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Vertical Take Off and Landing with Fixed Wing Speed and Efficiency    

Creates a hybrid aircraft that combines the best attributes of helicopters with the best attributes of fixed wing aircraft


This technology, already proven under a US Army contract, creates a hybrid aircraft that combines the best attributes of helicopters with the best attributes of fixed wing aircraft i.e. VTOL and safe autorotation of gyroplanes with the efficiency, cost and speed of fixed wing aircraft. The technology enables aircraft to achieve: Greater point-to-point (non airport) travel, at materially higher speeds and lower operating costs, while significantly enhancing safety standards. The design limit is 500 mph.

The benefit of this Slowed Rotor/Compound technology is that it is possible to build an aircraft that takes off vertically (jump take off), fly as fast and efficiently as a comparably powered fixed wing aircraft and land vertically in a space large enough for the wing and rotor. During flight the rotor is always in autorotation, so if the engine were to stop, the aircraft would perform a normal autorotating landing, in effect, parachuting to earth. The cost to manufacture this technology is about 15 % greater than a similarly powered fixed wing aircraft. This technology makes point to point travel possible at the cost of fixed wing travel.

Slowed Rotor/Compound technology has both a wing and a rotor. The rotor is the high lift device for take off and landing. The wing supports the aircraft during high speed flight. The rotor has large tip weights and an automatic mechanical pitch change mechanism to control rotor rpm. On the ground, the rotor is in flat pitch and is rotated by the engine to an rpm that stores enough energy for jump take off. The brakes are locked and provide the friction to counter the prerotating torque. For take off, the engine is disconnected from the rotor and the rotor is toggled to flight pitch. The stored energy is used to lift the aircraft up and accelerate it forward. The propeller is used to propel the aircraft forward also. As speed increases, more and more of the weight of the aircraft is transferred from the rotor to the wing. At cruise, the rotor is slowed to the slowest safe rpm to decrease the rotational drag. Since the wing of an SR/C aircraft is sized for efficient cruise, it is much smaller than that of a comparable fixed wing aircraft. The drag of a slowed rotor and its mast together with its smaller wing is about equal to the drag of the larger wing of a fixed wing aircraft. The total drag/efficiency/performance of a slowed rotor/compound aircraft is thus very similar to a comparably powered fixed wing aircraft. During landing, as the SR/C aircraft is slowed, the rotor speeds up and stores extra energy which is used to autorotate to a zero roll landing. Basic SR/C technology can provide point to point transportation, but cannot hover. If hover is required, this capability can be added for additional cost and complexity.

Patent Summary

U.S. Patent Classes & Classifications Covered in this Patent:

Class 244: Aeronautics And Astronautics

Machines or structures adapted to be: completely or partially sustained by the air (e.g., winged aircraft, helicopters, parachutes, kites, balloons, etc.); propelled and guided or stabilized through the air (e.g., projectiles with fins, guided missiles, etc.); placed in an orbit or which substantially operate outside the earth"s atmosphere (e.g., satellites, space vehicles, etc.); or subcombinations of these machines or structures.

Subclass 129.5: Door
Subclass 17.11: Helicopter or auto-rotating wing sustained, i.e., gyroplanes
Subclass 17.19: With auxiliary propulsion, counter-troque or steering device
Subclass 17.25: Lifting rotor having lift direction varying means
Subclass 17.27: Lifting rotor supports, e.g., pylons
Subclass 6: Airplane and helicopter sustained
Subclass 8: Airplane and auto-rotating wing sustained
Subclass 225: With dual purpose surface structure (e.g., elevons)
Subclass 230: With variable output
Subclass 54: Mounting

Class 416: Fluid Reaction Surfaces (I.E., Impellers)

This class provides the locus for all fluid impellers not elsewhere classifiable. The working fluid, which is acted on by or acts upon the impeller, may be a liquid or gas.

Subclass 134A: Aircraft rotors
Subclass 138: With manual control means
Subclass 139: Including weight bias means
Subclass 141: Plural articulation
Subclass 148: Tiltable carrier (e.g., hub, etc.)
Subclass 168R: Link connection to working member
Subclass 27: Pitch adjustment and throttle regulation with condition sensing means
Subclass 28: Temperature responsive control
Subclass 30: Electrical control or sensing means
Subclass 35: With electrical means comparing and reducing error related to preset datum
Subclass 36: Plural diverse condition responsive
Subclass 37: Relative ambient condition sensing (e.g., temperature, density, wind force, etc.)
Subclass 39: Temperature or icing condition responsive
Subclass 40: Responsive to relative working fluid velocity
Subclass 42: Pressure or altitude responsive
Subclass 44: Impeller rotation speed responsive
Subclass 47: Control by means of separate motor
Subclass 226: Formed with main spar
Subclass 228: Tined or irregular periphery
Subclass 230: Wire, fiber, strand or fabric
Subclass 231R: Apertured or permeable
Subclass 238: Cantilever blade
Subclass 245R: Spinner or fairwater cap

Class 114: Ships

Subclass 117: Doors

Class 415: Rotary Kinetic Fluid Motors Or Pumps

This is the class for apparatus, and corresponding methods of operating such apparatus, comprising a runner, and in which a working fluid is guided to, around, or from, the runner. A means for guiding or confining, the working fluid must be present. This class includes typically turbines, wind and water wheels, centrifugal pumps and blowers; and such casings, conduits, guide means and other elements peculiar to the subject matter of this class not otherwise classifiable.

Subclass 124.1: Runner supported portion engages shaft transmission train (e.g., peripheral gear drive, etc.)

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