axial shaft 304. When a selected roll control surface 303 is progressively rotated as for example in the

direction of arrow 306 in Figure IE, then lift on that side of the aircraft 1 is reduced and aircraft 1 will roll down at that side. Roll control surface 303 is axially aligned in the direction of forward flight to offer minimal impediment to forward flight when operated.

If both roll control surfaces 303 are operated together then they can control aircraft 1 lift. Ideally roll control surfaces 303 are laterally centrally located in line with the centre of gravity of aircraft 1 to prevent adding pitch up or pitch down to aircraft 1.

Aircraft 1 may also incorporate forward rudder 305 that when operating in a counter manner in conjunction with rudder 309 provides improved aircraft 1 horizontal

rotation at low forward airspeed. During forward airspeed, rudder 305 can also operate in like manner in conjunction with rudder 309 to provide lateral aircraft 1 movement combined with forward movement without requiring aircraft 1 tilting to the side. Aircraft 1 may also incorporate air deflectors 301

connected to aircraft 1 by struts 302. Air deflectors 301 are placed axially in line with the direction of forward flight to minimise drag when in forward flight, and struts 302 are preferably in the form of flattened tubes to likewise minimise drag in forward flight. The purpose of air deflectors 301 is to minimise unwanted interaction of crosswise winds as indicated by arrow W to gas flow 5 that would thereby disrupt aircraft 1 lift, via transferring the forces from the crosswise airflows to the body of aircraft 1.

Various forms and applications of air deflectors will be discussed later in this document with particular reference to disc shaped aircraft of Figures 5 to 8 , wherein these forms may apply in turn to aircraft 1, or as discussed shortly, to aircraft 11 of Figure 2.

Aircraft 1 and aircraft 11 provide good operational efficiency in terms of providing the combination of forward flight with moderate efficiency, and hover

capabilities with good efficiency. This is in comparison to aircraft having both forward flight and hover capabilities, as for example vertical takeoff and landing jets that have high forward flight efficiency but very poor hover efficiency, or as a further example helicopters that have poor to modest efficiency in both forward flight and hover, or as a yet further example aircraft such as tilt rotors that have good forward flight efficiency but poor hover efficiency.

The subject of comparative efficiency between aircraft capable of hovering is well known in the aircraft art with references available on the internet, and such a graph comparing "Hover lift efficiency, gross weight/engine power" versus "Disc loading, gross weight/thrust area" for a range of aircraft types shows from poorest to highest hover efficiency the aircraft forms of direct-lift then lift-fan then tilt-wing then tilt-rotor then helicopter.

It is expected that the centrifugal rotor and centrifugal rotor outflow over the aerofoil of the present invention would be about 150% more efficient than a helicopter.

With reference to Figures 2A to 2B, an alternative

aircraft 11 providing good operational efficiency in all aspects of flight according to a preferred embodiment of the invention is illustrated.

In this second embodiment, aircraft 11 is similar in all ways to Figures 1A to IE and therefore like features are denoted with identical numbering except that flattened outlet ducts 12 are separate and spaced on the outer sides of centrifugal blowers 3, and each flattened outlet duct 12 disperses gas as a thin curved layer over separate aerofoils 13 to generate aircraft lift.

The aerofoils 13 are connected in a fixed relationship with respect to each other by a frame 118 such as a carbon fibre flattened oval tube that passes through the mid point of the aerofoils 13 in the longitudinal direction.

In each of the aircraft 1 and 11, the turbines have exhaust streams that are directed over the aerofoils 6 and 13 respectively. It is anticipated that this will enhance lift of the aircrafts 1 and 11 during vertical takeoff and landing and during hovering.

Aircraft 11 suits a higher speed forward flight than aircraft 1 due to the more streamlined shape of aerofoils 13, turbine 2 outflow centrally in line with gas flow 5 thus more efficiently reducing drag to gas flow 5, and the vectors of gas flow 5 angled more directionally for providing thrust.

With reference to top view Figures 3A to 3H, a method of forming an aircraft assemblage 14 system comprising a bracing structure means with a pair of aircraft 1, and means to swivel these aircraft in relation to the bracing structure means are illustrated with different aircraft assemblage manoeuvres resulting from different rotary positions of aircraft 1 according to this embodiment of the invention.

Although the drawings show the aircraft 1 in the

assemblage, it will be appreciated that other forms of aircraft, such as aircraft 11, may alternatively be used, or further yet other aircraft capable of vertical takeoff such as helicopters .

Aircraft assemblage 14 incorporates aircraft 1 connected via motorised swivel mountings 15 at aircraft 1 centre of gravity 10 to bracing structure means 16 according to this embodiment of the invention . In this embodiment, Figure 3A in combination with Figure 3B that shows an end view of Figure 3A in the direction of arrow B, illustrate a pair of aircraft 1 in parallel formation that would suit forward flight in the direction of arrow C.

Figure 3C illustrates aircraft 1 partially rotated as they transition to Figure 3D that illustrates one method of each of aircraft 1 being in opposing thrust to each other thus providing mainly vertical movements to aircraft assemblage 14, wherein these aircraft 1 rotations thereby provide a system for aircraft 14 assemblage to smoothly transition between controlled vertical movements and forward flight, including the capabilities of vertical takeoff, hover and vertical landing.

Figure 3E illustrates an alternate positioning of aircraft 1 that cancels thrust in a like manner to Figure 3D.

Figures 3F to 3G illustrate some examples of aircraft 1 configuration that cause aircraft assemblage 14 to spin, with Figure 3F causing anticlockwise spin per arrow D and Figure 3G causing a faster clockwise spin per arrow E. Figure 3F also has thrust in the direction of arrow U.

Figure 3H illustrates positioning of aircraft 1 that cause aircraft assemblage 14 to travel at maximum speed in the direction of arrow F.

It can be seen that aircraft assemblage 14 can perform any aircraft manoeuvres per helicopters and fixed wing

aircraft.

Aircraft assemblage 14 may also incorporate a central body that may be detachable or capable of being jettisoned or capable of floatation, for any useful function or

multitude of functions, such as a control room, winch, communications, intelligence and surveillance, weapons systems, electronic counter measures, fire fighting systems, search and rescue systems, cargo bay, crew, passengers, fuel, power plant, ballistic parachute, and so forth .

With reference to top view Figures 4A to 4D in like manner to Figures 3A to 3H, alternate methods of forming an aircraft assemblage of aircraft 1 or aircraft 11 or other suitable aircraft, and means to swivel these aircraft in relation to the assemblage are illustrated according to this embodiment of the invention.

In this embodiment, Figures 4A to 4B illustrate a

rectangular aircraft assemblage 15 comprising brace assembly 16 and a quantity of aircraft 1.

Figure 4A illustrates one example of positioning of aircraft 1 that cause aircraft assemblage 15 to travel at maximum speed in the direction of arrow G.

Figure 4B illustrates one example of positioning of aircraft 1 that cause aircraft assemblage 15 to cancel thrust providing mainly vertical movements of aircraft assemblage 15.

In this embodiment, Figures 4C to 4D illustrate a

hexagonal aircraft assemblage 17 comprising brace assembly 18 and a quantity of aircraft 1.

Figure 4C illustrates one example of positioning of aircraft 1 that cause aircraft assemblage 17 to travel at maximum speed in the direction of arrow H.

Figure 4D illustrates one example of positioning of aircraft 1 that cause aircraft assemblage 17 to cancel thrust providing mainly vertical movements of aircraft assemblage 17.

In similitude to Figures 3A to 3H, other rotational configurations of aircraft 1 in either of aircraft

assemblage 15 or aircraft assemblage 17 can cause these aircraft assemblages to rotate or spin, or perform any aircraft manoeuvres per helicopters and fixed wing

aircraft . All aircraft assemblages and particularly aircraft

assemblage 17 can incorporate a central body 19 for any desired purpose such as cameras in a unmanned aerial vehicle (UAV) , passengers, crew in a central control module, freight, command and control systems, ballistic parachute, and so forth, wherein further such a central body could be detachable, float on water, or act as a life raft or autonomous vehicle.

It will be appreciated that each of the aircraft 1 and 11 and the aircraft assemblies shown in Figures 3 and 4 enable control over the vertical movement of the aircraft, including hover, by directing a gas flow over the top of an aerofoil. Helicopters, which are commonly used for land and sea rescue missions because of their hovering

capability, direct air downwardly into the space where operations are being carried out. The aircraft 1 and 11 and other aircraft formed in accordance with embodiments of the invention direct the gas flow generally laterally, rather than downwardly, and therefore the gas flow does not interfere with the space below the aircraft as it hovers. It is anticipated that this may make rescue operations simpler and faster where rescue efforts can be conducted without the effects of the strong gas flow, and additionally simplify operations in dusty environments and construction sites.

With reference to Figures 5A to 5B, top view (Fig. 5A) and cross-sectional view (Fig. 5B) along the line 5B-5B of disc shaped aircraft 20 as described in Australian patent application 2015203190 (the contents of which are

incorporated herein by this reference) are illustrated.

The aircraft 20 includes a centrifugal fan 21 that, in this example, is rotating clockwise per arrow J producing a thin sheet of curved gas flow 22 over aerofoil surface 23 to produce aircraft 20 lift.

Aircraft 20 generally uses flaps and rudders for aircraft 20 manoeuvres. However, they are —omitted for clarity.

Aircraft 20 generally uses gas turbine turboshaft engines to drive the centrifugal fan 21 and to provide vectored thrust for propulsion and manoeuvres.

With reference to Figures 5C to 5G that are respectively a top view and four generic cross sectional views of

aircraft 24 along the line 5X-5X in Figure 5 C 5C in similitude to aircraft 20. These aircraft 24 are then provided with various embodiments of air deflector systems 25 to 28 for minimising interactional effects between curved gas flows 29 providing aircraft 24 lift, and any crosswise airflows 31 relative to aircraft 24 according to one form of the present invention.

Apart from Figure 5C, bracing 30 between air deflector systems 25 to 28 and the body 131 of aircraft 24 is omitted for clarity.

Although not illustrated, prior art per Figures 5A and 5B incorporates flaps and rudders that interact with curved gas flows 29 to provide aircraft manoeuvres such as rotation, rolling, pitching, and directional thrust, whilst further prior art per Figures 5A and 5B provides directional thrust from engines such as turbines. All these features are considered available with aircraft 24, and other aircraft forms discussed later in this document such as aircraft 34, aircraft 44, aircraft 200, aircraft 60, aircraft 70, aircraft 85, aircraft 90, aircraft 95, aircraft 100 and aircraft 105, wherein these capabilities thereby enable smooth transitions between controlled vertical movements and forward flight.

In these examples, aircraft 24 is travelling in the direction of arrow K thus causing impinging crosswise airflows from the direction of arrow L, resulting in deflected impinging crosswise airflows 31, upper deflected crosswise airflows 32, and vortices 33.

Deflected impinging crosswise airflows 31 cause resultant vertical component forces on the front of aircraft 24 in the direction of arrows M.

Reaction to the end of upper deflected crosswise airflows 32 cause resultant vertical component forces on the back of aircraft 24 in the direction of arrows N.

The combination of these vertical forces in the direction of arrows M and N cause rotational torque P on aircraft 24.

Air deflector systems 25 to 28 operate by transferring lateral forces to the body 131 of aircraft 24 instead of curved gas flows 29.

Air deflector systems 25 to 28 can be porous to allow limited diffusion of gases across air deflector systems 25 to 28 to thereby bring atmospheric pressure on the

aircraft 24 side of air deflector systems 25 to 28 closer to the surrounding atmospheric pressure, thereby reducing vortices 33 and distortions on curved gas flows 29.

It can be seen that curved gas flows 29 are generally shielded from crosswise airflows 31 relative to aircraft 24, thereby enabling horizontal flight with minimal disruption of aircraft 24 lift, thereby enabling vertical manoeuvres irrespective of reasonable ground cross winds or horizontal flight, thereby enabling aircraft 24 to smoothly transition between controlled vertical movements and forward flight, including the capabilities of vertical takeoff, hover and vertical landing, or to perform any aircraft manoeuvres per helicopters and fixed wing

aircraft .

It can be seen that horizontal flight efficiency

progressively improves from Figures 5D to 5G, with Figure 5G having the least energy wasting turbulence.

With reference to Figures 6A to 6B that illustrate

respectively a top view and a cross sectional view along the line 6B-6B in Figure 6A of aircraft 34 with body 132 in similitude to aircraft 24 travelling in the direction of arrow Q wherein aircraft 34 is provided with air deflector system 35 for minimising interactional effects between curved gas flows 36 providing aircraft lift and any crosswise airflows 37 relative to the aircraft

according to one form of the present invention.

Air deflector system 35 comprises radial deflector 38, radial braces 39, honeycomb braces 40 and honeycomb deflector 41.

Honeycomb braces 40 are located at honeycomb deflector 41 junctures, such as at the juncture of three hexagon cells, and extend from honeycomb deflector 41 junctures to the upper surface of aircraft 34.

Honeycomb deflector 41 may also extend over centrifugal fan 42.

Honeycomb deflector 41 may assume the form of a geodesic polyhedral dome or other suitable cellular structure.

It can be seen that curved gas flows 36 still provides aircraft 34 lift whilst shielded from crosswise airflows 37 relative to aircraft 34, thereby enabling horizontal flight with minimal disruption of aircraft 34 lift, thereby enabling vertical manoeuvres irrespective of reasonable ground cross winds or horizontal flight, thereby enabling aircraft 34 to smoothly transition between controlled vertical movements and forward flight, including the capabilities of vertical takeoff, hover and vertical landing, or to perform any aircraft manoeuvres per helicopters and fixed wing aircraft.

It can be seen that aircraft 34 horizontal flight appears to have less energy wasting turbulence and therefore better efficiency than the embodiments of aircraft 24.

With reference to Figures 6C to 6D that illustrate a respective top view and a cross sectional view along the line 6D-6D in Figure 6C of aircraft 44, aircraft 44 is identical to aircraft 34 of Figures 6A to 6B with

identical numbering and also travelling in the direction of arrow Q, except that aircraft 44 is provided with a slightly different air deflector system 45 according to a preferred form of the present invention.

Air deflector system 45 comprises radial deflector 48, radial braces 39, honeycomb braces 40 and honeycomb deflector 51.

Honeycomb deflector 51 is illustrated optionally extending over centrifugal fan 42.

Unlike air deflector system 35, honeycomb deflector 51 now blends into radial deflector 48 thereby both reducing the number of radial braces 39 and also providing a smoother transition between honeycomb deflector 51 and radial deflector 48 thereby providing a smoother diverted airflow of crosswise airflows 37.

Aircraft 44 is anticipated to perform manoeuvres

identically to aircraft 34 except with slightly better efficiency in lateral movements.

Figures· 6E illustrates a top view and Figures 6F

illustrates a cross sectional views along the line 6F-6F in Figure 6E of further air deflector system means according to a preferred form of the present invention. Additionally, Figures 6G and 6H show magnified cross- sections of the left and right-side ringed portions in Figure 6F, respectively.

With reference to Figures 6E and 6F, the aircraft 200 is travelling in the direction of arrow T. The aircraft 200 is similar to aircraft 34 and 44 of Figures 6A to 6D except that aircraft 200 has a dimpled upper surface and is provided with a slightly different air deflector system 201 according to a preferred form of the present

invention .

Aircraft 200 comprises the air deflector system 201, radial aircraft body 202, aerofoil surface 203 and

centrifugal fan 204.

The air deflector system 201 comprises radial deflector 205, circular deflectors 206, spoke deflectors 207 and deflector braces 208.

Centrifugal fan 204 outflow forms curved streamlines 209 over aerofoil surface 203 to provide aircraft 200 lift.

Crosswise airflow 210 is caused by aircraft 200 travelling in the direction of arrow T. Air deflector system 201 has a lower vertical profile and thus provides less air resistance to crosswise airflow 210 compared to air deflector systems 35 and 45 of Figures 6A to 6D whilst furthermore centrifugal fan 204 at the dimpled upper surface of aircraft 200 is effectively shielded from crosswise airflow 210, wherein all of these effects combined provide aircraft 200 with notably less drag in horizontal flight compared to the embodiments of aircraft 34 and 44.

Figure 7A is a top view of an aircraft 60 and Figure 7B is a cross sectional view of the aircraft 60 with body 133 along the line 7B-7B in Figure 7A as a simplified version of the aircraft of Figures 5A to 6D, whereby aircraft 60 is intended for travelling in only one horizontal

direction relative to the body of aircraft 60 according to a form of the present invention. Aircraft 60 illustrated travelling in the direction of arrow R is provided with crescent air deflector 61 and deflector braces 62 to deflect incoming airflows 63 as deflected airflows 64 to shield curved radial airflows 65 providing aircraft 60 lift.

Some turbulence 66 is generated behind crescent air deflector 61.

When aircraft 60 is on the ground or in hover, aircraft 60 lift is not protected against crosswise airflows unless these airflows approach against the designed direction of aircraft 60 flight.

With reference to Figures 7C to 7D, Figure 7C is a top view of aircraft 70 and Figure 7D is a cross sectional view of the aircraft 70 with body 134 along the line 7D-7D in Figure 7C as an embodiment of the present invention that incorporates aircraft 60 of Figures 7A to 7B with a lower profile air deflector 71 with braces 72, and

straight vertical air deflectors 73 attached to aircraft 70 body via simple vertical braces not illustrated for clarity.

Deflected airflows 74 are deflected less in comparison with deflected airflows 64 of Figures 7A to 7B.

Deflected airflows 74 shield curved radial airflows 75 providing aircraft 70 lift in like manner to honeycomb deflector 41 and honeycomb deflector 51 per Figures 6A to 6D .

Straight vertical deflectors 73 may be replaced in part or whole by honeycomb deflector 41 or honeycomb deflector 51 per Figures 6A to 6D .

With reference to Figures 8A to 8L, methods of various aircraft assemblage system means according to a preferred embodiment of the invention are illustrated, as are aircraft according to this embodiment of the invention.

The aircraft used in these assemblages may be of any aircraft including various combinations of aircraft as previously described such as aircraft 1, aircraft 11, aircraft 24, aircraft 34, aircraft 44, aircraft 60, aircraft 70, aircraft 85, aircraft 90, aircraft 95, aircraft 100 and aircraft 105, aircraft 200 or any other suitable aircraft including helicopters and fixed wing aircraft, as previously discussed in the section "Summary of the Invention" .

The mounting framework used in these assemblages may be of any suitable form such as previously described but not limited to those of Figures 3A to 4D. The mounting framework used in these assemblages may include load points for lifting and carrying cargo.

The aircraft used in these assemblages may rotate upon their mounting framework via motorised pivots or swivel mountings such as but not limited to those previously described in Figures 3A to 4D .

Rotating parts such as engines and centrifugal fans in these aircraft assemblages are preferably balanced out by an equal number of counter rotating parts to thereby cancel out or minimise torque effects.

These aircraft assemblages may incorporate dedicated thrust engines.

These aircraft assemblages may incorporate a central body that may be detachable or capable of being jettisoned or capable of floatation, for any useful function or

These aircraft assemblages may smoothly transition between controlled vertical movements and forward flight,

including the capabilities of vertical takeoff, hover and vertical landing, or to perform any aircraft manoeuvres per helicopters and fixed wing aircraft.

Figure 8A is a top view of aircraft assemblage 80 and Figure 8B is a cross sectional view along the line 8B-8B in Figure 8A. Figures 8A to 8B of aircraft assemblage 80 show two of aircraft 81 mounted upon framework 82.

In the top view in Figure 8C and in Figure 8D which is the cross sectional view along the line 8D-8D in Figure 8Cof aircraft assemblage 85, two of aircraft 86 are shown mounted upon framework 87 wherein in this example aircraft 87 are in the form of aircraft 60 or aircraft 70

travelling in forward flight in the direction of arrow S.

With reference to top and bottom view Figures 8E to 8F respectively of aircraft assemblage 90, four of aircraft 91 are shown mounted upon framework 92.

With reference to top and bottom view Figures 8G to 8J respectively of aircraft assemblage 95, six of aircraft 96 and central body 97 are shown mounted upon framework 98.

With reference to bottom view Figure 8K of aircraft assemblage 100, six of aircraft 101 and central body 102 are shown mounted upon framework 103.

With reference to bottom view Figure 8L of aircraft assemblage 105, eight of aircraft 106 are shown mounted upon framework 107.

It will be seen that many forms and combinations of aircraft and systems can be made with the aircraft and systems described in this document and with existing art.

It is anticipated that the aircraft described above can be used for, but not limited to, any of the following

applications :

Unmanned aerial vehicles

Passengers and crew

Supplies and equipment drop-off

Freight transport - military and commercial Packages, parcels and mail - pick-up and delivery Food and drink - pick-up and delivery

Passenger taxi - pick-up and delivery

Games and sports • Fire suppression

• Constructions

• Crop dusting

• Airborne re-fuelling

• Film making for movies and news services

• Reconnaissance and imagery

• Search and rescue

• Policing and surveillance

• Communications systems, communications relay, communications broadcast, GPS signals, internet

• Marine operations including transport of shipping containers, freight, people and fuel without the need for docking

• Military operations

• Any of the above applications as applicable on land, on sea, or in mid-air

• Most of the above applications operating as

either manned or unmanned aerial vehicles. The reference in this specification to any prior

publication (or information derived from it) , or to any matter which is known, is not, and should not be taken as, an acknowledgement or admission or any form of suggestion that prior publication (or information derived from it) or known matter forms part of the common general knowledge in the field of endeavour to which this specification

relates .

In addition, the foregoing describes only some embodiments of the invention (s) , and alterations, modifications, additions and/or changes can be made thereto without departing from the scope and spirit of the disclosed embodiments, the embodiments being illustrative and not restrictive .

Furthermore, invention (s) have been described in

connection with what are presently considered to be the most practical and preferred embodiments, it is to be understood that the invention is not to be limited to the disclosed embodiments, but on the contrary, is intended to cover various modifications and equivalent arrangements included within the spirit and scope of the invention (s) . Also, the various embodiments described above may be implemented in conjunction with other embodiments, for example, aspects of one embodiment may be combined with aspects of another embodiment to realize yet other

embodiments .

In the claims which follow, and in the preceding

description, except where the context requires otherwise due to express language or necessary implication, the word "comprise" and variations such as "comprises" or

"comprising" are used in an inclusive sense, i.e. to specify the presence of the stated features but not to preclude the presence or addition of further features in various embodiments of the apparatus and method as

disclosed herein.

In the foregoing description of preferred embodiments, specific terminology has been resorted to for the sake of clarity. However, the invention is not intended to be limited to the specific terms so selected, and it is to be understood that each specific term includes all technical equivalents which operate in a similar manner to

accomplish a similar technical purpose. Terms such as "front" and "rear", "inner" and "outer", "above", "below", "upper" and "lower" and the like are used as words of convenience to provide reference points and are not to be construed as limiting terms. The terms "vertical" and "horizontal" when used in reference to the aircraft throughout the specification, including the claims, refer to orientations relative to the normal operating

orientation .

Claims

CLAIMS DEFINING THE INVENTION ARE AS FOLLOWS:

1. A system comprising means for generating airflow and a curved substrate having a convex upper surface, wherein the means for generating airflow is configured to direct airflow onto the convex upper surface of the curved substrate to generate sufficient lift to control vertical movement of an aircraft, wherein the convex upper surface is an aerofoil in an ovate shape with the broader end away from the means for generating airflow.

2. The system according to claim 1 wherein the aerofoil is generally radially forming an arc as an outwardly downward curve originating from the means for generating airflow in respect to the horizontal plane of the

aircraft .

3. The system according to any one of the preceding claims wherein the means for generating airflow are any number of centrifugal blowers, but may comprise other suitable means such as exhausts of turbines or other engines, compressed gas bottles or liquid gas bottles, gas producing chemical reactions including rockets, emissions from heated liquids or solids, charged or uncharged particle emitters, sprays and so forth.

4. The system according to claim 3 wherein the means for generating airflow outputs gas via any number of flattened outlet ducts .

5. The system according to any one of the preceding claims wherein the generated airflow from the means for generating airflow imparts forward thrust to the aircraft.

6. The system according to any one of the preceding claims wherein power for the means for generating airflow is provided by engines such as gas turbine turboshaft engines supplied with aviation fuel, but may be provided by any other suitable source or combination of sources such as rotary engines, piston engines, electric engines, batteries, reactors, fuel cells, solar cells, potential energy sources such as compressed gas bottles, kinetic energy sources such as spinning discs, fuel, or by

tethered cables supplying electricity, pressurised gas, pressurised liquids, fuel and so forth.

7. The system according to any one of the preceding claims wherein thrust including forward thrust is provided by engines such as gas turbine turboshaft engines, but thrust may be provided by any other suitable source such as rocket engines, compressed gas bottles, compressed liquid gas bottles, gas producing chemical reactions, emissions from heated liquids or solids, charged or uncharged particle emitters, expelled matter and so forth.

8. The system according to claim 7, wherein engine gas outflow is just above and generally aligned with the directed airflow generating lift to thereby reduce drag on the directed airflow generating lift.

9. The system according to any one of the preceding claims wherein laterally placed control surfaces such as flaps or rotatable vanes provide alternate means for rolling the aircraft such as by spoiling localised

aircraft lift.

10. The system according to claim 9 wherein laterally placed control surfaces are aligned with the direction of forward flight so as to reduce or minimise drag during operation .

11. The system according to any one of the preceding claims wherein a rudder that may be in the form of a rotatable vane is placed at or near the front of the aircraft, that relative to the plane of the aircraft, improves horizontal rotational control particularly at low forward air speed, and further when in forward flight and in conjunction with a rear rudder, provides horizontal movements such as when both rudders are angled but

parallel to each other.

12. The system according to any one of the preceding claims wherein various amounts of engine thrust reversal provides aircraft thrust options ranging from overall forward thrust at zero thrust reversal, to partial thrust reversal just negating overall forward thrust resulting in aircraft hover, to full thrust reversal resulting in overall reverse thrust.

13. The system according to any one of the preceding claims wherein aircraft manoeuvres such as vertical takeoff and landing, forward and reverse flight, pitching, attitude, rotations and rolls are provided by any

combination of control surfaces such as flaps and rudders, engine thrust vectoring, engine pivoting, proportional engine power, varied power to the means for generating directed airflow for generating lift, and vectored outputs from the means for generating directed airflow for

generating lift.

14. The system according to claim 12 or claim 13, wherein aircraft thrust options combined with aircraft manoeuvres provides , including during reasonable amounts of cross winds, for flight modes such as vertical takeoff, aircraft hover, vertical landing, forward flight, flight attitude, modest reverse flight, and smooth transitions between these flight modes .

15. The system according to claim 14, wherein during sufficient forward flight speed the means for generating directed airflow for generating lift can be shut down as the aerofoil will operate in the conventional manner of an aircraft wing in forward flight.

16. The system according to any one of the preceding claims wherein two or more aircraft forms are joined together as a single aircraft form.

17. The system according to any one of the preceding claims wherein an aircraft assembly comprising a plurality of aircraft is formed via two or more aircraft forms joined together via a bracing structure means.

18. The system according to claim 17, wherein bracing structure means can be in any desirable form such as a straight bar, rectangular framework, polygonal framework, snowflake pattern, combinations thereof and so forth including three dimensional structures.

19. The system according to claim 17 or claim 18, wherein aircraft forms may be of any suitable type with particular preference to aircraft capable of vertical takeoff and vertical landing such as helicopters.

20. The system according to claims 17 to 19, wherein these aircraft are joined at their centre of gravity to the bracing structure means .

21. The system according to claims 17 to 20, wherein a motorised or otherwise power actuated rotatable mounting such as an electric motorised geared turntable is mounted upon the bracing structure means .

22. The system according to claims 17 to 21, wherein these aircraft are joined at their centre of gravity to the bracing structure means via the rotatable mounting to provide an aircraft pivot means wherein aircraft are rotatable on the bracing structure means thus changing their orientation to each other.

23. The system according to any one of the preceding claims wherein capabilities such as aircraft thrust options, aircraft flight modes, and aircraft pivot means, provides aircraft assemblage manoeuvres, including during reasonable amounts of cross winds, for flight modes such as vertical takeoff, aircraft hover, vertical landing, forward flight, flight in any direction, modest reverse flight, flight attitude, and smooth transitions between these flight modes, as well as other capabilities such as synchronised forward flight, partial rotation, spinning, and compensating for torque caused by the loss of one engine .

2 . A system applicable generally but not limited to disc shaped aircraft and ovate shaped aircraft comprising one or more air deflectors shielding against crosswise airflows external to the aircraft, to thereby reduce interactional effects from these crosswise airflows against the curved gas flows providing aircraft lift, wherein the air deflectors comprise any combination or integration or portions thereof of encircling air

deflectors and upper surface air deflectors that

individually or in combination generally transfers the lateral forces from crosswise airflows to the body of the aircraft .

25. The system according to claim 24, wherein an encircling air deflector comprises a ring shaped shield spaced away and around the body of the aircraft, and is generally mounted to the body of the aircraft by struts.

26. The system according to claim 25, wherein the encircling air deflector sidewall is shaped and angled so as to deflect crosswise airflows above the curved gas flows providing aircraft lift.

27. The system according to claim 24, wherein the upper surface air deflector is located just above the curved gas flows providing aircraft lift, and is generally mounted to the body of the aircraft by struts.

28. The system according to claim 27, wherein the upper surface air deflector has a minimal total physical

horizontal area to thereby minimise shielding of the curved gas flows providing aircraft lift from providing aircraft lift.

29. The system according to claim 27 and claim 28, wherein the upper surface air deflector has an open cellular structure such as hexagons or polygons, generally in the form of a geodesic polyhedron dome.

30. The system according to claims 24 to 29, wherein the encircling air deflector is smoothly and optimally

integrated with upper surface air deflector to form a single unified air deflector.

31. The system according to claim 30 wherein the unified air deflector is optimised for the forward cruising speed of the aircraft.

32. The system according to claim 25 and claim 26, wherein a minimal form of encircling air deflector

intended for aircraft that generally travel solely in one forward direction relative to the aircraft, comprises a partial encircling air deflector in the form of an arc that is placed in the direction of forward flight, with the restriction that the curved gas flows providing aircraft lift are not protected against crosswise airflows unless these airflows approach against the designed direction of flight.

33. The system according to claims 24 to 32, wherein an air deflector intended for aircraft that generally travel solely in one forward direction relative to the aircraft, comprises generally straight lateral air deflectors positioned away from the sides of the aircraft, and parallel to the direction of flight, to thereby provide minimal drag in forward flight.

34. The system according to claims 27 to 33, wherein a minimal form of upper surface air deflector intended for aircraft that travel solely in one forward direction relative to the aircraft comprises an upper surface air deflector comprising vertical straight blades at right angles to the direction of flight.

35. The system according to claims 32 to 34 wherein a unified minimal air deflector for aircraft that travel solely in one direction relative to the aircraft comprises a minimal form of encircling air deflector smoothly integrated with a minimal form of upper surface air deflector .

36. The system according to claim 35 wherein the unified air deflector is optimised for the forward cruising speed of the aircraft.

37. The system according to any one of the preceding claims wherein encircling air deflectors are porous to allow limited diffusion of gases their walls to thereby bring atmospheric pressure on the aircraft side closer to the surrounding atmospheric pressure to thereby reduce vortices and distortions on curved gas flows providing aircraft lift.

38. The system according to any one of the preceding claims wherein aircraft assemblages are formed from aircraft in conjunction with bracing structure means, wherein any suitable aircraft can be used including helicopters and fixed wing aircraft.

39. The system according to claim 38, wherein these aircraft assemblages may incorporate dedicated thrust engines, load points for lifting and carrying cargo, and a central body that may be detachable or capable of being jettisoned or capable of floatation or fulfil any useful function or multitude of functions such as a control room, winch, communications, intelligence and surveillance, weapons systems, electronic counter measures, fire

fighting systems, search and rescue systems, cargo bay, crew, passengers, fuel, power plant, ballistic parachute, and so forth.

40. The system according to claim 38 and claim 39, wherein these aircraft assemblages may smoothly transition between controlled vertical movements and forward flight, including the capabilities of vertical takeoff, hover and vertical landing, or to perform any aircraft manoeuvres per helicopters and fixed wing aircraft.

41. The system according to any one of the preceding claims wherein disc aircraft have a centrally dimpled upper aerofoil surface that may incorporate a centrifugal fan for providing aircraft lift.

42. The system according to claim 41 wherein the air deflector comprises a set of vertical circular rings connected by vertical spokes to the aerofoil .