GB2264907A - Multi-engined aircraft. - Google Patents

Abstract

An aircraft has at least two gas turbine engines (jet or turboprop) on each side of the longitudinal centre line, adjacent engines rotating in opposite senses, and the engines in total being arranged, in regard to their directions of rotation, in a pattern having symmetry about a vertical plane through the longitudinal centre line of the aircraft. <IMAGE>

Description

Trans-asymmetry in turbo props Description: Air safety without better adoption of combined Whittle Heinkel jets must be the most blatant flauting of geometric asymmetry since flight first began in 1903. Air security without the most simple combinations of wayroundwardness on jets that otherwise inherently lose out on the four stroke Falcon Sunbeam Nubian etc original handed gyroscopic effects are inviting trouble. Air worthiness Authorities makers users even are incorrigible on the point where more than one power unit creating one way instabilities anyway are used where the inertial momentum on both units is in the contrast in one sense or here with then combining more than one unit in a complex source alternate anti-clockwise motion angular velocity of one unit or part of a unit and clockwise motion for the other unit or part of then jet turbine unit'.

The jet engine from about 1937 was such a good innovation that the obvious step called for by handed four strokes with then asymmetry was omitted as even four strokes subsequently to then 1917. Crashes that occur without reference to handedness asymmetry wayroundwardness power units inertial gyroscopic turning torque in investigations on the point as to who will make them now anyway dialogue is considered delinquent to the fears experienced in flight where statistical 90% Standardised Normal Approximational levels are quoted'.

This thinking dichotomy then extends to ships as well'.

Causative responses to all these crash wreck investigative processes as the lag in performance speeds range altitude since Apollo 1969 then convinces us that something is wrong the next time crashes occur without good reason or even as we suggest bad ones.

The train of thought since the discovery of steam power used in cars trains and ships then the diesel four stroke and now sleeve valve engines left the need for then gyroscopic balance to be restored by the latter group four stroke ignition engines diesels sleeve valves'.

The reasons for differences of payload aircraft size on the Eastern Seaboard of the Atlantic and the Western ranges from 100 tons to 200 tons. Aircraft where we suggest combinations as figure 1 with one such combined unit to two three or four or even more with flying a saucer adaptations.

Concorde (RTM) where Mark 11 is still not effectively ready where higher loads without maximal tube size and this asymmetry makes the option to the US models with the same asymmetric options may well be the best type.

The facts on all crashes now should be well known via the Black Box in Flight Recorder. This we are told has been replaced by something better? Why then are not asymmetry and non asymmetry discussed causatively to the position now of these combinations of four jets say why is that only possible with then asymmetry we say? The media know these arguments why does it take so much to get them to report them on TV and radio in magazines and in the newspapers etc cine etc? The mirror images of both jets simplistically need to be made before we can discuss now in all honesty EFO's yet we must start what has been begun on four strokes in 1917 and on prop jets only in 1966? The objectives of the flying saucer are then well within reach of the able technician moulder caster aeronautic sheetmetal workers engine installers with ambidexter callings tomorrow if they willed it almost as now and yesterday! If that situation does not exist in the factories across the ocean now Pratt and Whitney Garretts and here Rolls-Royce SNECMA Fiats etc then we will never see this day of just plain ordinary common sense applied to causative neronautics.

It took insects, we do not know how many years to evolve it 400,000,000 years ago the bird some 68,000,000 years ago learnt to use it and we can assume the bat some few million years after that? Why was this simple idea overlooked for so many decades because like directionals held up progress but were successful in such post Lamarckian flight they thought they never would require to be reminded? Were in the UK and even the USA ambidexter power is not entirely strange but in France and Italy besides a few drawings for Piaggios with asymmetric arrows the production of both handed crankshafts cam rods rocker arms gears and propellers turbine blades and compressor blades sketches photos blueprints jigs templates manuals seems to be outside nitro-oxide evolution of flying life forms and just within the 94% standardised Normal Statistic for unsafety with investigative silence on the point, or not of significance.

Not only is the facet of the matter one for starboard wing anti clockwise turning power unit torques and port wing clockwise turning torque power units but vice versa and as above the best combination in the one unit idea that would replace Tristar tail jet single unit adaptations with combined handed fours as its wing installed power units with maybe a combined unit of two handers in the maximal model or robotic flight tested like inwards or outwards combinations or inwards outwards together.

The fact that now we are combining the jet unit into ambidexter wholes infers that some use of existing fuselages will be in order but the designer geometric aerofoil aerodynamic will now allow many additional areas of airframe design notable a circular UFO form a rounded edges oblong form to appear with all safety where before the need to mould and cast the trans-asymmetric components has been left at the risk of causative Standardised Normal Significance level nitro-oxide air reptile bird evolutional cortex size limitations and repair by like hand to asymmetric replacement liability fears'.

With initially identical turbines turbo jets that have been converted to then asymmetry we need then to suggest that opening turbine blade angles and closing compressor blade angles and vice versa is the major mod seen in any new series' jets made with this new area of jet power unit improvement. The ultimate position then of compressor blades and turbine blades depends on that ultimate assessment of the efficiency of the gas turbine in regard to opening proclivities of the compressor and the shut' process of the turbine blades? When this area has been accomplished combination of four such ambidexter units will run to four' combination test positions as we show on sketch Figure 3.

We have discovered that Garrett prop jets using McCauley propellers then would not essentially require this maximisation of then compressor blade opening angles and turbine blade closing to achieve the success with the thin winged Jetstream (RTM) 31 ie 1966 and the Jetstream (RtM) 41 from 1990. Improvement of then compressor blades by Garretts to this specification will of course improve performance', as of course mutually with turbine blades.

At the present time after almost 550 years of the printing press causative double wing layer mono engined flying since 1900 that is 90 years the suggestion in palaeontology we have raised via the seal/human nitro-oxide air variation and vegatative respiration to insect bird bat flight and the like handed heavier than air machines to the combined jet theory or then asymmetry and opposite handed power we suggest after Apollo follow up lags we feel that the absolute natural geometric laws of aeronautics will support only these and others claims on the point. That the reasons for then like handed inertial momentum turning torques have lasted so long to the irreversible position shortly' is to see that as evolution the development of the implosive oil engine will make these questions quite plain in the undertakings we envisaged where ignoring this success to the rules laid down already delimits light plane outboard effect motors and lateral Chinook type double power unitted helis to types that themselves need investigation to prove air worthy with power unit asymmetry opposite handed transmissions? The number of hours in the air is important and here we would expect with asymmetry and a ambidexter production process that fatigue and airframe and engine stress would itself appear asymmetrically and therefore predictably.

This would also appear in wind tunnel models and would if then tested for long enough eliminate unpredictable stress fracture fears occurring anywhere where say lack of pressure wear in bearings with power units would make them conspicuous in that sense also'.

Considering the stance; airline feel they need new' 'machines' like handed ones are supplied by the airframe makers fitted with like handed power units by the aero engine system that so far has not but been reminded from 1917 four strokes and 1966 turbo prop precedents that asymmetry should be supplied not as an option. The next move is to sign up as many passengers by airlines or airforces as is possible for travel agents ads and use of war preventative airmen. The airlines and agents use single directional inertial torque power units flights as economies' the word's significances to the above is rarely described else the cocktails.It is seen as then vast ocean liners liners with single screws that airline passengers pay for the error continuation airforces use what to the restrictive position of liner holidays leaves only single inertial directional power unit aricraft from capital persuaded Air Worthiness Authorities to give the thumbs up to airforce personnel who witness the most appalling unexplained jet fighter single uni crash one day to experience airforce crews being transferred with singe jets abroad the next. Yet to then electrolised aluminium ores stored as ingots handed is seen as irreversable in aircraft power and acceptable like handed or single power unit turning moments as unacceptable.The error of single moment distortion side loop one way proclivities inabilities to link manoeuvres in flight safely results from the failure to adopt asymmetry in 1918 the application fault applied to single layer wings in 1940 of the Heinkel Whittle gas turbine.

Where small planetary moons with some atmosphere to large planets with atmosphere create the scenario for this terrestrial application of the old idea to pure jet priority where nothing else can now be used we see that imagine where the atmosphere is of a pressure less than the Earth every method used to keep stability would be allowed-so this application now? So saving the face of then jet engine makers supply system airframe makers faults in not insisting on asymmetry airlines that sell only like momentum powered passengers space insurers that should be risking maritime funds not unrevealed crash investigative technical lag as commercial delinquencies the USA and USSR space planet programmes naturally fall behind.

The dreams since World War 2 have not in effect been realised because we believe causative safety in aircraft is still being discussed and not effectively produced in ambidexter forms. That cams in two hands rockers gears propellers turbine and compressor blades and housings and discs the stalemate else prop jets and four stroke tradition is overlooked. There diesels four strokes sleeve valve power units now built to asymmetry standards could power outboard like propellers where then power units are installed adjacently next to one another the jet that cannot be easily pollution protected must be nested the best inwards outwards combinations of now whole jet units where once we had a combustion tube generally as we show use outwards inertial angular velocity units on the upper side and lower side units will use inwards turning angular velocity units.The significance of over the wing on the wing or under the wing installations will all be considered.

The objective of the combined unit will be seen as favouring the UFO on the wing type method of use and thus keeping else test the outwards inertial units on upper side and the inwards units on the lower side of the single unit.

Improvements in what we say the metallurgical plasticity in the region of the mechanical perfection of compressor housing opening blade angles and turbine disc blade closing configurations before say enlarging the outlets of the combustion tubes to give a larger rocket like jet exhaust effect keeping them the same thickness throughout for consistency compressed air and ignited fuel mix expanding. Good fuel supply and continuous electric ignition in each power unit where both can be controlled if blades are lost seals broken and fire breaks out in one identifiable unit'.

A limited number of changes can be envisioned from the stage of perfection of the compressor and turbine disc blades in this application. Larger combustion tubes increasing the number of tubes or reducing them in any asymmetric opposite hand combination. Fuel led to the combustion chambers that allows range enough to sustain mach speeds for any length of time, if a maximum payload with airliners is reached with combined jets will the Cis Atlantic 200 ton imbalance be restored in say the Jumbo to BAe 147's. Both these aircraft have like handed jets of different sizes as thrusts.We like to think that when this rationalisation process is complete tube" size number of tubes' and thence number of inwards outwards or all inwards/outwards units will consist a large airliner transporter a medium airliner transporter and the ultimate dual handed jet missile carrier type aircraft? The process of rationalisation can only be accomplished by the stages and test each will require. We have outlined the most crucial areas of malleable metallurgical interest'.

The other general facets will follow after that we can be sure'.

With dangers of proclivity to side roll in one way, whilst flying crab sideways, to discover stress strain fracture non symmetrically to find even with electronics bias on controls in guidance trim for heavy airliners toward outward' turning props or gas turbines two points arise? Initially thrust weight of power units together with airframe with say just two crew members will balance no proclivity to tip toward the outwards gyroscopic single direction of multi like hander aircraft will be noticed.

With a maximum payload the same aircraft will act as though with wing engines of the same inertial momentum on both wings that it is so loaded to counteract the above flight inhibiting problems? The consideration again pure jet planes where the idea that combustion tubes of the handed opposite hand form are used in just sufficient numbers to allow the turbine to turn the shaft to allow fixed compressor blades to compress the air either the anticlockwise or the clockwise power unit here then provided optical checks fire alarms on each power unit register fire' on the correct numbered power unit in the cockpit electric wiring ignition and fuel supplies to that power unit will immediately be cut off.Yet we are saying here only when engines faults require shutting them off are we then able to suggest that problems of mis-balance will upset the normal trim end control that are in operation to get from point A to B.

Dashboards and flight simulators models with control lines then are all aspects of the conversion to combinations of jets or just two handed jets? Where electronics have always aided flight where the difference between handed power generally and line handed or single power units has been ignored electronics making up for this omission are in effect hiding' the true risks involve in causative like handed aircraft to the extent that now virtually all aircraft have to have electronic control manual switch and auto pilots so we may never know besides report revelations how the aircraft got off the ground to start with if anything was wanting in inertial descriptive gyroscopics of engine turn. They were then miraculous to that extent that is like turning torque manufacturers airframe and by now engine makers aircraft where as we say multi like handed units not able to be trusted with UFO series and single get away with it aircraft'in the extent that risk liabilities are still able to fox' Airworthiness Authorities and insurance underwriters'.

The use of puppet lines should distinguish like handers from asymmetrics the use of then say four 100,000 kgs/m2 thrust units with a say 200 ton aircraft will have say 200 tons of spare lift with two crew members with say a hundred passengers and luggage some say 12 more tons thrust to spare will be 188,000 kgs/m2 with asymmetry or like handers? Where we have then a choice here much depends on both Black Box relevational honesty the ceiling payload and speeds range that can honestly be obtained in mind's eye between handedness and like inertials.

Yet before we could do that there should be a halt in any discussion that when a Caravelle a BAe 147 or 146 a Tristar say needs replacements to repair it the natural reply after years and years of ordering month by month like handers and hoping and hoping that they can get away with it another month another year even the truth will finally dawn that replacement for them all is dependant upon being able to suggest outwards movements on the Caravelles the BAe's will be arrived at by replacing the starboard wing motor with a SNECMA Rolls-Royce copy of the Pratt and Whitney right mover the Tristar with else other complications the port side engine with those of the like angular velocity turning momentum as the SNECMA and Roll Royce made by Pratt and Whitney.Only then will asymmetric castings extrusions and mouldings be seen as what did we say an irreversable replacement! There tests on the ground do not allow momentum to build up no forward motion will be made. The simple method of identification of all power units by number as side the ailerons and rudders undercarriage down before landing or where down swosh jet exhaust flutes allow vertical landing fixed stilts will suffice.

The paralysis in makers terms that restricts the USA to a right hand specification that is seen hopefully as the complement for the left hand turning torque momentum jets of SNECMA Fiat Rolls-Royce Speys (RTM) Saabs is rather too patient where initiative surely rests with new series power units they could have guessed that incorporates one to the other basing facsimiles one to the other on purchased or borrowed engines from the other camp perfect compressor and turbine blade open and closed blade configurations with pure jets in this patent application.We have the example of handed opposite trans-asymmetry for four strokes and prop jets behind us and with production precedents so why wait now! So that as we suggest above where repair is for handedness say in propellers as distinct from this as we call it trans-asymmetry for pure jets on the so-called Caravelle the blue red shift Tristar if they will excuse me the so-called Airbus or Airferry better the BAe 147 or 146 will be improved but faults that were not apparent before will effect the fuselage the wings on their next repair by handed' replacement. Jet slip stream aileron positions rather than above it aeronautics why was not asymmetry used before by users and investigative insurance claims looking to that contrast in any tragedies that have occurred.

The concepts here suggested require test and verification for the combined inwards outwards angular momentum unit and the single units. As we see pollution requires fewer trips by air.

Black Box reports the pilots must feel should be on the minds of all production workers especially the jet engine makers in supplying the units of one direction to airframe makers that seem to be getting away with it in the meantime'. So that improvements where say turbo-props are used with trans-asymmetry as we call it on any aircraft that can take them the only factor of improvement forgetting but the open and shut turbine compressor blades in this case and the pures is one engines direction of turning and of course the propeller! Both these incidentally turbo props by Garretts of Los Angeles California and propellers by McCauleys.So that the next time questions about these pilots dashboards and instruments where the reply to question to stewards and engine makers that they adjust for one wayround propeller and engine circular velocities will need in the irreversable position of subsequent pilots requests on the point of dashboards and instrumentation to give the reply that yes electronic assisted ailerons and rudders do now seem to be less stress and strain ridden than with like handers? That gulp or lump in the throat at 10,000 metres now in fear will be felt at the error to the absolute need to remember handedness for props and trans-asymmetry or whatever it is called in power units amidst the machines' and computers of the power unit production floor.

As heavy rain and snow could effect take off with any pure jets the suggestions we make then as even a 3rd world war where this could prove conclusive these changes compressor and turbine asymmetry are but basics! The combine jets will be the next move as we outline here.

Whether they are used adjacently or right next to one another or more widely spaced whether the use of this type requires one best method of installation it will require ultra streamlined airframes that are unique to it in hopefully the very near future. These claims as we say in terms of the skills needed to produce them are even now delimited to machine tools extrusions processes and casting methods to metallurgy and special alloys only for it.

Accidents that occur because reports mention controls being misused not makers shortcomings where then navigational mistakes are used short on fuel airport radio communicational black outs we know that they are ignoring the crucial questions started and omitted on the airframe and engine shop floors to save face which loses lives nevertheless? The basic stimulus here is the planet space feature as we said where the moons of planets have atmospheres as the Jovian planets huge gravities interplay between the two is conclusive in the remarks we make on the point even without causative crash facts data on unsafety with like handers at present that two opposite handed circular motions in power units are absolutely essential for any progress and there'.

Nuts and bolts screw studs should follow the direction of movement of the particular power unit it is on or else naturally it will loosen when the power unit is in action.

All areas that seem to require the opposite even on one power unit should follow that idea where they need nuts studs screws of the opposite direction even on the same unit red for left blue for right with letters for each side for easy use reference.

Aesthetics in aeronautics as these standards are retarded performance is even seen as unmentionable crashes which show that planes with one engine planes with multi nonisymmetry engines are suspect in safety should be the beginning of the automational re tooling process to System International.

Manufacturers should consider aircraft with only asymmetric power units and see then what they think of other aircraft in that new light.

We hope then with providing the modified compressor open and turbine shut positions for pure jets and prop-jets to make the way clear for then priority of use of the gas turbine in the future and now. The suggestion that asymmetry in jets will bring all the left hand worries to an easy any which way is right handed' is flawed mechanics to the correct etiquettes.

The stimulus for the jet missile carrier fighter is in terms now of then small tubes and few tubes to a standard that would require only two power unit trans-asymmetrics for a viable Tornado type substitute. The size for tubes rather than an adequate diameter radius to allow the turbine disc to compressor housing cycle to work is conjectural as to pressures'.

The Whittle Coanda Heinkel jet is then perpetually running its fuel and air mixture continuous giving the revitalised idea of trans-asymmetry in the gas turbine form a new life in its sort of humming bird bee like 70 tone of fuel per thousand kilometre approximately range where we would like to think much smaller levels 15 tons per thousand kilometres.

As long as the causative reasons for the two types ours then delimited by two power unit Rolls gyroscopic asymmetry close installation of all forms of power and linked by horizontal outboard type transitional type propeller transmissions in helicopters and light planes exists reasons will be found for asymmetry.As we mentioned before crank case crankshaft rocker arms cam rods gears propellers in diesel ignition reciprocating engines sleeve valves where these parts are required will be definition to the so called pragmatics constrasted to the performance causative lags be continually referred to with manuals of both hands blueprints likewise photos sketches technical isometrics and three sides drawings to the refusal to contrast this in accident crash investigation to the insurance of the patent at last for jets? The connection jets used then rockets for orbit is feasible as we consider it thus the excitment of this patent idea for combined asymmetry in jet priorities and planet space? Lubrication for the bearing of the compressor and turbine disc the gears in turbo prop propellers as four stroke diesel and sleeve valves allows cool running of these components that would sieze up without it to run at high aircraft rpm's on that thin surface of oil as the aircraft itself on the 12 ton ceiling mass of air to 8 kilometres thickness.

The need to do full side rolls with even helicopters requires ignition fuel as lubricated surfaces to perform as well upsidedown as we assume ignition would anyway in the normal position in steady flight so that as with fire in power units and instruments identification and fuel radially in pure jets to oil sloshed about the gears of bearings the night time instrument flying handed mind's eye to US UK sidedness must be seen as causative to crash investigations'. Fuel will be expended through slightly more open compressor blades slightly more closed turbine blades that are perfected for safety and efficiency and economy. Side rolls upsidedown to starboard or port will be just as easy gyroscopic effects not being eliminate.

The harder the material the more difficult job of fuel tank transfers or bearing temperature instrumentation component part manufacturer seems to be as though plasticine plaster of Paris aluminium or steel models we are all familiar with makes it any harder to understand the basic concepts here of fluid flow and volumetric analysis etc instrumentation voltages and pyrometry! We are looking at compressor and turbine blades the turbine disc and compressor housing in both hands that is right handed and left handed instrumentation cables that twist in one direction panel lights that are not identified as to port or starboard left and right electricity even that is generated on the starboard right or port left as being representative of extent fuel pumps electric cables for jet ignition then must not be confused as ultra modern in as we suggested electronic powered ailerons and rudders to handed perfection in flight that as if by magic eliminates suddenly high current demands in manual control electronics.

Undercarriage current needs later on will require just as much current and vertical land fluted jet exhausts not reverse thrusters will still not to discuss whether fixed or movable stilts will suffice in lieu the wheels.

The contrast is no more blatant than where SMBCMA Rolls-Royce Fiats making jets merrily of one direction of turn for both wings in airliner causative liabilities of airwothiness and underwriting discuss the theory that these airliners anyway run under maximum speeds in use not for any but like handed natural non symmetric stresses strains that to Mach buffetings would frighten the most intrepid but that single power unitted so called straight line frighters go faster. The contrast with Pratt and Whitney where presumably right handed directional turn momentum of the power units contrast with that of Western Europe as left handed from the side and rear we see that where these ideas are combined in instrumentation initiation of new pilots of say the Harrier to Phantom types would immediately provide a respective sided indoctrination process.Where instruments are not able to show this in say executive jets and the BA e 146 and 147 on the Cis-Atlantic differences we fear that engine fires control of fuel supplies will reflect the electronics involved where complex trim obscures the aeromechanical electronic panel signs alarmingly.

The calculation of the perfect fixed angles of turbine blade close position to the compressor open positions or even when reverse thrust utilisations are perfected themselves to tacit in flight use with compressor blades and turbine blades that could be' adjustable we see that perfection is based entirely upon the handed interplay of twin units then four six eight ten! Aviation tragedy in the facts we have discussed here where after burners using more fuel in the exhaust create more pollution not less.A short cut to airliner use by using mono directional as we say oiled gulls' with like directional turning momentum on both wings with the excellent Whittle Heinkel test idea for jets where crash fears require this undercover patent from four strokes 1917 and subsequently prop jets 1966 requires of us to continue our expenses in executive impositions on all airliners to the limit of presently Tiltrotor handedness as by Bells to feasible light plane outboard adjacent power unit asymmetry to helicopters as well? Where that - initiative is not taken to the production floor ambidexterous Union Management production fear conditions with the same hopes nothing will become of our ambitions for this excellent prioritied power unit.

Test tests with then combinations of jets with essentially this follow up from now causatively viable four, strokes from the inferences from the Handley Page Jetstream (RTM) thin winged 31's and 41's then must be seen as a boost for us. Causative reasons on the factory floor where the ambidexter right hand artisan left hand artisan position is not clarified in those absolute terms for ships and aircraft will be found wanting to investigative silence to DTI authority and US manufacturing ethics as the ethereal term yet of progressive social and scientific evolutions.

Fission power is the ultimate power source we believe? Any choice beyond that and the metallurgical plasticity replication facsimiles copies in mirror image as to what valves' and diesels will lead to the combination theory of jets that require as we see improved angles of blades on the compressor and turbine disc to maximise otherwise fixed position of these components or parts.

The changes suggested are elementary. Both component and main assembly makers then see that here we can only delneate those areas our knowledge allows us to see and influence the theory of jet operation from the ideas introduced from many sources electric generator etc windmills and many other areas by Sir Frank Whittle Fritz Heinkel Conanda the Roumania and many others.

American knowhow purchased for f3,000,000 has seen fruition in the handed prop jets and tiltrotor. The changes envisioned here require with asymmetric opposite hand copies in the right hand for SNECMA Fiat Rolls for maximum safety and performance not just mirror images of those crucial parts we have learnt will make this area of aircraft power safer and faster provide longer range more economy higher altitude larger payload but with altered turbine disc and compressor blades angles perfection in the jet that leads to special uses of the combined form of that handed idea with several, or two or four jets.

Moments of power unit installation or wing or fuselage forces mx-xm where m is weight of power unit x os the distance propeller or jet radius centre lies from the aircraft centre line Centripetal representation of handed power mwZr-rw2m w is the angular velocity of the unit m is the mass w2m-mw2 as above would represent outwards movement as the above would show inwards movement on both units.

Multiple units based on this would have equation forms: - Say w2mmw2 mw2w2m etc where outwards units on top have inwards units underneath. The implication with forces and centripetal forces in equation form such as ie: Fcosasina-mw2w2m or Fcosasina-w2mmw2 show inwards total asymmetric opposite handedness in the first and outwards opposite handed centripetal turning torque momenta in the power units of the second equation.

Claims (10)

Claims: -

1. There before 1990 jets used together could only be used in twos where like handed turning torque momentum was considered here we claim that four at least handed asymmetric gas turbines can be successfully combined.

2. As Figure 1 combined asymmetry opposite hand inertial momentum in jets where no such combination has been adopted before within search routines as to aerodynamic and gyroscopic causative perfection test and improved performance altitude range speeds payloads with that best resulting combination.

3. In aeroplanes with one such power unit on the lateral centre line.

4. In a aeroplane having two three four such power units arranged on to the side of the centre line asymmetrically to the centre line.

In an aeroplane where one engine was used with gas turbine power the Meteor say where no thought was given to two and consequently asymmetry or opposite handedness before using Canberra designs with line inertial torque power unit turning on both wings as compounding Royce gyroscopic balance with four as the Victor Vulcan types with continued omissions of opposite hardedness. Vast sums expended on what are seen only as experimental aircraft to the inability to develop to UFO forms etc so that present jets with the same handicaps provide only success in proven risks to alternative in opposite handed four strokes and prop jets if tragic victims will excuse.

5. A aircraft in which power units turning outwards on both sides on the top' surface of the unit in normal flight and on the bottom turning inwards on both sides on the unit along its centre line arranged in other words with aerodynamic balance as one side is the mirror image of the other, without of course the mirror in flight.

6. In a aeroplane according to claims 1 to 5 where the compressor discs on pairs are asymmetrically arranged with maximum open' angles of the blades and on the turbine discs are closed to provide maximum shaft speeds. Where open' and closed positions are adjustable closed turbine disc baldes can be slightly opened to allow fuller use of exhaust to jet effect unknown now.

7. In aircraft installations where geometric aeronautics as airframe designs to aerodynamics and engine design have not so far rationalised to UFO shapes etc where power can be used on the tail on the wings on the fuselage as per thrust mass ratios to spare tests on asymmetrics pre and post mods on blade angles.

8. In a aircraft having pure jets as the foregoing claims as heavier than air with spare thrust to engine mass lift to provide uncrashable type lift to airframe appendages of lift.

9. A aircraft wherein the power units are handed and as Garretts USA are turbo propellers and use where adjacent close installation occurs long shaft outboard type transmissions to asymmetric propellers.

10. In this claim fixed wing aircraft with turbo prop handed transmissions in various mechanical driven positions on the units compressor or turbine disc usually providing a transmission drive direction opposite to that of the direction of turn of either the right turning unit or left turning units separate geared units. Causative flying that is asymmetrically powered to effect that are with precision and aero-mechanical probabilities seen as uncrashable aircraft. On these implications of prop jets as aeromechanically separate too from the single linked asymmetric pure jet ultra adaptations.

Amendments to the claims have been filed as follows: 1. Where before 1986 jets could only be used together in two's with like handed turning torque momentum here we claim that four at least handed asymmetric gas turbines can be successfully combined.

2. As Figure 1 combined asymmetry opposite hand inertial momentum in jets where no such combination has been adopted before. Within search routines as to aerodynamic balance test and improved performance. Altitude range speeds payload betterments with the best resulting combinations.

3. In an aeroplane with one such power unit on the lateral centre line.

4. In an aeroplane two three four such power units arranged on each side of the centre lines asymmetrically to the centre line.

5. An aircraft in which power units turning outwards on both sides of the top surfaces, of the unit in normal flight and on the bottom turning torque inwards on both sides of the unit. Arranged along the centre line with aerodynamic balance as one side is the mirror image of the other.

6. In an aeroplane according to Claims 1 to 5 where the compressor housing in pairs asymmetrically arranged with maximum open' angles of the vanes' and on the turbine dics, a closed; angle provides maximum shaft speeds. Where open and closed positions in both cases are adjustable as the blades vanes themselves Light adjustment controls to allow fuller use of the exhaust to jet effect unknown now ... 0.

7. In aircraft installations where geometric aeronautics as airframe designs to aeronautics and engine design have not so far rationalised to UFO shapes. Where engine power can be used on the tail on the wings on the fuselage. Tests to verify the truth of the claims to absolute truths in curiosity.

Pre and post blade vane mods and engine to airfrane type installational absolutes.

8. In an aircraft having pure jets as the foregoing claims as heavier than air aircraft with spare thrust to engine airframe masses. Uncrashable types that apply lift to airframes.

9. An aircraft wherein the power units are handed and as the Garrett;s USA and turbo propellors and use where next to each other that is close installations requires outboard type transmissions to asymmetric props.

10. In this claim fixed wing aircraft with turbo prop handed transmissions in various mechanical driven positions on the units compressor or turbine disc usually providing a transmission drive directionally opposite to that, of the direction of turn of either the right turning unit or left turning units separate geared units. Causative flying that is asymmetrically powered to effect that are with precision and aero-mechanical probabilities seen as uncrashable aircraft. On these implications of prop jets as aeromechanically separate too from the single linked asymmetric pure jet ultra adaptions. Axial applications as gyroscopic precessions in contra rotation and balance etc.

10. In this claim fixed wing aircraft with turbo prop handed transmissions in various mechanical driven propellors positions as jets without. Both forms using motor.

CLAIMS 1. There before 1990 jets used together could only be used in twos where like handed turning torque momentum was considered here we claim that four at least handed asymmetric gas turbines can be successfully combined axially singly together 2. As Figure 1 combined asymmetry opposite hand inertial momentum in jets where no such combination has been adopted before within search routines as to aerodynamic and gyroscopic causative perfection test and improved performance altitude range speeds payloads with that best resulting combination.

3. In aeroplaneSwith one such power unit on the lateral centre line.

4. In a aeroplane having two three four such power units arranged on to the side of the centre line asymmetrically to the centre line.

5. A aircraft in which power units turning outwards on both sides on the top' surface of the unit in normal flight and on the bottom turning inwards on both sides on the unit along its centre line arranged in other words with aerodynamic balance as one side is the mirror image of the other, without of course the mirror in flight, images that should should be improved blade/vane angles in axial extants.

6. In a aeroplane according to Claims 1 to 5 where the compressor discs on pairs are asymmetrically arranged with maximum open' angles of the blades and on the turbine discs are closed to provide maximum shaft speeds. Where open' and closed positions are adjustable closed turbine disc blades can be slightly opened to allow fuller use of exhaust to jet effect unknown now.

7. In aircraft installations where geometric aeronautics as airframe designs to aerodynamics and engine design have not so far rationalised to shapes etc where power can be used on the tail on the wings on the fuselage as per thrust mass ratios to spare tests on asymmetrics pre and postlmods on blade angles.

8. In a aircraft having pure jets as the foregoing claims as heavier than air with spare thrust to engine mass lift to provide uncrashable type lift to airframe appendages of lift, with opposite handed power.

9. A aircraft wherein the power units are handed and as Garretts USA are turbo propellers and use where adjacent close installation occurs long shaft outboard type transmissions to asymmetric propellers.