CROSS REFERENCE TO RELATED APPLICATION 0001 The present invention relates to the invention disclosed in European Patent EP 0120263 that is incorporated by reference. This Patent model test measurements madden at the Athens Technical University wind tunnel during 1993 (see table 1 of page 2) proved the insufficiency of frontal depression by friction, 0002 The supersonic propeller mode) test measurements madden on the same wind tunnel during 1994 (see table 2 of page 3) proved the substantial improvement of frontal depression by vertical blades, as shown on FIG. 1 here after.

FIELD OF THE INVENTION 0003 The field of the invention is the flight of air-vehicle by frontal depression, more intense than that of rear air stream separation zone, instead of the conventional very strong rear overpressure, which is also more expensive. This aeronautic area has not been explored or exploited even it present very interesting characteristics, especially economical. 0004 The frontal depression is secured by adding in the frontal impact zone an horizontal rotation speed on the thin air boundary layer, eliminating any overpressure on that zone, and without effecting the general air flow around the stream lined air-vehicle fuselage. Theorycaly this is based on the non vector of Bemouili Theorem 1

P + \frac{V^{2}}{2} = C

DESCRIPTION OF PRIOR ART 0005 Air vehicle motion elements can be classified in two broad areas. 0006 The first area includes the axial flow propellers, having a perimeter speed limit of Mach one, and an efficiency factor less than 70% consequently their impulsion speed is only subsonic. 0007 The second area includes the radial flow of multi step turbofans, having a supersonic impulsion speed up to about 2.5 Mach but with an excessive fuel consumption.

SUMMARY OF THE INVENTION 0008 To remedy this drawback the wind-tunnel test measures made on EU 0120263 Patent model of table 1 and of FIG. 1 and of FIG. 2 have been considered, indicating that: 0009 The additional side speed to the frontal air flow by only the smooth surface friction of the rotating impeller proved to be insufficient. 0010 Patented helicoplane model tested mesures dated Jan. 4, 1994, done on the air tunnel of the Technical University of Athens. 1U (m/s)V (m/s)V/U 1/ROD (N)S (N)L (N)R (Nm)P (Nm)Y (Nm)0131.120.020.360.050.610.1710005.890.389.370.310.790.08102024.620.192.170.131.830.21250018.072.052.160.700.850.272519.50.7817.602.063.601.061.010.33350031.373.9423.052.261.110.2635200.5732.725.3124.111.811.640.46

0011

2a/aUVV/U 1/ROReCDCSCL10130000210004 1050.3470.0220.5523102024 1050.2720.0110.128425001 1060.1700.0190.02052519.50.781 1060.1660.0190.034635001.4 1060.1510.0190.111735200.571.4 1060.1570.0260.116

0012

3TABLES NO. 1FLUIDSINVERTORSECTIONSYMBOLES DEFINITIONVD UHorizontal speed of the air flow(wR)VPerimeter speed of the impeller.FxDDragFySSide forceFzLLiftMxYYaw torqueMyPPitch torqueMzRRotation torqueCxCyCzCDCSCLRespective coefficientsPNPower on Watts

0013 Advanced helicopplane, model tested mesures dated Feb. 25, 1994, done on the air tunnel of the Technical University of Athens. 4PYU (m/s)V (m/s)D (N)S (N)L (N)R (Nm)(Nm)(Nm)N (W)0.00010.00.730.923.830.213.260.5210810.36110.00.350.186.440.241.050.1211220.44010.012.290.5715.670.373.600.3011629.04810.041.882.0737.621.525.310.7012028.9375.041.752.3740.671.735.260.395728.9120.039.882.0040.011.655.250.1520.4520.018.920.2225.480.663.330.6010.0780.03.920.472.890.012.780.61

0014

5U (m/s)V (m/s)ReV/UCDCSCL0.00010.0010.36110.04144400.9650.0190.0100.35420.44010.08176000.4890.1740.0080.22129.04810.011619200.3440.2930.0140.26328.9375.011574800.1730.2940.0170.28628.9120.011564800.000.2810.0140.28220.4520.08180800.000.2670.0030.35910.0780.04031200.000.2280.0270.168

0015

6TABLES NO. 2FLUIDSINVENTORSECTIONSYMBOLES DEFINITIONVDUHorizontal speed of the air flow(wR)VPerimeter speed of the impeller.FxDDragFySSide forceFzLLiftMxYYaw torqueMyPPitch torqueMzRRotation torqueCxCyCzCDCSCLRespective coefficientsPNPower on Watts

0016 Accordingly a 0017 1. SIMPLE SUPERSONIC PROPELLER (FIGS. 9.10.11) is constituted by an horizontal streamlined shell of thin profile and reduced drag, having an upper semiellipsoid convex boundary (1) and a lower slightly convex boundary (2) with a central to the axis, supported by bearings, on which is fixed an impeller of semiellipsoid surface (4) full of vertical very dense and of short width (4mm) blades (4), which secure the side speed of the tangential air layer through the large front opening (4) on the impact area, and the respective frontal depression, according to Bernoulli theorem, creating the horizontal motion which can reach even a supersonic speed. The impeller axis is connected to the motor by cogwheels (10) clutches (11) and gear box (12) permitting the increase of the imperial rotation. The propeller is fixed by rafters (13). 0018 2. COMPOSIE SUPERSONIC PROPELLER (FIG. 4,5,6) 0019 In order the above mentioned supersonic propeller has to have also lifting capability as a single step blower, is equipped additionally with internal tilted lifting blades (5) on the internal concave site of it, with a circular opening (6) close to the rotation axis equipped with deflector vanes (6) and obstruction vanes (7), (8) permitting the blower to create a vertical air flow. These are closed when the air-vehicle wings attain a wing lifting force equal to the air vehicle weight. And finally it includes the rafters connecting the supersonic propeller to the air vehicle fuselage. 0020 The lower light convex boundary is characterized by a perimeter opening (7) equipped with deflector vanes and the rafters connecting the air vehicle fuselage, to the propeller and its wings. 0021 The rear obstruction vane (8) when closed it reinstates the semi ellipsoid profile of upper propeller shell profile. 0022 3. VTOVL AIR VEHICLE WITH SUPERSONIC PROPELLERS (Composite) 0023 A pair of supersonic propellers as in previous paragraph (1), is incorporated on the opposite sides (FIG. 3) of its fuselage with the propellers gravity center, coinciding with the air-vehicle weight gravity center and the wing area surface center. These are connected to the air-vehide fuselage and the adjacent wings by rafters (13) and with their front totally uncovered. Also a small horizontal axial propeller is to place beyond the air vehicle direction blade, for balancing the yawing during vertical flight. 0024 4. HEAVY VTOVL AIR-VEHICLE WrM SUPERSONIC PROPELLERS (Composite) 0025 This has two pairs of supersonic propellers as previous paragraph 1. The frontal is placed been at a lower level, the rear one at a higher level. These are incorporated in the opposite sides (FIG. 7) of its fuselage, with the propellers gravity center coindding with the air vehicle weight gravity center and the wing area surface center, connected to the fuselage and the adjacent Wings by rafters (13) and with their front totally uncovered. Rear horizontal axial propeller is not required. 0026 5. LIGHT AIR VEHICLE WiTH SIMPLE SUPERSONIC PROPELLERS (Simple) 0027 This has its own take-off capability and has one pair of simple supersonic propellers (FIGS. 8,9,10,11) as mentioned in the previous page in paragraph 2 but without the lifting capability of subparagraph 1.2, and without the circular openings with deflectors and obstruction vanes of subparagraph 1.3 and 1.4. The two simple supersonic propellers have to be incorporated on the opposite sides (FIG. 8) of its fuselage and are connected to it and to the adjacent wing by rafters (13) with their front totally uncovered and connected to the air vehicle motor by cogwheels, clutches and gear box.

BRIEF DESCRIPTION OF DRAWINGS 0028 All dimensions are referred to the base of radius R. 0029 FIG. 1. Frontal depression diagram. 0030 FIG. 2. Pression diagram of supersonic propeller. 0031 FIG. 3. Sketch of air vehicle with composite supersonic propellers. 0032 FIG. 4. Perpective view of air vehicle with composite supersonic propeller. 0033 FIG. 5. Cross section of composite supersonic Propeller in the direction of motion. 0034 FIG. 6. Cross section of FIG. 5 normal to motion. 0035 FIG. 7. Sketch of heavy air vehicle with composite supesnic 0036 FIG. 8. Sketch of light veheicle with simple supersonic propellers, 0037 FIG. 9. Perspective view of light air vehicle with simple supersonic propellers. 0038 FIG. 10. Cross section of simple supersonic propeller in the direction of motion. 0039 FIG. 11. Cross section of FIG. 10 normal to motion.

0040 The numbers in all figures refer to the following elements. 0041 1. The upper convex semilens shaped surface of the propeller shell. 0042 2. The lower boundary of the propeller shell. 0043 3. The propeller impeller. 0044 4. The external vertical very dense and of short width (3 mm) blades. 0045 6. The internal tilted lifted blades. 0046 7. The upper non rotating deflector vanes. 0047 8. The lower non rotating deflector vanes. 0048 8. The front and side obstruction vanes. 0049 9. The rear obstruction vane. 0050 10. The propeller cog wheels. 0051 11. The propeller clutches. 0052 12. The propeller common gear box.

DESCRIPTION OF PREFERRED EMBODIMENTS 0053 The supersonic propeller is the evolution of the No 1396630 Russian and No 17221244 Japanes patents. 0054 This propeller has nothing in common with conventional propellers, except their rotation. The supersonic propeller is horizontal and based on the non vector Bernouilli Theorem 2

P + \frac{V^{2}}{2} = C

0055 where the pressure P remains unchanged for any direction of equal speed. That makes feasible the avoidance of any overpressure on the impact front area of streamlined fuselages, by adding to their front airflow a side speed by a rotating depression impeller. 0056 Because the frontal depression is proportional to the rotation applied, it is easy to attain a frontal pressure lower than that of the rear separation region and produce a speed motion subsonic or even supersonic. 0057 Wind tunnel tests defined that for a motion speed with a drag coefficient 0,6 an equal rotation speed of the supersonic propeller is required table 1, page 2.

1. SUPERSONIC PROPELLERS FIGS. 3 to 11 0058 The text numbers correspond to the component numbers of the same Figures.

1.1. SHELL (FIG. 4,5,6) 0059 The supersonic propeller is incorporated in a shell of thin profile and reduced drag with a convex semi ellipsoidal boundary (1) around a vertical axis, expressed by

r2k2z2R12 where K3 to 5

0060 and a light convex lower semi ellipsoidal boundary (2) around the same vertical axis, for including the connecting rafters of fuselage-shell-wings. This boundary (2) is expressed also by r2k2z2R12 where K110 to 15 and R10,9R. According to the Bernouilli theorem the drag force of the shell can be calculated from 3

Fx =_{0}^{R /}_{- \frac{}{2}}^{+ \frac{}{2}} \frac{1}{2} V^{2} y z

0061 but this drag is expressed also by the relation 4

F_{x} = C_{x} \frac{V^{2}}{2} (\frac{R^{2}}{2 x})

0062 where 5

(\frac{R^{2}}{2 x})

0063 is the cross-section of the shell. The shell upper boundary is characterized by a large front opening, in preference. 6

= from - 45 to - 45 and z = 0 to \frac{2}{5} \frac{R}{}

0064 in the case the shell incorporates also a blower for vertical flight, take-off and landing, it is also characterized by the upper circular opening (6) close to the rotation axis with no rotating deflector vanes (to secure the vertical impeller blower air stream) and front, (8) side (8) and rear (9) obstruction vanes, for obstructing the vertical impeller blower air stream, when the air-vehicle wings are providing the required lift force making available all the motor power for increasing. the impeller rotation and the air vehicle speed accordingly. 0065 Also the rear obstruction vane (9) reinstates the rear shell ellipsoid profile and decreases the drag force. The lower boundary is also characterized by a circular opening, close to its perimeter, with no rotating deflector vanes (7).

1.2. IMPELLER (FIG. 5 and FIG. 6) 0066 The impeller is a rotor (3) rotating around a center axis supported by bearings, with a perimeter semi ellipsoid surface similar to that of the surrounding shell (1) and of height equal to the frontal shell opening (4) characterized by very dense and short width external vertical depression blades (4), and when the vertical flight is necessary the impeller is characterized also by internal tilted blades (5) terminated in the up and down to deflector vanes (6 and7) at the shell (1,2) FIG. 5. 7

(r) = (R) \frac{r}{R} = (R) {(1 - \frac{k^{2} z^{2}}{R^{2}})}^{0.5} = (R) {(1 - n^{2})}^{0.5}

0067 which through the shell frontal opening 45 and z0 to 0.22R, influence the external atmospheric tangential flow layer by adding to it, the side impeller velocity.

2. HORIZONTAL FLYING CHARACTERISTICS

2.1. HORIZONTAL SPEED 0068 2.1.1. The maximum rotation speed (R) with a margin of safety 44% respectively to the centrifugal breaking force of (R)400 m/s is

(R)(0, 5, 6)400300 m/s

2.1.2. The minimum (R) has to be calculated with respect to the air vehicle self sustaining speed 0069

V_{o} = {[\frac{W}{0.109 R^{2} + 0.06 B}]}^{0.5} or (R) = V_{o} {0.42 \frac{A}{R^{2}} + 0.191}^{0.5}

0070 Where W is the total weight of the air-vehicle. 0071 R is the supersonic propeller radius in m. 0072 A is the cross-section of the air vehicle fuselage in m2 0073 B is the wing surface area in m2 0074 2.1.3. For any intermediate rotation speed (R) 9

(R) = {V_{o} [0.21 \frac{A}{R^{2}} + 0.191]}^{0.5}

0075 where a is the compressive air coefficient which for VO90 m/s, a1 white for greater speeds it is increased from 1 to 1,70. 0076 2.1.4. Speed studies presuppose that. 10

(R) = \frac{C^{0.5}}{0.712} V

0077 where cx is the drag. coefficient of the air-vehicle. 0078 2.1.5. Maximum horizontal speed 0079 This is calculated according the formula 11

V_{\max} = {[a \frac{C_{F}}{C_{D}}]}^{o_{i} s} (R) = 860 m/s = 3 Mach

0080 where C0.23 is the aircraft drag coefficient, C0,5 is coefficient of frontal depression and a3.1 is the compressibility factor which is augmented with (R) and the altitude.

2.2. HORIZONTAL PULLING FORCE 0081 The frontal motioning force of supersonic propeller is calculated according the formula 12

F_{P} = 0.492 \frac{{(R)}^{2}}{2} (\frac{R^{2}}{2 k}) = f r o m 150 t o 33000 K g .

0082 Which are equal or superior to that of the turbofans. Because the frontal depression cannot be greater than the pressure difference between the tangential air layer and the surrounding atmosphere for V<0,983 (R) 13

F_{F} = 0.509 \frac{V^{2}}{2} (\frac{R^{2}}{2 k})

0083 Which means that the propeller cannot provide the starting motion unless it is provided with internal lifting blower blades.

2.3. HORIZONTAL PULLING POWER 0084 The strong rear impulsion of conventional aircraft's is substituted by the very limited frontal and lateral impulsion of the supersonic propeller, which consequently require a very restricted motor power.

2.3.1. CONVENTIONAL 0085 For an air-vehicle with 14

\frac{R^{2}}{2 k}

0086 cross section and drag coefficient at last 0,1 and conventional method of motion, its drag is 15

F_{X} = C_{D} \frac{V^{2}}{2} (\frac{R^{2}}{2 k}) = 0.1 0.12 \frac{V^{2}}{2} (\frac{R^{2}}{2 k}) = 0.006 V (\frac{R^{2}}{2 k})

0087 And with a speed of rear impulse at least 1.2V the required motor power is 16

P_{I} = \frac{0.006 1.2}{75} V^{3} (\frac{R^{2}}{2 k}) = 96 10^{- 6} V^{3} (\frac{R^{2}}{2 k}) = 50 R^{2} 10^{- 6} R V^{3}

0088 And for R3m

Pl150106R2V3

2.3.2. THEORETICAL 0089 A rotating impeller with 4mm width blades rotates not only the layer of 4mm, but because of the air viscosity, an additional layer of equal rotation thickness of 3mm. Consequently the rate of radial air flow is 17

Q = \frac{}{2} R (0.004 + 0.003) V_{} = 0.011 R V_{}

0090 and its torque MpQ (R) R0.120.011R (R) V or M0.00132R(R) V. and the required power 18

\begin{matrix} P_{T} = \frac{M}{75} = 17_{r} 6 10^{- 6} {R (R)}^{2} V_{} & H P \end{matrix}

2.3.3. EXPERIMENTAL 0091 According to air tunnel tests on the impeller model performed at National Technical University of Athens during Feb. 5, 1994 the required power is provided by the relationship.

P18.13106 R(R)V

3. VERTICAL FLYING CHARACTERISTICS

3.1. LIFTING FORCE 0092 The lift force of internal impeller space result from the overpression of the lower circular opening and the depression of the upper circular opening and the impulsion of the air drawn from above and expelled down, functioning as a radial-flow or centrifugal propeller. 0093 The vertical resultant of there overpressure and depression and the lift by impulse on the air flow speed with deflection at levels 1 and 2 provide a lift force for each supersonic propeller

3.2. LIFRING POWER 0094 The rate of vertical flow per second is

Q2R2b0VJ020,459R2(R)

0095 The retroactive torque MpQ(R2V0R1V1)0.0409R2(R02 and the respective power 19

\begin{matrix} P_{L} = \frac{M}{75} = 0.000545 (\frac{}{_{0}}) {R^{3} (R)}^{3} & H P \end{matrix}

0096 and the engine magnitude is to be

PIN0.0006R3(R)3

4. FUEL ECONOMY 0097 The side impulsion of the tangential thin air-layer by the supersonic propeller is obviously smallest, when compared to the turbofan gas exhaust impulsion, and the same happens with the respective power requirement, as be derived from the aerodynamic theory and was proven by wind tunnel tests, and it is to be noted, that propeller's efficiency increases in a turbulent or supersonic environment. Using the figures of previous paragraphs 2.3.1 and 2.3.3 for a low speed of V50 m/s and the respective equal rotation speed (R)50 m/s is found out by tests. The expected economy is 20

F . E . = [1 - \frac{P_{M}}{P_{v}}] 100 % = [1 - \frac{18.13}{150}] 100 % = 88 %

5. START-FLIGHT 0098 The initial flight of the propeller air vehicle is possible:

5.1. AUTOMATICALLY 0099 By internal tilted blades of the propeller operating as a blower with a rotation speed corresponding to the vehicle wing gliding speed. 0100 For this purpose two circular openings are provided, one is placed above and close to the axis of rotation and a second below close to the perimeter of the base. 0101 After the gliding speed is attained the upper opening is obstructed and all the power is available for increasing the rotation of the propeller. 0102 The computation of such blowers are included on a separate text with a performance coefficient n70%. 0103 The vertical take-off and vertical landing and the horizontal supersonic speed are applicable to all kinds of air vehicle as shown in the same text.

5.2. INDEPENDENT 0104 With an independent propeller for take-off by runway run and simultaneous rotation of the two impellers. 0105 After the take-off, the propellers are released and the impellers are rotated faster and so the speed of air vehicle is increased. 0106 This is applicable on small tourist aircraft's and on U.A.V.

6. FLIGHT PATTERN OF AIRCRAFT'S WITH SUPERSONIC PROPELLERS 0107 Flying procedure 0108 The air vehicles incorporating supersonic propellers fly according the following phases based on the solution of the horizontal and the vertical forces equations: 0109 6.1. Vertical flight 0110 This lasts 10 to 20 seconds with a vertical acceleration 2 to 1 m/s2 until the air vehicle attains an altitude 120 to 300 m. 0111 6.2. Initial horizontal flight 0112 The air vehicle is then tilted forward 10 to 20 degrees, by closing the frontal obstructor vanes and the horizontal speed is initiated. The first flight of 3 to 7 seconds produced by the tilted lifting propeller and the air vehicle weight occurs 6.3. Accelerating speed until gliding one. 0113 After the previous phase the frontal depression intervenes and produces an accelerating speed of 0,3 to 2g until the speed attains the gliding speed which is generally 100 to 200 m/s. 0114 This phase lasts about 60 sec during which the altitude of 6.000 ft is attained. 0115 6.4. Increase of availability power 0116 When the fuselage gliding speed is attained, the propeller vertical air flow is no longer required and it is obstructed by the respective vanes. Consequently the power required initially for lifting of the air vehicle becomes available for increasing the propeller rotation which decreases the frontal depression and consequently encrease the horizontal speed. 0117 6.5. Farther enhanced in speed 0118 By reestablishing the semi ellipsoidal profile of the fuselage over the rear part of its circular opening the impeller fuselage drag coefficient is decreased from about 0,53 to 0,15 or less. Accordingly without changing the rotation speed of the propeller the speed increases about 80%. 0119 6.6. Farther increases in speed including supersonic speeds. 0120 By increasing the propeller's rotation speed its respective horizontal speed is increased and the figures attained are the following: 0121 Rotation speed (R)100 to 300 m/s 0122 Horizontal speed V1,5 to 2,5 Mach 0123 Acceleration 0,5 to g but possibility of 8g exist 0124 Altitude of 30,000 ft is attained after two minutes 0125 Maximum speed is attained after 3 minutes 0126 6.7. Landing procedure 0127 The descent and landing are performed by reversing the above phases.