All-axis control of aircraft in deep stall

Claim 1

A method for controlling the stalled descent of a generally conventional airplane having a fuselage with nose and tail, a fixed wing as the primary lifting surface, a rudder at the tail for yaw control, a power system for generating forward thrust substantially parallel to the longitudinal axis of said fuselage, and a generally planar fully tiltable stabilizer surface at said tail for pitch control, comprising the steps of: reducing the airspeed of said airplane in substantially level flight and tilting said stabilizer surface, leading edge downward, to produce near stall conditions on said primary lifting surface; further tilting said stabilizer surface with leading edge downward to induce stalling of said primary lifting surface; further tilting said stabilizer with leading edge downward at an extreme angle of approximately 65° to 80° with respect to said longitudinal axis of said fuselage to produce deep stall of said primary lifting surface; increasing said thrust of said power system to orient said axis of said fuselage above the horizontal with said nose higher than said tail; and varying said engine thrust to control the rate of descent, said rate of descent being arrested when said thrust is increased and said rate of descent being accelerated when said thrust is decreased.

Claim 2

A method for controlling the stalled descent of a generally conventional airplane having a fuselage with nose and tail, a fixed wing as the primary lifting surface, a rudder at the tail for yaw control, a power system for generating forward thrust substantially parallel to the longitudinal axis of said fuselage, and a generally planar fully tiltable stabilizer surface at said tail for pitch control, comprising the steps of: reducing the airspeed of said airplane in substantially level flight and tilting said stabilizer surface, leading edge downward, to produce near stall conditions on said primary lifting surface; further tilting said stabilizer surface with leading edge downward to induce stalling of said primary lifting surface; further tilting said stabilizer with leading edge downward at an extreme angle of approximately 65° to 80° with respect to said longitudinal axis of said fuselage to produce deep stall of said primary lifting surface; increasing said thrust of said power system to orient said axis of said fuselage above the horizontal with said nose higher than said tail; and varying said engine thrust to control the rate of descent, said rate of descent being arrested when said thrust is increased and said rate of descent being accelerated when said thrust is decreased.

Claim 3

A method for controlling the stalled descent of a generally conventional airplane having a fuselage with nose and tail, a fixed wing as the primary lifting surface, a rudder at the tail for yaw control, a stabilizer surface with spoilers at said tail for pitch control, and a tiltable power system producing forward thrust substantially parallel to the longitudinal axis of said fuselage during conventional flight and producing upward thrust at an extreme angle to said axis of said fuselage during stalled descent, comprising the steps of: reducing the airspeed of said airplane in substantially level flight and operating said stabilizer surface to produce near stall conditions on said primary lifting surface; further operating said stabilizer surface to induce stalling of said primary lifting surface; actuating said spoilers on said stabilizer surface to produce deep stall of said stabilizer surface and said primary lifting surface whereby descent of said airplane initiates; tilting said power system at said extreme angle to said axis of said fuselage to generate upward thrust; varying said upward thrust of said power system to orient said axis of said fuselage above the horizontal with said nose higher than said tail; and varying said upward thrust to control the rate of descent, said rate of descent being arrested when said thrust is increased and said rate of descent being accelerated when said thrust is decreased.

Claim 4

A method for controlling the stalled descent of a generally conventional airplane having a fuselage with nose and tail, a fixed wing as the primary lifting surface, a rudder at the tail for yaw control, a stabilizer surface with spoilers at said tail for pitch control, and a tiltable power system producing forward thrust substantially parallel to the longitudinal axis of said fuselage during conventional flight and producing upward thrust at an extreme angle to said axis of said fuselage during stalled descent, comprising the steps of: reducing the airspeed of said airplane in substantially level flight and operating said stabilizer surface to produce near stall conditions on said primary lifting surface; further operating said stabilizer surface to induce stalling of said primary lifting surface; actuating said spoilers on said stabilizer surface to produce deep stall of said stabilizer surface and said primary lifting surface whereby descent of said airplane initiates; tilting said power system at said extreme angle to said axis of said fuselage to generate upward thrust; varying said upward thrust of said power system to orient said axis of said fuselage above the horizontal with said nose higher than said tail; and varying said upward thrust to control the rate of descent, said rate of descent being arrested when said thrust is increased and said rate of descent being accelerated when said thrust is decreased.

Claim 7

A method for controlling the flight of a generally conventional airplane having a fuselage with nose and tail, a fixed wing as the primary lifting surface, a rudder at the tail for yaw control, a power system for generating forward thrust substantially parallel to the longitudinal axis of said fuselage, and a generally planar fully tiltable, by rotation about a transverse horizontal axis, stabilizer surface at said tail for pitch control, comprising the steps of: tilting said stabilizer surface, leading edge downward relative to said longitudinal axis of said fuselage, until the angle of said primary lifting surface relative to the oncoming air flow is positively increased to approach stalling; further tilting said stabilizer surface with leading edge downward relative to said longitudinal axis of said fuselage, until the angle of said primary lifting surface relative to said oncoming air flow is further positively increased and stall of said primary lifting surface is induced; further tilting said stabilizer with leading edge downward at an extreme angle of approximately 65° to 80° relative to said longitudinal axis of said fuselage, until the angle of said primary lifting surface relative to said oncoming air flow is positively increased such that substantial flow line separation occurs along said primary lifting surface causing deep stall of said primary lifting surface; varying said engine thrust whereby the attitude and flight path of said airplane is controlled during deep stall of said primary lifting surface.

Claim 8

A method for controlling the flight of a generally conventional airplane having a fuselage with nose and tail, a fixed wing as the primary lifting surface, a rudder at the tail for yaw control, a power system for generating forward thrust substantially parallel to the longitudinal axis of said fuselage, and a generally planar fully tiltable, by rotation about a transverse horizontal axis, stabilizer surface at said tail for pitch control, comprising the steps of: tilting said stabilizer surface, leading edge downward relative to said longitudinal axis of said fuselage, until the angle of said primary lifting surface relative to the oncoming air flow is positively increased to approach stalling; further tilting said stabilizer surface with leading edge downward relative to said longitudinal axis of said fuselage, until the angle of said primary lifting surface relative to said oncoming air flow is further positively increased and stall of said primary lifting surface is induced; further tilting said stabilizer with leading edge downward at an extreme angle of approximately 65° to 80° relative to said longitudinal axis of said fuselage, until the angle of said primary lifting surface relative to said oncoming air flow is positively increased such that substantial flow line separation occurs along said primary lifting surface causing deep stall of said primary lifting surface; varying said engine thrust whereby the attitude and flight path of said airplane is controlled during deep stall of said primary lifting surface.