MODULARIZED AIRPLANE STRUCTURES AND METHODS

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims the benefit of US Patent Application Appl. No.: 12/074,737, filed Mar. 06, 2008 by the present inventor.

BACKGROUND - FIELD OF INVENTION

The present invention relates generally to modularized airplanes. More specifically, it relates to radio controlled and/or autonomously controlled modularized airplane structures and methods which enable rapid and substantially effortless inter-modular connection to form modularized airplanes, enable differing airplanes to be formed using the same set of essential airplane components, and allow nondestructive module-wise disconnection to protect the airplane modules and the components from damage in high impact events.

BACKGROUND - DESCRIPTION OF PRIOR ART

The technology advancement in microelectronics, propulsion components, powerful lightweight batteries and new materials have enabled unmanned airplanes to be designed and built ever lighter and smaller. Radio controlled and/or autonomously controlled airplanes of a few grams in weight and a few inches in wingspan have already become reality. Airplanes of such scale have a range of applications from sport recreation to scientific and military applications that conventional larger airplanes are unable to carry out. For an owner of such airplanes it is often desirable to have multiple airplanes of differing specifications to meet various application requirements.

Conventionally airplanes in general have been designed and constructed as integral units with fixedly-mounted components and inseparable control linkages, and each has its own designated body and essential components. For radio controlled and/or autonomously controlled airplanes the main disadvantage of the conventional construction is that it is costly to own multiple airplanes for applications of various natures due to the lack of mechanisms for conveniently sharing expensive components and structures among airplanes. Another disadvantage is its relatively high susceptibility to damages during high impact events due to its inseparable integral structure and interconnections. Yet another drawback of the conventional integral airplane construction is that it makes maintenance and repair are more laborious.

Therefore, it would be advantageous for radio controlled and/or autonomously controlled airplanes to be modularized into a component module collectively carrying essential airplane components and another style-specific module incorporating substantial airplane style characteristics and aerodynamic specifications, wherein the module members are arranged to operatively and separably interconnect to one another to form a functional airplane. The component module is relatively more expensive than the style-specific module because of the essential airplane components therein, and it can be selectively integrated with differing style-specific modules to form differing airplanes, thus enabling the sharing of essential airplane components among multiple airplanes.

For airplanes that weigh a few grams the handling of the small and delicate structures and components poses challenges to untrained hands. Therefore modularized airplanes of small scale

would be more practical if substantially effortless and automatic means were provided for intermodular structural and functional connection and disconnection without involving extensive physical handling.

There have been attempts to modularize airplane structure. A simple and popular method is to render the main lift generating wings structurally separate from, yet attachable to, the rest of the airplane body. This modular wing method is typically used for convenient airplane transportation and storage, and is unable to offer substantial airplane variation. U.S. patent 5,046,979 to Ragan et al. disclosed a chassis module for radio controlled airplanes to collectively mount essential components, which can be removably mounted inside the fuselages of differing airplanes. However the invention lacks means for non-strenuously transferring the module from airplane to airplane, and it also lacks means for substantially effortlessly linking and de-linking the airplane control linkages. U.S patent 6,126,113 to Navickas revealed a method for modularizing helicopters, which provides the mechanism to mix differing helicopter modules into helicopters. However the processes for disintegrating and reintegrating a modular helicopter are still complex and laborious.

In view of the prior art at the time the present invention was made, while many took the advantages that the modularization concept offers, such as component sharing and maintenance accessibility, it was not obvious to those of ordinary skill in the pertinent art that a modularized airplane with connection means capable of substantially automatic and effortless inter-modular integration and disintegration is desirable, nor was it obvious how such a modularized airplane could be provided.

SUMMARY OF THE INVENTION

The general purpose of the present invention, which will be described subsequently in greater detail, is to provide a new modularized radio controlled and/or autonomously controlled airplane construction that enables effortless and substantially automatic inter-modular integration and nondestructive disintegration. Such modularized airplanes allow for swift, routine and effortless module mixing to form differing airplanes, sharing essential airplane components among differing

airplanes, and improving crash damage resistance, which makes modularized airplanes, especially small modularized airplanes, highly practical and reduces the cost of owning multiple airplanes.

To attain this, the present invention generally comprises: a style-specific airplane module having a fuselage portion, wings and stabilizers with control surfaces and incorporating substantial airplane style characteristics and aerodynamic specifications; a shared component module carrying essential airplane components including power supply units, propulsion device, control actuating devices, control-commands providing electronic devices, interconnected operatively; structural connection means having magnetic-attraction operated connection interfaces and alignment structures that enables substantially effortless inter-modular structural connection and excessive structural tension induced nondestructive inter-modular disconnection; control linkage means having a control linkage assembly formed by two linkage portions separably connected by magnetic attraction means that facilitates substantially automatic forming of control motion transmission linkage as well as excessive-tension induced nondestructive linkage disconnection.

Upon being brought to physical proximity within the magnetic attraction range of the structural connecting means, the style-specific module and the shared-component module will structurally connect to one another by the structural connection means substantially automatically, which in turn will result in the two control linkage portions of the linkage assembly being brought to within the magnetic connecting force range, and control link connection will subsequently take place by the control linkage means substantially automatically, thus forming a structurally and functionally complete modular airplane, which allows modular disconnection and control transmission de-linking in excessive structural and transmission linkage tension situations, thus preventing airplane module and component damage, and facilitating routine substantial effortless methods for disassembling airplane.

There has thus been outlined, rather broadly, the more important features of the invention in order that the detailed description thereof may be better understood, and in order that the present contribution to the art may be better appreciated. There are additional features of the invention that will be described hereinafter.

In this respect, before explaining at least one embodiment of the invention in detail, it is to be understood that the invention is not limited in its application to the details of construction and to the arrangements of the components set forth in the following description or illustrated in the drawings. The invention is capable of other embodiments and of being practiced and carried out in various ways. Also, it is to be understood that the phraseology and terminology employed herein are for the purpose of the description and should not be regarded as limiting.

A primary object of the present invention is to provide modularized airplane structures and methods that facilitate routine, rapid and substantially automatic inter-modular connection and disconnection to maximize efficiency and practicality for forming and unforming modularized airplanes, especially light-weight unmanned modularized airplanes.

Another object of the present invention is to provide inter-modular connection means for modularized airplanes to allow nondestructive inter-modular disconnection in situations of excessive structural stress and control linkage tension, such as airplane crash, to minimize possible structural and component damages.

Another object of the present invention is to provide a modularized airplane design enabling routine sharing of common and essential airplane components among differing airplanes to reduce costs of owning and maintaining multiple airplanes.

Another object of the present invention is to provide a modularized airplane design that allows substantial airplane style characteristics and aerodynamic specifications to be incorporated into interchangeable modules which can routinely and effortlessly integrate to a commonly shared module of essential airplane components to form airplanes for various applications.

Yet another object of the present invention is to provide a modularized airplane construction that facilitates greater structural and component accessibility for maintenance and repair.

Other objects and advantages of the present invention will become obvious to the reader and it is intended that these objects and advantages be within the scope of the present invention.

To the accomplishment of the above and related objects, this invention may be embodied in the form illustrated in the accompanying drawings, attention being called to the fact, however, that the drawings are illustrative only, and that changes may be made in the specific construction illustrated.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is an exploded perspective view of a modularized airplane embodying the current invention.

FIG. 2 is a perspective view of a modularized airplane shown in FIG. 1 with module members fully connected.

FIG. 3 is a simplified close-up perspective view of an embodiment of the inter-modular structural connection means of the current invention employed in the airplane shown in FIG. 1 and FIG. 2, for illustrating principles and not to scale.

FIG. 4A is a perspective view of a control linkage assembly embodiment employed in the modularized airplane embodiment shown in FIG. 1 and FIG. 2. The components in this view are for illustrating the principle only and not physically identical with the components in FIG. 1 and FIG. 2

FIG. 4B - 4G are perspective views of additional control linkage assembly embodiments of the control linkage means of the current invention, for illustrating principles and not to scale.

FIG. 5 A is a simplified two-dimensional side view of an embodiment of the stress isolation means of the current invention as employed in the airplane shown in FIG. 1 and FIG. 2. The components in this view is for illustrating the principle only and not physically identical with the components in FIG. 1 and FIG. 2

FIG. 5B - 5D are simplified two-dimensional side views of additional embodiments of the stress isolation means of the current invention.

FIG. 6 is an exploded perspective view of a modularized airplane embodying the current invention employing alternative embodiments of the inter-modular structural connection means and control linkage means from that shown in FIG. 4G.

FIG. 7 is an illustrative view of a differing modularized airplane formed by the same component module in FIG. 6 interconnected with a differing plane module.

FIG. 8 is a symbolic schematic diagram of operatively interconnected airplane essential components.

FIG. 9 is an exploded perspective view of a modularized airplane embodying the current invention employing alternative embodiments of the component module being a support structure mounted with flight components and detachably mounted in the openable fuselage of an plane module using the alternative embodiments of the inter-modular structural connection means shown in FIG. 3 and the control linkage assembly shown in FIG. 4G.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

Turning now descriptively to the drawings, in which similar reference characters denote similar elements throughout the several views.

Referring to the drawings, and in particular to FIGS 1 to 3, FIG. 4A, FIG. 5 A, FIG. 8 a modularized airplane according to the present invention is referenced generally by reference numeral 5 in the preferred embodiment. The modularized airplane 5 comprises an airplane style- characteristics-specific module ("plane module" hereinafter), denoted 10 in FIG. 1, and a shared component module ("component module" hereinafter), denoted 20 in FIG. 1.

Plane module 10 comprises a fuselage portion 50, airplane wings 38, 38' and stabilizers 39, 39' conjoint to the fuselage portion, control surfaces including ailerons 51, 52, elevators 53, 54 and rudder 55 operatively attached to the wings, horizontal stabilizers and vertical stabilizer, respectively. A plurality of torque transmitting rods 64, 65, 66, 67, are fixedly joined with control surfaces 51, 52, 53, 55, respectively, transmitting rod 66 is also fixedly joined with control surface 54. A plurality of control levers 60, 61, 62, 63, are fixedly mounted on torque rods 64, 65, 66, 67 of control surfaces, respectively, for the purpose of transmitting control motion to control surfaces by novel control linkage means which is shown in FIGS 4A, 5A and will be described later herein. A plurality of magnetic inter-modular structural connector members 56, 57, 58, 59 are distributed in fuselage portion 50 and affixed at selected locations. Inter-modular structural connection alignment structures 34, 35, 36, 37 are provided for assisting inter-modular structural connection by novel connection means which is shown in FIG 3 and will be described in detail later in this document.

It is to be understood that the numbers, locations and configurations of wings, stabilizers, and the number of control surfaces can vary according to the airplane design, and should not be limited by the embodiment herein presented.

It is to be appreciated substantial airplane style characteristics and aerodynamic specifications can be incorporated into plane module 10.

Component module 20 comprises a fuselage portion 88 complementing fuselage portion 10 to form a complete airplane fuselage, essential airplane components sufficient for airplane operations including a propulsion unit having engine 69 and propeller 68, an electronic device 70 for processing remote control and/or auto-piloting signals to control on-board components, power sources 71 to provide power for onboard power consuming components, actuating devices 40, 41, 42, to provide mechanical control motion for control surfaces rudder 55, elevators 53, 54, and ailerons 51, 52, respectively, and support structures adhered to fuselage portion 88 provided for attaching essential airplane components thereto. Said essential airplane components are mounted on said support structures. In current embodiment said support structures are incorporated into the fuselage portion 88, and therefore not explicitly shown. Operative interconnection of essential airplane components, as shown in FIG. 8, are implied, but not explicitly shown in FIGS 1 and 2.

A plurality of inter-modular structural connectors 72, 73, 74, 75, magnetically attractive to the inter-modular structural connectors 56, 57, 58, 59 of plane module 10, respectively, are distributed on fuselage portion 88 and affixed at locations opposite and properly connectable to inter-modular structural connector members 56, 57, 58, 59, respectively, forming magnetically attractive connector member pairs. Inter-modular structural interface alignment structures 76, 77, 78, 79 are provided on the component module opposite to complementary structures 34, 35, 36, 37 on the plane module for assisting inter-modular structural connection by novel connection means which is shown in FIG 3 and will be described in detail later herein.

A plurality of control motion transmission rods 80, 81, 82, 83, have one end operatively coupled to motion output levers 99, 99', 97, 98 of servo devices 42, 40, 41, respectively. Cylindrically shaped and axially magnetized magnet elements 84, 85, 86, 87 are fixedly and coaxially attached to the free end of rods 80, 81, 82, 83, respectively, so that the free end surfaces of

the magnets are perpendicular to the axes of the rods to which the magnets are attached. A plurality of control rod guide members 43, 44, 45, 46, attached to said support structure incorporated in the fuselage portion 88, each having an aperture through which the control motion transmission rods 80, 81, 82, 83 pass, respectively, provide both support and lateral movement limits for said control motion transmission rods. Optional landing gear 89, 90 are removably attached to the component module. Optional openings 91, 92 are provided on fuselage portion 88 for control coupling inspection and adjustment after module members are interconnected.

It is to be understood that the number and type of components onboard the component module should be sufficient for the types of airplane intended by the modular system, and not be limited to those embodied herein.

It is also to be understood that although not reflecting the advantages represented by this invention fins, with or without control surfaces, are not excluded by this invention in the component module embodiment.

It is to be appreciated that said support structures for attaching essential airplane components can take various forms, such as a frame mounted with essential components attached to fuselage portion 88, or fuselage portion 88 itself incorporating support structures for attaching said essential components. The specific structure, however, does not directly relate to the advantages of this invention.

The embodiment FIGS presented herein do not show interconnections among said essential components, however it is to be understood that an operatively interconnected electrical, control and power environment sufficient for normal functioning of components shown is implied. FIG. 8 illustrates operational interconnection of the essential airplane components in the form of a simplified schematic diagram.

In FIG. 3 the novel inter-modular structural connection means is shown in detail. It is to be understood that although said plurality of connector member pairs and said plurality of alignment structures collectively contribute to the novel inter-modular structural connection means it is sufficient to illustrate the operation using only one of the connector pairs 58, 75 and one section of

the alignment structures 37, 79 of current embodiment.

The novel inter-modular structural connection means comprises a mutually magnetically attractive member pair 58, 75 oppositely affixed on opposing module members 10, 20 at predetermined locations for ensuring airplane structural and aerodynamic integrity when the module members are connected and held together by mutual magnetic attraction force. The magnetic attraction strength between members in said pair is selected to ensure the airplane's structural integrity under allowable operating conditions and also to enable nondestructive inter-modular structural disconnection under intentional or unintentional excessive structural tension situations.

An interlocking mechanism comprises physically matching structural members 37, 79 joined at or being an extension of opposing modules 10, 20, respectively. Structure member 79 forms a valley shaped opening wider at the top than at the bottom. The shape and size of structure member 37 substantially complements the valley shape and size of structure member 79. During the process of inter-modular structural connection modules 10 and 20 are brought to physical proximity where member 79 starts to accept member 37. The wider opening of the valley of member 79 provides relative position tolerance for the two approaching modules. The structure 79 provides guidance for the approach to interconnection. The matching shapes of members 37, 79 provide precise intermodular structural connection alignment and inter-modular lateral interlocking once modules 10, 20, are structurally interconnected.

As the modules 10, 20 approach one another and reach the proximity of the range of sufficient attractive magnetic force between members 58 and 75 the subsequent inter-modular structural connection will proceed substantially automatically by the attractive magnetic force.

The magnetic attraction strength between the connector members 58 and 75 is chosen such that in the event of excessive inter-modular structural parting stress of intentional or unintentional cause, inter-modular structural disconnection will occur before the stress exceeds the maximum allowed structural stress for modules 10 and 20, resulting in nondestructive module-wise disconnection.

It is to be appreciated that the interlocking mechanism can be achieved with differing

structure forms, and in cases where requirements on inter-modular structural alignment and lateral displacement are not stringent the interlocking mechanism may not be necessary.

There are four similar control linkage assemblies in current embodiment, coupling the rudder, elevator and two ailerons to the associated servo devices, respectively. A representative control linkage assembly according to current invention in current embodiment is illustrated in FIGS 4A, 5A, and is sufficient to illustrate the principle.

It is to be understood that the purpose of FIG. 4A is to illustrate the operation principle of the novel control linkage means. Although the numerical notations of the linkage between rudder 55 and associated servo device 40 in FIGS 1, 2 are used, the illustration in FIG. 4A is not intended to scale or to be graphically identical to any of the linkage assemblies shown in FIGS 1, 2.

As shown in FIG. 4A, the novel control linkage means provides control motion coupling from a servo device 40 having motion lever 97 to a control surface member 55 via a control linkage assembly.

Said control motion linkage assembly comprises a rod member 82 with one end operatively coupled to servo lever 97, a linkage guide member 45 secured on component module 20 and having an aperture through which the rod member 82 passes, a cylindrically shaped magnet 86 attached coaxially to the free end of rod member. The aperture of the guide member 45 defines a limited spatial orientation region for the rod 82 while not restricting the control motion transmission movement of the rod.

Said control linkage assembly further comprises a magnetically attractive member 95 fixedly attached to the coupling end of a control-motion-receiving lever 62 perpendicularly affixed to a torque rod 67 extended from the control surface 55. Said magnetically attractive member 95 extends substantially perpendicular to both the lever body 62 and the torque rod 67 toward the servo lever 97. The exposed surface of member 95 is smooth and spherical in shape.

The relative angle between lever 62 and control surface 55 is chosen such that the control surface is at neutral position when controlling servo lever 97 is at its neutral position.

When the magnetic end surface of the magnet member 86 on the rod 82 connects to the magnetic attractive member 95 on the lever 62, shown as 86' in dashed lines in FIG. 4A, the attractive magnetic force will maintain the contact so long as the linkage pulling tension at the connection point does not exceed the magnetic attraction force. This connection means allows the lever 62 to pivot about the connecting point and therefore it allows control motion to be transmitted from the servo arm 97 through the rod 82 to the lever 62 which in turn moves the control surface, thus forming a control motion linkage. The magnetic attraction strength between the coupling members 86 and 95 is chosen to sustain the coupling linkage under allowed operation conditions.

With reference to FIG. 5 A, the preferred embodiment of means for isolating the control surface from excessive pulling tension present in the control linkage is disclosed, based on the preferred control linkage embodiment shown in FIG. 4A. The lever 62 has an end portion 162 extending beyond coupling member 95 and forming a spatial relationship with coupling member 95, such that as the rod 82 is pulled in the direction away from lever 62 causing the angle between rod 82 and lever 62 to increase from the neutral position of about 90 degrees, at a certain angle the flat coupling surface of the coupling magnet 86 will be in contact with both the spherical surface of the coupling member 95 on lever 62 and the end portion 162 of the lever 62, as shown in FIG. 5 A in the solid lined position, which will prevent further increase in angle without disconnecting member 86 from member 95 and therefore de-linking the control linkage. Continued pulling of the rod 82 along the same direction will cause decoupling of the linkage. This mechanism isolates and therefore protects the control surface and associated structures from excessive tension present in the control linkage.

The length of the motion transmitting rod 82 and the location of the guide member 45 are adjusted such that when modules 10 and 20 are structurally interconnected the magnetic coupling member 95 on lever 62 will be able to operatively couple with the coupling magnet member 86 on the rod 82 to form a control linkage.

The size and shape of the guide aperture is adjusted to limit the rod orientation to ensure the magnetic coupling members 95 and 86 stay within sufficiently close range of one another while not restricting control motion transmission, where magnetic attraction induced coupling will occur

substantially automatically when the two modules are interconnected structurally.

The main advantage of the novel inter-modular structural connection and control linkage means of the current invention of the modularized airplane is that it enables swift, effortless and substantially automatic inter-modular structural connections and control linkage couplings to form a functional airplane, as well as nondestructive module-wise disconnection under excessive structural and control linkage stress situations facilitating both rapid, substantially effortless module-wise disconnection of an airplane and heightened resistance to high impact damage.

With reference to FIG. 2, a modularized airplane having module members 10 and 20 as in FIG. 1 interconnected by novel inter-modular connection means and novel control linking means according to current invention is revealed.

Referring now to FIGS 4B to 4G, a number of alternative control linkage assembly embodiments of control linkage means are disclosed.

The first alternative embodiment is illustrated in FIG. 4B, in which the control surface member 55 has no torque rod attached, and the control motion receiving lever 62 is directly mounted on the control surface.

A variation of the embodiment revealed in FIG. 4B is illustrated in FIG. 4C, in which the control surface member 55 has no transmission lever, and the magnetically attractive coupler 95 is attached to a mounting structure 95 'provided on the control surface 55, linking the control surface to the control rod 82 substantially perpendicularly. The distance between the coupling member 95 and the operation axis 55 'of the control surface serves effectively as a lever.

An alternative of the preferred embodiment disclosed in FIG. 4A is disclosed in FIG. 4D, in which the magnetically attractive coupling member 195 is cylindrical in shape and coaxially secured on a base member 102 which in turn is pivotally coupled to the control motion receiving lever 62.

With reference to FIG. 4E, another alternative of the preferred embodiment shown in FIG.

4A is disclosed, in which the methods for linking the servo lever member 97 to the control surface lever 62 is the exact reverse of the linkage shown in FIG. 4A. An alternative embodiment for the means for isolating the control surface from excessive pulling tension, involving member 110, is shown which will be described in detail later herein. The main advantage of the alternative embodiment for the control linkage means shown in FIG 4E is that it allows more dimensional freedom in designing the airplane style-characteristics-specific module member, denoted as plane module 10 in current embodiment by varying the length of control link rod 82, now linked pivotally to control surface lever 62 by coupling end 102, as shown in FIG. 4E.

With reference to FIG. 4F ₅ another alternative control linkage assembly embodiment of the control linkage method is shown, in which the methods for linking the servo lever member 97 to the control surface lever 62 is the exact reverse of the linkage shown in FIG. 4D. An alternative embodiment for the means for isolating control surface from excessive pulling tension, involving member 110, is shown which will be described in detail later herein. This alternative embodiment has the same advantage as that described in the embodiment shown in FIG. 4E.

With reference to FIG. 4G, another alternative control linkage assembly embodiment of the control linkage means is disclosed, in which the control linkage rod comprises two separate portions, 182 with coupling end 101 and 82 with coupling end 102, pivotally coupled to servo lever 97 and control surface lever 62, respectively. Two mutually magnetically attractive members 86, 103, cylindrical in shape, are coaxially attached at the free ends of the two control linkage rod portions 182 and 82, respectively. Two guide members, 45 affixed on module 20 and 145 affixed on module 10, are provided to guide the two control linkage rod portions 182 and 82, respectively. An alternative embodiment for the means for isolating the control surface from excessive pulling tension, involving member 110, is shown which will be described in detail later in FIG. 5D. This alternative embodiment has the same advantage as that described in the embodiment shown in FIG. 4E.

Referring now to FIGS 5B to 5D, a number of alternative embodiment for the means for isolating the control surface from excessive pulling tension according to current invention are disclosed.

With reference to FIG. 5B, an embodiment variation of the means for isolating the control surface from excessive pulling tension shown in FIG. 5A is disclosed, the control linkage embodiment herein is based on that shown in FIG. 4C, in which the control surface 55 has no control lever, and the coupling member 95 is attached to a mounting structure 95 'provided on the control surface 55 having a portion 162 extending beyond coupling member 95 in the direction away from the control surface operation axis 55'. The functional principle in this embodiment is identical to that disclosed in the embodiment shown in FIG. 5A.

With reference to FIG. 5 C, an alternative embodiment of the means for isolating the control surface from excessive pulling tension present in the control linkage is disclosed, based on the control linkage embodiment disclosed in FIG. 4D. The lever 62 has an end portion 162 extending beyond the lever coupling point and forming a spatial relationship with coupling base member 102, such that as the rod 82 is pulled in the direction away from lever 62 causing the angle between rod 82 and lever 62 to increase from the neutral position of about 90 degrees, at a certain angle the coupling base member 102 will be in physical contact with the end portion 162 of the lever 62, as shown in FIG. 5C in the solid lined position, which will prevent further increase in angle without disconnecting member 86 from coupling base member 102 and therefore de-linking the control linkage. Continued pulling of the rod 82 along the same direction will cause decoupling of the linkage. This mechanism isolates and therefore protects the control surface and associated structures from excessive tension present in the control linkage.

With reference to FIG. 5D, an alternative embodiment of the means for isolating the control surface from excessive pulling tension present in the control linkage is disclosed, based on the control linkage portion from the control surface lever 62 to the member 103 in the embodiments disclosed in FIG. 4E to 4G. A rigid structure 110 is extended transversely from a predetermined location on rod 82, impassible through the aperture in guide 145, forming a spatial relationship with the guide member 145, such that as the rod 82 is pulled in the direction away from lever 62 causing the angle between rod 82 and lever 62 to increase from the neutral position of about 90 degrees, at a certain angle the rigid structure 110 will be in physical contact with the guide member 145, as shown in FIG. 5D in the solid lined position, which will prevent further increase in angle without disconnecting member 103 from the other linkage portion and therefore de-linking the control linkage. This mechanism isolates and therefore protects the control surface and associated structures

from excessive tension present in the control linkage.

Referring now to FIG 9, an alternative embodiment of the modularized airplane is disclosed. In this embodiment the fuselage 50 of the plane module 10 has an opening covered by an openable fuselage portion 50'; the component module 20 adapted to be separably mounted substantially within the fuselage comprises a support structure 120 having flight components mounted thereon.

Said flight components include an electronic control device 70, a propulsion device having a motor 69 and a propeller 68, a battery means 71 and at least one servo device 40.

Said component module 20 is mounted to said openable fuselage portion 50' by separable structural connection means of this invention shown in FIG 3. At least one pair of magnetically attractive connectors 75 and 58 are affixed at predetermined locations on the support structure 120 of said component module 20 and the fuselage 50', respectively. Connection alignment structures 79 and 37 are provided at the support structure 120 and the fuselage portion 50', respectively.

The structural connection means shown in FIG 3 is incorporated in said fuselage 50 and openable fuselage portion 50' for the fuselage closure.

This embodiment of the modularized airplane employs the control linkage assembly embodiment revealed in FIG 4G to link the control surfaces of the plane module and their corresponding servo devices. In FIG 9 the control linkage assembly linking rudder 55 and servo 40 is selected for the purpose of illustration. The first control linkage portion comprises a link rod 182 with one end pivotally coupled to control lever 97 of servo 40, and a magnetically attractive, cylindrical connector member 86, co-axially affixed at the opposite end of said link rod 182. The linkage-guide structure 45 provided at said support structure 120 facilitates a lateral movement- range limit for said first linkage portion. The second control linkage portion includes a link rod 82 with one end pivotally coupled to control lever 62 of the rudder 55, a cylindrical connector member 103 magnetically attractive to said connector member 86 of said first control linkage portion, co- axially affixed at the opposite end of said link rod 82. The linkage-guide structure 145 provided at said plane module 10 facilitates a lateral movement range limit for said second linkage portion. Said linkage guide structure 145 and the rigid structure 110 provided on said second control linkage

portion facilitate a longitudinal motion limit for said second control linkage portion to isolate said control surface from excessive pulling tension in the control linkage assembly.

In comparison with the embodiment shown in FIG 1 where both the relationship between the flight components and the fuselage and the length of the control linkage assembly are virtually fixed, the embodiment illustrated in FIG 9 allows greater freedoms in the plane module design due to the fact that both the positioning of the component module within the fuselage and the length of said second linkage portion can be adapted according to the style, size and aerodynamic specifications of each individual plane module.

Referring to FIG 6, which reveals another alternative embodiment of the modularized airplane. In this embodiment the control linkages for the tail control surfaces and for the ailerons are based on the alternative embodiment revealed in FIG. 4G and 4C, respectively; the means for isolating the control surface from excessive pulling tension for the tail control surface linkages and for the aileron linkages are based on the alternative embodiment disclosed in FIG. 5D and FIG. 5B, respectively. Similarly as described in the embodiment shown in FIG 9 this embodiment of the modularized airplane permits greater freedoms in the plane module design.

With reference to FIG.7, a differing modularized airplane formed with the component module shown in FIG. 6 and a plane module different from the one shown in FIG. 6 is illustrated, which represents one aspect of the advantages represented by current invention.

As to a further discussion of the manner of usage and operation of the present invention, the same should be apparent from the above description. Accordingly, no further discussion relating to the manner of usage and operation will be provided.

With respect to the above description then, it is to be realized that the optimum dimensional relationships for the parts of the invention, to include variations in size, materials, shape, form, function and manner of operation, assembly and use, are deemed readily apparent and obvious to one skilled in the art, and all equivalent relationships to those illustrated in the drawings and described in the specification are intended to be encompassed by the present invention.

Therefore, the foregoing is considered as illustrative only of the principles of the invention. Further, since numerous modifications and changes will readily occur to those skilled in the art, it is not desired to limit the invention to the exact construction and operation shown and described, and accordingly, all suitable modifications and equivalents may be resorted to, falling within the scope of the invention.