As is known, the aircraft field is continuously searching more efficient aircraft, both from a passenger capability standpoint and from a fuel consume saving standpoint.

A further important characteristic would be that of reducing the time and space which are at present required for the takeoff and landing of the aircraft, thereby simplifying and making much more inexpensive the airfield installations.

At present, vertical takeoff aircraft is exclusively used in military applications, and, for other applications, only experimental aircraft have been designed.

SUMMARY OF THE INVENTION Accordingly, the aim of the present invention is to provide a vertical takeoff aircraft, adapted for a civil and commercial transportation, and having very reduced takeoff and landing times.

Within the scope of the above mentioned aim, a main object of the present invention is to provide such an aircraft having very reduced service and fuel consume costs, while greatly reducing the atmospheric polluting.

A further object of the present invention is

to provide such a vertical takeoff aircraft which is also adapted to operate in a rarefied atmosphere.

According to one aspect of the present invention, the above mentioned aim and objects, as well as yet other objects, which will become more apparent hereinafter, are achieved by a vertical takeoff aircraft, characterized in that said aircraft comprises a central core and a rotary circular wing, supported by an axle coupled to but fully rotatively independent from said core.

BRIEF DESCRIPTION OF THE DRAWINGS Further characteristics and advantages of the present invention will become more apparent hereinafter from the following detailed disclosure of a preferred, though not exclusive, embodiment of the invention, which is illustrated, by way of an indicative, but not limitative, example, in the accompanying drawings, where: Figure 1 is a schematic cross-sectioned side view of the vertical takeoff aircraft according to the present invention; Figure 2 is a side view of the vertical takeoff aircraft according to the invention; Figure 3 is an enlarged top plan view of a detail related to the takeoff blades of the subject aircraft; Figures 4 and 5 are respective cross- sectioned side views illustrating two modified embodiments of the vertical takeoff aircraft according to the present invention, the cross-section being

merely exemplary from an aircraft wing having an even thickness, but it can have a variable width for an uneven thickness aircraft wing.

BRIEF DESCRIPTION OF THE PREFERRED EMBODIMENTS With reference to the number references of the accompanying drawings, the vertical takeoff aircraft according to the present invention, generally indicated by the reference number 1, comprises, as main component parts thereof, a central core 2 and a wing 3, which can rotate about an axle 4 coupled to the central core 2, said axle being however fully rotatively independent, which is obtained by using bearings 4'and stabilizer elements 13.

The rotary wing 3, which has a size depending on the lift of the core 2, is provided with takeoff/landing blades 5 which are radially arranged and so pivoted as to turn about a longitudinal axis 5', arranged radially on said wing.

Thus, the lift of said wing 3 will be determined by the rotary speed or rate of said wing, and the inclination angle of the takeoff/landing blades 5.

Figure 1 illustrates, by way of an example, one of the possible arrangements of the main elements constituting said vertical takeoff aircraft.

On the other hand, one skilled in the art will easily understand that the arrangement of the aircraft elements and the overall size thereof could be changed, depending on contingent requirements and the type of application of said aircraft.

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For example, figure 1 illustrates a vertical takeoff aircraft for transporting passengers, said aircraft comprising a shaft 4 rigid with the rotary wing 3.

The core 2 is made independent from the rotary movement by a system of bearings 4'and directional and stabilizer rotors, including propellers or vertical gyroscopes 13 designed for stabilizing said core 2 and preventing the latter from rotating about the vertical axes, under the friction entrainment due to the rotary movement of the wing.

At the bottom of said core 2, a technical space 14 is provided, in which are arranged the driving motor for driving rotatively the wing, the fuel tanks, the horizontal stabilizing gyroscopes, the acoustic insulation materials, and so on.

As shown, the subject vertical takeoff aircraft comprises moreover a plurality of carriages 15 and loading and unloading openings 16, arranged as required and dependent on the use of the aircraft, i. e. a passenger transport use, a cargo use or a mixed use.

Figure 4 shows further possible embodiments of the vertical takeoff aircraft according to the invention and, more specifically, shows an aircraft construction with a central core 2 fractioned by the wing 3 and designed for a large-size aircraft construction.

If desired, the subject vertical takeoff aircraft could also be provided with a turbine motor, of an orientable type, designed for providing an air cushion to facilitate the aircraft takeoff and landing

operations.

Also in such an embodiment, stabilizer components and propelling means 12 would be provided, which, on the other hand, would be arranged at different positions, to meet different requirements.

In this connection it should be further pointed out that the subject vertical takeoff aircraft further comprises a horizontal turbine motor, designed for providing an air cushion to facilitate the taking- off and landing operations.

As shown, the mentioned rotary wing 3 passes through a central core 2 at a substantially intermediate position.

More specifically, the rotary wing 3 overlaps said central core 2, without crossing it, and has always its horizontal axis at a substantially intermediate position with respect to said core 2.

Said wing 3 has a downward variable inclination, to increase the aircraft lift during the taking-off and landing operations, while reducing the atmospheric friction of the core during the flying proper.

It has been found that the invention fully achieves the intended aim and objects.

Actually, a vertical takeoff aircraft has been provided, which can efficiently transport passengers and cargoes.

The specifically designed aircraft construction, including a circular rotary wing, provides the aircraft with a great flying stability, while assuring a great comfort and safety, and also allowing the aircraft to be held at a stationary

flying position.

Actually, the vertical takeoff aircraft according to the present invention is based on two main operating principles.

The first is the"cutting effect"on the gaseous fluid forming the atmosphere, which is obtained by the rotary wing, instead of a conventional perforation effect due to conventional aircraft wings, with a great advantages related to the flying speed and fuel consumes.

The second principle is that of the obtained gyroscopic effect, providing a very great stability and handling properties, since the rotary wing is rigid with the rotary axis.

Thus, the aircraft construction, based on the atmosphere"cut through"will provide very great speeds and accelerations, i. e. much greater than those of conventional aircrafts.

Moreover, the vertical takeoff and landing would allow to provide very inexpensive landing and taxying tracks, with a great economic advantage from the airfield making standpoint.

In particular, the airfields will occupy a small space and, provided that they are designed to meet noise and safety requirements, they could also be made near urban places.

The cut through the atmosphere, moreover, even if it would require an additional motor, would allow a very reduced fuel consume, thereby the aircraft can fly through very long distances.

The aircraft according to the invention would also be easily modified, for example by

providing a core flattened on the axis of the wing, to replace the aircraft used at present for transport application above the atmosphere, and for the related return journey, while fully obviating the very high cost of conventional aircraft and related throwing ramps.

It should be apparent that the used materials, as well as the contingent size and shapes, can be any, according to requirements.