FIELD OF THE INVENTION

The invention relates to a lifting device to lift vehicles from the ground and help them travel through air. Lift is generated by rotating a number of blades with an airfoil section around a circle with enough angular veloci¬ ty to produce the required lift force capable of lifting the vehicle that contains it. BACKGROUND OF THE INVENTION The conversion of energy to effect a translational motion through air is well known in the prior state of the art. Aviation has evolved from simple flying machines early in this century to supersonic flight and rocketry flying beyond the confines of our planet. However, as aviation traffic increases, the number of accidents and near misses increases too. The configuration of present day aircrafts make them vulnerable to the action of thun¬ derstorms and wind shears. In addition, their dynamic stability and balance are heavily compromised and jeo- pardized when a shift of the center of gravity due to an improper loading arrangement or flight attitude occurs. The recent increase in the size of terminal control areas reduces the freedom of flight by general aviation and intensifies the labor force required to effect adequate traffic separation.

The instant invention provides a novel method of flying in that the counter rotation of airfoil εhapeα blades is arranged in tandem or side by side or even in a plurality of stages and moving around the outer edge of a

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saucer shaped vehicle to raise it above ground, and, m . effect is capable of attaining a nigh angle of climb or descent.

This characteristic would render obsolete the present

5 day, essentially flat, takeoff and landing patterns which in turn require very large terminal control areas and runways. In addition, it will allow the reduction in size, of present day airports, and along with it a corresponding lessening of the danger of midair collisions, reduction in

10 size of terminal control areas and increase in handling capacity of airports.

In addition, the structurally compact configuration of the instant invention will allow it to resist heavier wind loads, reducing the danger of structural collapse and dis-

-- integration in midair when hit by thunderstorms. SUMMARY OF THE INVENTION

The instant invention is in effect similar to the present day helicopter in the sense that it has rotors (turbo-blades) that turning around an axis generate the 0 required lifting force to provide an airborne condition. However, a helicopter rotor is a long can ilevered blade attached to an axis and afflicted by inherent disadvantages such as:

1. Structural fatigue of the metal due to continuous 5 repetitive cycles of stress reversal,

2 . Inefficiency of lifting power of the rotor as it approaches the axis of rotation,

3. Severe limitations as to its service ceiling and cruising speed due to its high wing loading, and 0 4. Continuously variable eccentricity between tne center of lift and the center of gravity of the vehicle.

Tne instant invention removes the first three disad¬ vantages almost in their entirety and reduces the fourth to 5 a substantial degree.

In addition, the mechanical design of the instant invention allows it to gradually shift from total lifting power to total thrusting power and vice versa. This condi-

-3-

tion would allow it to climb to its assigned flying alti¬ tude and as it reaches it, it gradually shifts from climb¬ ing to thrusting power until it attains the desired cruis¬ ing speed.

It is an object of this invention to provide an im- proved energy conversion system.

It is another object of this invention to provide a system that can be installed within a vehicle in such a manner that it could pivot around any of three axes and in so doing move the vehicle forward, backward, upward, down- ward and/or sideward much in the same way as aircrafts, rotor crafts or any combination of them could achieve as they exist in the present state of the art, and further to improve on any such motions and if necessary with the aid of electronic devices attain complete control of attitude of such vehicle within the atmosphere to carry passengers and/or cargo between geographical point ^' s on Earth.

Other objects of this invention will appear from the following description and appended claims, reference being had to the accompanying drawings forming a part of this specification wherein like reference characters designate corresponding parts in the several views. BRIEF DESCRIPTION OF DRAWINGS

Figure 1 shows a plan view of the invention in turbo¬ jet propulsion configuration; Figure 2 shows a side elevation;

Figure 3 shows a horizontal cross section;

Figure 4 shows a longitudinal cross section;

Figure 5 shows a front elevation;

Figure 6 shows a bottom view; Figures 7 shows a piston-propeller propulsion config¬ uration of the instant invention;

Figure 8 shows a side elevation of the configura ion according to Figure 7;

Figure 9 shows a horizontal cross section of the configuration according to Figure 7;

Figure 10 shows a longitudinal cross section of tne configuration according to Figure 7;

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Figure 11 shows a front elevation of the configuration according to Figure 7;

Figure 12 shows a longitudinal cross section of a turboprop/turbojet engine propulsion configuration at a larger scale than Figure 4; Figure 13 shows a turbo an/ urbojet engine propulsion configuration at a larger scale than Figure 4;

Figure 14 shows a fragmentary cross section of the turbo-blade system;

Figure 15 shows another fragmentary cross section of the turbo-blade system;

Figure 16 shows a detail of the mechanical transmis¬ sion of power to the turbo-blade system;

Figure 17 shows a plan view of an exhaust manifold; Figure 18 shows a cross section of the exhaust mani- fold according to Figure 17;

Figure 19 shows a cross section of the energy trans¬ ferring exhaust nozzles and blades;

Figure 20 shows an elevation of the turbo-blade energy transferring exhaust nozzles and blades; Figure 21 shows a longitudinal cross section of the piston-propeller propulsion configuration at a larger scale than Figure 10;

Figure 22 shows a detail of the counter- otating tur¬ bo-blade compressor in the tandem configuration. DESCRIPTION OF THE PREFERRED EMBODIMENTS

The instant invention is basically a combination of an airplane and a helicopter. THE WING

As an airplane, the instant invention contains the necessary and sufficient elements for it to fly.

Figures 2 and 4 show that the profile of this vehicle has an aerodynamic shape similar to the wing of an air¬ plane, and, consequently capable of generating lift. It is in effect a flying wing. Laterally disposed winglets 16 have been added at the periphery span ends of the wings in order to improve its efficiency.

Shown on Figures 1 through 6 are the balance of basic

elements required for an airplane to fly, namely ailerons (3), rudder assembly (5) and tail [elevator] (4). The cabin (1) is located at the center of the vehicle witn seats for pilot and copilot (17) at the front and the passenger seats (14) distributed elsewhere within the space. At the rear of the passenger area is an engine compartment (13) and on each side of it luggage space (19) with landing gear space (22) under it. Fuel tanks are located around the outer circumference (2). The gas tur- bine's exhaust shroud (6) is located in back of the cabin enclosing the engine exhaust jet nozzles (18). The air intake (23) is shown on Fig. 6 along with the lower vanes (24) and the retro-boosting jet nozzles (21). ^* The circular configuration of this vehicle generates a very large wing area and reciprocally a very small wing loading relative to an airplane of similar weight. This means that the vehicle can float in air much better than a comparable airplane. The altitude that can be attained by an airplane is inversely proportional to its wing loading. Therefore, if assisted by enough generating power the air¬ plane according to the instant invention can attain higher flying levels than a comparable airplane.

It is recognized that because of its configura ion, total drag (a function of frontal area plus exposed sur- faces) generated by this vessel could be higher than a comparable airplane of similar weight. This condition would tend to reduce its cruising speed relative to a comparable airplane when flying at the same altitude. How¬ ever, since air density diminishes with altitude at a logarithmic rate while the total drag area ratio is con¬ stant, a small increase in the service ceiling would suf¬ fice in order that both drag forces become equal. There¬ fore, in attaining a sufficiently higher flying level, total drag generated by this vehicle would be less than that of a comparable airplane. At that point its cruising speed would be greater. THE TURBO-BLADE SYSTEMS

As a helicopter, the instant invention contains also

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all necessary elements for it to climb, hover and fly.

Figure 3 shows a horizontal cross section of the in¬ stant invention. A plurality of turbo-blades (15) are arranged within two circles. The inner circle blade set rotates in one direction while the outer circle blade set rotates in the opposite direction. This arrangement is herein called side by side. In the tandem arrangement there would be only one circle within which two sets of blades would rotate. One- set would rotate counter to the 0 other, both being vertically separated. A plurality of sets could be built with either arrangement. As in a steam turbine a number of fixed blades could be introduced be¬ tween blade stages in order to redirect the air flow from one blade stage to the next one. 5 The advantage of these systems as compared to that of the helicopter are summarized as follows:

1. Each blade is supported at each end like a simple supported beam, as compared with the cantilevered beam concept of the helicopter rotor. No high 20 stress nor stress reversal would exist under this condition but only normal working stress-strain cycles. Given a conservative section modulus to span ratio, the useful life of a blade can be extended indefinitely. 25 2. A blade's high aspect ratio coupled with its confined end condition will render it a very efficient lifting device. Located at or near the outer edge of the circle that embodies the instant invention's frame, each set of blades 30 develops lift while avoiding the inherent aero¬ dynamic inefficiency of the helicopter's rotor as it approaches its center of rotation, d. Given its conceptual configuration, the total, turbo-blade area of tne instant invention can -- easily double the total rotor area of a similar weight helicopter. When its higher aerodynamic efficiency is added, the resulting lower wing loading will render a powerful lifting platform-

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capable of climbing at a high angle and rate of climb, faster, and sustaining a higher service ceiling than the comparable helicopter.

4. The total drag produced by the projected frontal and exposed surfaces of the turbo-blade assembly of the instant invention is less than that produced by the combined rotor assembly plus fuselage surfaces of the compared helicopter. Therefore, given the same amount of power applied, the linear velocity attained by the instant invention's turbo-blade assembly will be greater than that of the helicopter rotors with the same amount of total drag generated by each. Hence, since lift is a direct function of the iinear velocity of the blade, the total lifting power of the turbo-blade assembly will also be higher than that of a comparable helicopter.

5. The counter rotating .effect of the turbo-blade system coupled with its location around the outer portions of the circular airframe tends to neutralize the vibrating effect of the variable lifting force pattern. This neutralizing effect compares favorably with the vibration generated by the single rotor system of a comparable heli- copter.

The transmission of power between the jet engines and the turbo-blade system may be attained either by transfer¬ ring the shaft rotating energy of fan-jet engines through mechanical means to the turbo-blades or by diverting the not air jets of the jet engines through exhaust manifolds to the turbo-blade assembly. THE LIFTING VANES AND YAW CONTROL SYSTEMS

In order to convert tne instant invention from a climbing attitude to a translational condition it is neces- sary to operate upper and lower vane system. These systems are shown on Figures 1, 2 and 5 (7), and on Figures 6 (24).

For the rotating turbo-blade system to operate as a helicopter, it is necessary that air flow through them

-8- freely. Consequently the upper and lower surface of the wing comprising the area where the turbo-blade system is located, is open to the air. On the other hand, for this vehicle to operate as an airplane, air gas must flow unin- terruptedly along the upper and lower surface of the wing. The upper and lower vane systems are a series of thin flat metal pieces rotatable about a longitudinal axis and installed on the upper and lower surface of the vehicle above and below the turbo-blade system. Fig. 1 shows the lifting vanes 7 arranged parallel to each other and perpen¬ dicular to the line of flight. Fig. 6 shows them (24) arranged parallel to each other and parallel to the line of flight. A radial arrangement, Fig. 7, may also be made wherein each vane (53) will have a radial configuration. The yaw control system, used mainly while the vehicle is under a hovering attitude may consist of either one of the following two systems:

Propeller driven. This system consists of one or two propellers 58 installed in the rudder assembly as shown in Fig. 2 Enough power must be diverted from the engines, or generated through an independent source to activate the propellers and balance the yaw producing torque of the counter rotating turbo-blade systems.

Jet Driven. This system consists of exhaust jet noz- zles 20 placed on an angle with the longitudinal axis of the vehicle and located on the exterior face of the hori- zontal stabilizer as shown in Fig. 2. Power must be di¬ verted from the engines to activate either one with enough force to balance the yaw producing torque of the counter rotating turbo-blade systems. THE RETRO-BOOSTING SYSTEM

In addition to the turbo-blade system the instant in¬ vention can be fitted with a system that will increase its climbing power. It can be called a retro-boosting system 21. See Fig 6. The turbo-blade system is in effect simi¬ lar to a multi-stage turbine. It will compress the air entering from above through the upper lifting vane 57. As it leaves the last stage a portion of this compressed air

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will be guided into combustion chambers 169 (Fig. 12) where it will be mixed with fuel and ignited with the resulting hot gases exhausted into the air below. It is recognized that the design of a jet engine is well known in the prior state of the art, therefore no attempt is made herein to incluude the design details of the retro-boosting system as part of these specifications. However, the concept of its use in the manner described herein and shown on Fig. 6 as boosters 21 is made a part of this invention. A plurality of these boosters 21 may be installed within the compressed air plenum housing and used to shorten the climbing period until the desired cruising level is attained.

THE MULTI-DIRECTIONAL CONTROL SYSTEM Heretofore, the aircraft of the instant invention has been shown to be capable of climbing, hovering, flying forward, turning and descending. This maneuvering capa¬ bility means that it can roll, pitch and yaw at the discre¬ tion of the command pilot. However, in order to achieve complete directional control it is necessary that in addi- tion, the aircraft be capable of moving sidewards and/or backwards while in a hovering attitude. By diverting some of the power of the jet engines into a plurality of nozzles located around the circumference of the vehicle, much in the same way as the yaw control nozzles are located, and spaced appropriately between each other, Figs. 2 and 6

(25), it is possible by firing two or even three nozzles at a time to attain complete motion control in all directions in a horizontal plane. COMPRESSED AIR PLENUM A compressed air plenum provides additional pre-co - pressed air (and consequently oxygen) to the turbofan and/ or turbojet engine system in order for them to provide sufficient power to fly at higher altitudes than those attained by the present state of the art aircraft. The reason is that an increase in power will be obtained from the jet engine system if additional oxygen is supplied to it at the point of its maximum service ceiling. This condition will translate into an increase in both the

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service ceiling and cruising speed of the aircraft.

Figures 12 through 20 illustrate all major systems in greater detail. Figure 12 represents a turbocraft powered by a turboprop engine system where a power is transferred to the turbp-biade system through mechanical means. Figure 13 represents a turbocraft powered by a turbojet engine system wherein power is transferred to the turbo-blade system through an exhaust manifold system 201. Other pro¬ pulsion means like low and/or high by-pass ratio turbofan engine systems may be used to propel the instant invention, but for reasons of brevity they are not shown herein. The main concern is not with propulsion systems alone but with all the systems that are involved in the instant invention. Referring to Figure 12, outside air enters the system through upper vanes 101 into intake chamber 102, whereupon it enters the multi-stage compressor (turbo-blade system) 103 where it is compressed. At this point it is necessary to clarify the following:

1) Fig. 12 shows a side-by-side axial multi-stage compressor (turbo-blade system) where the inner compressor rotates in one direction counter to the outer compressor, and,

2) No stator stage is shown as part of this presen¬ tation, although it is possible to add it to the system. The stators would convert the kinetic energy of air into additional pressure increasing the efficiency of the compressor (turbo-blade system) . A solution similar to the latter indicated for the tandem type multi-stage compressor .( _See piston-Propeller propulsion configuration) wherein one of the two rotating systems is fixedly attached to the structural frame, and therefore, remains stationary while the other rotates can be used.

Compressed air exiting the multi-stage compressor en¬ ters the compressed air plenum 104. Depending on the flying attitude the compressed air may be used for one or more of the following purposes:

1) to lift the vessel from the ground and help it climb through air by exhausting the highly pressurized air

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through the open lower vane system, with gate valve 109 closed.

2) to feed the combustion cnambers and nozzles (106) located under the vessel (retro-boosting system) while closing the lower vane system (105), closing gate valve 109 and firing the retro-boosting system, in order to attain a much faster rate of climb, and,

3) to feed additional oxygen to the intake chamber of the propulsion system, be it turboprop, turbo-fan or turbojet, while a portion of the upper vane system is open and the lower vane system is closed, through exhaust con¬ duit 109 with gate valve 108 open, in order to attain higher altitudes and cruising speeds. * Figures 14 and 15 show a detailed arrangement of the turbo-blade system wherein rotatable housing 121 and 128 is connected to fixed housing 120 through roller bearings 116 and 119. Blades 114 are attached to rotatable housing 128 through stub shafts 117 mounted on ball bearings 115 at the ends of each blade. At this point two optional conditions have to be clarified. They are as follows:

1) roll and pitch control to be asserted indepen¬ dently and in addition to all exterior surfaces such as ailerons and tail asseεmbly,

2) roll and pitch control to be obtained only through the action of ailerons and tail.

If condition 1 is to be achieved then the lifting capacity of the turbo-blade system would have to vary around the circumference of the vessel. This is accom¬ plished by varying the angle of attack of the blades around the circumference of the turbo-blade system. A lever (not shown) controlled by the pilot in command feeds hydraulic cylinders 111 located at different stations around the periphery of housing 128, to lower or raise rod and piston 110 a small amount. Rod 110 is fixed to guide 127 designed to be capable of such small vertical movements. Guide 127 contains bearing assembly 113 to which connecting rod 112 is attached. Each blade is connected to rod 112 tnrough connecting pin 116. By raising rod 112 tne set of blades

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at that station would increase its angle of attacK ana consequently its lifting power, wni-e the set of blades diametrically opposed to that station would reduce its angle of attack and consequently its lifting power. The result of this action would be a rolling effect around an axis perpendicular to a verical plane containing the two stations. This system may be connected to an automatic pilot system in order to maintain level flight at all times even under hovering conditions. if condition 2 is to be achieved, then the turbo-blade system is to be directly attached and fixed to the inner housing 128. Due to the gyroscopic effect of the rotating compressor .blades, much of the levelling characteristics of the craft will be inherently maintained Put the pitch and roll control will have to depend on other sources.

Figure 16 shows in greater detail the mechanical t ransmisεion of power from the engine compartment through shaft 126 into clutch and transmission box 124. This box has two terminal gears 123 connected to continuous gear 12Z fixed to inner housing 128, each gear 123 rotating counter to the other and generating the counter rotating movement of the side-by-side turbo-blade system.

Figure 13 shows a turbocraft powered by a turbojet engine system wherin power is transferred to the turbo- blade system through an exhaust manifold system. After the turbojet engine system is started the pilot in command will actuate gate valve 140 located in the tail pipe section of the jet engine. At the pilot's discretion a portion of the hot gases is diverted into exhaust main 130 shown in Figure 18, and then into exhaust manifold ldl. From there the hot gases are distributed around the circumference of tne mani¬ fold through vertical outlets 3^ shown in E'igures 17, 18. 19 and 20. From there the hot gases are diverted into nozzles 133 exhausting in two opposite directions and transferring all its kinetic energy to blades 136 whicn are fixed through gusset plates 137 to rotatable housings 128 containing the turbo-blade system. Diaphragm 134, strut 135 and housing 138 shown on Figs. 19 and 20 are a part of

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the structural frame.

The design and operation of the turbocraft could be summarized into ten basic propulsion-transmission-compres¬ sion modes as follows: 1) the turbofan-turbojet propulsion/hot gas exhaust manifold transmission mode with retro- boosting system and side-by-side compression mode;

2) the turboprop propulsion/hot gas exhaust manifold transmission mode with retro-boosting system and side-by-side compression mode;

3) the turboprop propulsion/mechanical transmission with retro-boosting and side-by-side compression mode;

4) Mode 1, but with tandem type compression in lieu of side by side mode;

5) Mode 2, but with tandem type compression in lieu of side-by-side mode;

6) Mode 3, but with tandem type compression in lieu of side-by-side mode; 7) the reciprocating propulsion/mechanical transmission with retro-boosting and side-by-sioe compression mode; 6 ) the reciprocating propulsion/mechanical transmission with retro-boosting and tandem type compression mode;

9) the reciprocating propulsion/mechanical transmission without retro-boosting but with tan¬ dem type compression mode;

10) Mode 1, 2, 3 and 7 but with stator blades in the εide-by-side compression mode;

The reciprocating propulsion configuration is ex¬ plained hereinafter as the piston-propelior propulsion configuration.

The operation of the turbocraft under modes i, 2, 4, 5 and 10 can be summarized as follows: When the pilot in command is ready to initiate the take-off he actuates valve 140a (Fig. 13) connecting the exhausting hot gases with the compressor (turbo-blade system) and increases power to

initiate the take-off roll. The roll is required in order not to scorch the tarmac with the vertically exhausting hot gases. In so doing, the upper and lower vane systems are open allowing as much air as possible to flow through the compressor. With the engine system blasting at full power and gate valve 140a set so as to transfer most power to the compressor, the compressor blades gain sufficient speed so that enough pressurized air is generated and exhausted through the lower vanes, and along with the hot gases from the exhaust manifold transmission lift-off is attained. After reaching a prudent altitude, the pilot in command fires the retro-boosting system while at the same time closing the lower vane system and a portion of the upper vanes and setting valve 140a to transfer a higher thrusting power to increase the forward speed of the vessel until the proper rate of climb is attained. Under these conditions an altitude will be reached at which the air density will not allow the engine system to generate sufficient power to keep climbing. At that point the pilot in command closes the retro-boosting system and actuating gate valve 109 diverts enough pressurized air into the jet engine's intake chamber, and in so doing increases the power of the engines until a higher altitude and cruising speeds are attained. At this point the vessel will be flying with a portion of the upper vanes fully open, lower vane system closed, retro-boosting system closed,* gate valve 140a partly open, with a low power setting to feed and maintain the compres¬ sor delivering enough compressed air to the engines through gate valve 109, and a high power setting for thrusting power. In the landing attitude the procedure will be as follows: As the vehicle approaches its destination, power is reduced, turbo-blade (compressor) deactivated, upper and lower vanes fully closed, gate valve 140a closed to the bypass, and open to thrusting power, gate valve 109 closed so that outside air cannot be diverted into the compressed air plenum and vessel pitch increased until proper gliding speed is attained. As the pattern altitude is reached, upper and lower vanes are opened, power is increased and

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diverted through valve 140a in order to activate the com¬ pressor, valve 109 continues to be closed and retro- boosting system shut and closed. Lifting power is in¬ creased and forward speed reduced until pre-determined parameters are reached. At this point the pilot will apply power and/or maneuver the vessel toward the designated landing area, and land substantially in the same way as a helicopter would do. Additional thrust can be provided by means of rocket devices suitably mounted on the aircraft structure. Such rockets could advantageously be powered by liquid fuel or solid fuel, and serve to provide further climbing power to reach higher altitudes.

ANOTHER TURBO-CRAFT VERSION THE PISTON-PROPELLER PROPULSION CONFIGURATION The instant invention as described heretofore is ener¬ gized and propelled by one or more jet engines. However, the use of one or more reciprocating engines to energize and drive the turbo-blade system coupled to one or more propellers for thrusting power in lieu of the jet engine system constitutes another version of the instant inven¬ tion.

Figures 7 through 11 show the cabin (51), windshield and windows (52), entrance doors (71), upper and lower vanes (53), propeller protecting shroud (54), tail (55), ailerons (56), winglets (57), yaw control propeller (58), rudder (59), vertical stabilizer (60), propeller (61), pitch control surface (tail) (62), cabin interior (63), passenger seats (64), turbo-blade system (65), landing gear (66), reciprocating engine compartment (67), propeller shaft (68), lower vanes (69), and propeller shaft protect¬ ing shroud (70) .

Also, Figures 21 and 22 show some of these systems in greater detail. Figure 21 shows the upper vane system in dotted line (101) in the open position. The closed condi- tion is indicated as a solid line following the contour of the wing. Air enters through the upper vane system into the intake chamber (102). It travels througn tne counter- rotating compressor (turbo-blade system) (141, 143) shown

in Figure. These blades are similar in shape as those snown as 117 in Fig. 15, and are supported by shafts 144 mounted on roller bearing 145 at one end and semi-fixed bearings 146 at the other end. Turbo-blade system 143 is attached to. rotatable housing 142 and turbo-blade system 141 to rotatable housing 152. These two housings are mounted on inner and outer fixed housings 140 by means of ball beaaringε 147. These ball bearings being deεigned to accept a certain degree of reεiliency in order to accommo- date the centrifugal forces and heat generated by the rotation of the compresεor blades (turbo-blade system) . Continuous circumferential gear 151 is attached to the outer surface of housing 142 and activated through gear 15u attached to trans iεεion gear 163. Similarly gear 153 is attached to houεing 152 and activated through gear 154 in a counter rotating motion. Tranεmiεεion gear and clutch assembly 163 transfer main power of engine through shaft 165 to transmiεεion gear and clutch aεεembly 164, and through gear 150 to rotatable houεing 142, and, similarly transmission gear and clutch asεembly 164 transfer rotating power through shaft 155 to yaw control propeller 160, and through shaft 156 to propeller 157 for thrusting power, and through gear 154 to gear 153 and housing 152.

As air is compresεed and exitε the turbo-blade εystems 141 and 143 it enters the compreεεed air plenum 104. Simi¬ larly to what happenε with the turbo-fan or turbojet pro- pulεion configurationε, thiε plenum is connected to the turbo charger of the piston engine through exhaust conduit 9 and poεεibly to a retro-boosting syεtem (not εhown in Fig. 21 for clarity) . The function of thiε plenum iε threefold, each one depending on the turbocraft' ε flying attitude. As explained heretofore, in a take-off attitude the turbocraft would initiate the take-off roll with a small power setting for the tnrusting propeller and high engine power diverted to the compressor (turbo-blade syε¬ tem) and with both vane εyεtemε fully open. The compreεsed air would flow through the lower vane syεtem (105) into tne open air below with enough pressure to lift the turbo-craft

from tne ground. Aε εoon aε the turbo-craft attains a prudent altitude the retro-boosting system (optional) would be fired and the low vane system would be fully closed. At that point power would be diverted from the retro-boosting system to the thrusting propeller at the command pilot's discretion until the desired rate of climb is attained. In order to reach higher service ceilings than those attained by the present turbocharged piston-propeller aircraf s, the instant invention provides the following innovation. As the turbocraft climbε, additional oxygen iε required by the piεton engine in order to burn the proper air-fuel ratio and maintain the required power. This is provided by connecting the pre-compressed air from tne compressed air plenum through exhaust conduit 149 and valve 148 to the turbocharger attached to the piston engine. By receiving pre-compreεsed air the turbocharger would be capable of delivering enough oxygen to the piston engine injectors to maintain power at a higher altitude. An additional opera¬ tion would be required to complement the proper functioning of this syεtem. Because the turbocraft wing loading is very low, a rather big upper section of the wing could be opened to the air without destroying the flyng capacity of the wing. There ore, a section of the upper vanes would have to be opened to the air so that enough air be handled by the compreεsor (turbo-blade system) in order to compress the required air volume. The lower vane system would be closed and the retro-boosting system deactivated.

The turbo-blade system shown on Figs. 7 through 11, 21 and 22 is the tandem type. The operation (climbing, hover- ing, flying and landing) of this configuration would be similar to that of the turbo-fan and turbojet engine pro¬ pulsion mode.

The instant invention has been shown and described herein m what, iε considered to be the most practical and preferred embodiment. It iε recognized, however, that departures may be made therefrom within the scope of the invention and that obvious modi ications will occur to a person skilled in the art.