DE102004035161B4 - Airplane with tailstock tailgates - Google Patents

Abstract

Aircraft with a spindle-shaped or slender torso end with rudder fins (3) arranged outside the aircraft plane of symmetry for unhindered loading possibility via two jaw-like loading flaps (1.1.1, 1.1.2) provided at the fuselage tail, of which one loading flap (1.1.1) upwards and one loading flap ( 1.1.2) pivots downwards, characterized in that the loading flaps (1.1.1, 1.1.2) extending at an angle (ε) from 20 to 45 ° to the horizontal plane from the center of the hull (1) outgoing downwards extending Dividing plane (XXY) have in common, which at the front by the connecting line (XX) in the closed state of the loading flaps (1.1.1, 1.1.2) both loading flaps (1.1.1, 1.1.2) associated flap vertices (X) and rear by a common flap symmetry point (Y) is defined.

Description

The invention relates to an aircraft with a spindle-shaped or slender torso end, wherein the vertical stabilizer fins are arranged outside the aircraft symmetry plane (xz-plane), for unimpeded loading possibility via loading flaps.

There are a number of different tailgate solutions known - especially in civil and military transport aircraft specialized in the transportation of goods. The Blackburn Beverly C. I transport aircraft shown in "The Observer's Book of Aircraft" (edition 1958) on page 39 has a powerful tail boom with a cargo hold underneath that opens to the rear. The two Ladetorflügel meet in the closed state in the vertical plane of symmetry. To open, swing sideways. This solution is simple yet quite resistive, making it suitable for low speed applications.

The illustrated on page 53 of this book Transporter Bristol Type 170 MK. 32 uses a similar loading gate as described above, but on the fuselage nose. This solution has the disadvantage that then the cockpit must be installed over the hold. This affects the cockpit accessibility and results in increased resistance (enlargement of the fuselage cross-section).

A modification of the bulkhead solution is shown on page 107 of this book by the Douglas C-124C Globemaster II aircraft, where the two flaps pivot sideways about each inclined axis and ensure loading from a floor-up ramp, as in the case of military applications.

One with the transporter Bristol Type 170 MK. 32 similar solution - but in the tailback - is shown on page 131 of the book. In the case of a Fairchild C-119F package, two tailstock carriers are used which, in terms of resistance, are less favorable compared to a spindle body.

The tailgates installed in the Lockheed C-130A Hercules aircraft (page 191 of the book) consist essentially of two parts, with the front portion functioning as a ramp and pivoting downwardly, while the rearward flap is upwardly pivoted about a rearward pivot axis pivots and thus releases the load compartment cross-section. The disadvantage is the rather steeply pulled up rear, which does not allow high speeds.

In the aircraft Canadair CL-44-D-4, shown on page 55 of the book "The Observer's Book of Aircraft" (edition 1961), the entire fuselage tail and tail is pivoted about a vertical axis on the side of the fuselage, so that the entire fuselage cross-section of behind unobstructed access. It is also advantageous to use a low-resistance slim fuselage tail, but while the separation points are highly stressed due to the tail forces. In addition, important control linkages and connections must be separable, which increases manufacturing and maintenance costs.

The Kawasaki C-1A solution, shown on page 133 of the book "The Observer's Book of Aircraft," uses tailgates that consist of a combination of a downwardly pivoting ramp with two lateral flaps pivotable about oblique axes. Although this construction can achieve an aerodynamically high-quality tail, in the case of a pressure hull the existing long flap gaps must be laboriously sealed.

In order to ensure a pressure-free tail, a Lockheed C5A, shown in the magazine "Aviation Week" of 30 July 1990 on page 69, a separate movable pressure bulkhead is provided at the end of the hold. Although this eliminates the long flap seals, but also the movable pressure bulkhead increases the weight and maintenance.

The magazine "Flight" from 9-15 September 1992 shows a simple construction with rear pressure bulkhead and low-resistance rear design. However, here too the tail typical of military transports is pulled up, which makes it difficult to reach a high travel Mach number that is common in commercial aircraft.

The aircraft Loockheed C5A, shown in the book "Encyclopedia of the aircraft" (Aerospace Publishing Ltd, 1992) on page 364, shows in the front fuselage area a so-called visor flap, which pivots upwards and allows the loading of the fuselage from the front. Together with the tailgates, this results in a complete roll-on / roll-off capability of the transport. The same is true for an An-124, also shown on page 364 of this book. Also, the freighter version Boeing 747-F also uses a visor flap. This solution is made possible by the cockpit positioned at the top of the fuselage. At the top of the cockpit at the top, however, local overspeed occurs at high cruising speed, so that such a cockpit bump at the top of the front fuselage is considered to be aerodynamically unfavorable.

In the example of a Guppy B-377 SGT, pictured in the book "Encyclopedia of Aircraft" on page 370, the entire fuselage nose and cockpit swings sideways, which, while allowing for ideal loading, requires considerable effort to separate the control and supply lines draws. A similarly favorable loading capacity offers the mouth flap of the aircraft Beluga, disclosed in the magazine "Flight" from April 29 to May 5, 1998, and it can also be avoided by lowering the cockpit below the loading level the complex separation of the lines. However, the latter two examples are only suitable for relatively low cruising speeds using an unprinted cargo space.

Out US 2 759 691 A An aircraft is known, in which at the fuselage tail two jaw-like loading flaps are provided, one of which pivots upwards and one downwards. In this case, the lower tailgate is overlapped laterally by the upper tailgate, which serves the purpose that the lower tailgate can be pivoted to open both to a front releasable hinge down as well as a rear releasable hinge within the upper tailgate up to different To create loading and unloading options.

At one off DE 11 68 259 A known aircraft are provided at the fuselage tail two jaw-like loading flaps between fixed fuselage side walls.

At one off US 3 774 864 A known aircraft are obviously provided one piece trained loading flaps.

Out DE 1 943 742 U Finally, an aircraft is known in which at the fuselage tail two tailboards are provided, which are not mouth-like, but arranged one behind the other, the front flap pivots to form a ramp down and the rear flap to increase the loading opening upwards. Side parts of the rear flap also swivel laterally over the upper part of the fuselage top.

Starting from the above-mentioned according to the prior art solutions of tailboards to aircraft fuselages, the invention had the object of avoiding the disadvantages of the aforementioned solutions and to ensure a large-scale loading opening at the rear of a pressure hull. In particular, the length of the gap seals should be minimized so that a conventional sealing of the loading flaps is possible without the need for a pivotable pressure bulkhead. In addition, the tailboards should be able to be easily carried out, which means that no tailgates should be attached to the pivotal structures. In this case, considerable air forces would have to be introduced via the tailboards in the fuselage, which costs weight. Finally, the fuselage tail should be made slim in low-resistance spindle shape, with a pull-up of the tail should be omitted as in most vans.

In order to ensure an advantageous cockpit installation with regard to accessibility, weight, resistance and complexity of the control, no loading flaps (eg the above-mentioned visor solution) should be provided in the bow area and the loading and unloading should take place via the tail and, if required, additionally laterally on the fuselage ,

The object is achieved in that the loading flaps have a at an angle ε from 20 to 45 ° to the horizontal plane from the center of the fuselage outgoing downwardly extending dividing plane in common, which assigned to the front through the connecting line of the loading flaps in the closed state of both loading flaps Flap corners and rear defined by a common flap symmetry point.

Inventive embodiments of the invention are described in the subclaims 2-4.

The inventive arrangement of the loading flaps is possible if - as already mentioned above - the vertical stabilizer fins are mounted outside the aircraft plane of symmetry. Also, a particularly advantageous embodiment of the invention in large aircraft with two loading levels is possible because then z. B. the stabilizer torsion box of a double-sided tail can be provided as a force transmission structure. In this case, the measurements of Doppelseitigeleitwerks are each attached outside of the fuselage to a root panel, so that in the fuselage tail for loading purposes completely undisturbed fuselage cross-section exists.

The fact that no tail forces need to be introduced via the tailboards in the fuselage, the tailboards build easily. In addition, the proposed solution for use in lean tail spindles - and thus in modern commercial aircraft with high travel Mach number - suitable (a raised typical transporter tail is not required in the invention tailgate training).

With the invention is not - as often provided in military transporters - the load on a sloping to the ground rear ramp, but the loading should be done via a loading dock parallel to the loading bridge. This is one Automation of the loading process possible and, since the loading level is relatively high, has the lower tailgate when opening enough space to the ground.

Another feature of the invention is the installation of the pressure cap in the upper tailgate. Thus, on the one hand, a large part of the tail cone can still be used as a cabin, on the other hand, the pressure cap can be made relatively small and lightweight. To simplify the loading, a bottom section can be integrated into the lower tailgate, which shortens the distance between the aircraft deck / loading bridge.

As a result of the inventive solution that the upper and lower tailgate have only a small common Klappenabdichtbereich in an obliquely rearward bottom plane, sealing and power transmission fittings can be carried out low weight.

Incidentally, in order to release the loading cross-section, the loading flaps according to the invention require only relatively small opening angles of approximately ≥ 45 °. Thus, the tailboards pivot only slightly away from the fuselage, which z. B. if necessary, attaching a T-tailplane allows the top of Doppelseitigeleitwerk.

An embodiment of the invention will be explained below with reference to drawings. It shows

1 Side view and plan of a fuselage tail with the loading flaps invention,

2 some cross sections of a fuselage tail and a cut with open tailgates,

3 various possibilities of tail design for aircraft with the loading flap according to the invention.

In 1 is the invention consisting of an upper tailgate 1.1.1 and a lower tailgate 1.1.2 on the basis of a hull 1 with two ceiling levels (Upper Deck / UD 1.2 and Main Deck / MD 1.3 ) in side and plan view. The drawing shows the loading flaps 1.1.1 and 1.1.2 in the open position, wherein the opening angle above α and below β are each about 45 °. In the closed state of the tailgates 1.1.1 and 1.1.2 becomes an aerodynamically favorable spindle-shaped form of the trunk tail 1.1 ensured (dash-dotted line), so that the application of the invention is readily possible even at higher Mach numbers. The UD 1.2 can when the tailgate is open 1.1.1 z. B. with containers 1.2.1 be loaded. The corresponding is in the MD 1.3 with larger containers 1.3.1 possible. The loading of cargo takes place from a loading bridge 1.4 from, to which z. B. the hull 1 with open tailgates 1.1.1 and 1.1.2 is approached. The loading bridge 1.4 with two levels according to UD 1-2 and MD 1.3 is drawn in dotted lines.

As can be seen, the aircraft shown has a Doppelseitenleitwerk with the two side fins 3 , their torsion boxes 3.1 at the height of the UD 1.2 continue horizontally and thus a force transmission structure 3.1.1 form (crossed cross-hatched in the elevation). Due to this concept, the ribs taking over the rudder forces in the fuselage tail 1.1 be dimensioned relatively light, so that the cabin space is not limited by the frame structure. For a smaller aircraft than the one shown (eg, fuselage 1 without upper deck 1.2 ) is the force transmission structure in the MD 1.3 provided, but with the loading flaps 1.1.1 and 1.1.2 comparable to the in 1 are shown configuration.

The geometry of the loading flaps 1.1.1 and 1.1.2 is characterized by the fact that the flap corners X approximately on the line largest fuselage width 1 lie and both the upper tailgate 1.1.1 as well as the lower tailgate 1.1.2 assigned. In open flap position, the positions X 'are taken.

In the closed state of the tailgates 1.1.1 and 1.1.2 these have one in common from the line XX back down to the flap symmetry point Y extending division plane in the open state Y is denoted by Y '. The division plane defined by the line XX and the flap symmetry point Y is inclined at an angle ε to the horizontal plane; in the drawing, ε is about 30 °. The determination of the angle ε in the range of 20-45 ° is a compromise of sealing length of the loading flaps 1.1.1 and 1.1.2 (Distance XYX) and the required opening angle α. As the inclination angle ε is reduced, the lower loading hatch also extends 1.1.2 ,

While avoiding an aforementioned "pivoting pressure bulkhead" is in the upper tailgate 1.1.1 a fixed pressure calotte 1.5 built-in. Due to the rearward position, it can be made relatively small and light.

Thanks to the small opening angle α of the top loading hatch 1.1.1 it is possible, if necessary, the two side fins 3 with an overhead horizontal stabilizer 2 to provide without this with the open tailgates 1.1.1 collided. This would be z. B. then the case, if the flap symmetry point Y would be selected further forward and a larger opening angle α would be required.

To bridge the gap between the MD 1.3 to the loading bridge 1.4 is in the lower tailgate 1.1.2 a ground segment 1.6 integrated, with the tailgate open 1.1.2 into the plane of the MD 1.3 to come to rest.

The two side fins 3 each based on a teardrop-shaped root paneling 3.2 , which is to ensure a favorable aerodynamic transition fin / fuselage. The root panel 3.2 runs in the rear area in a cutting edge. Are the tailboards 1.1.1 and 1.1.2 open, parts of the root panel remain 3.2 as a transition to the side fins 3 laterally next to the UD 1.2 stand (hatched drawn), but without the loading cross section would be hindered.

2 shows the cross sections from the in 1 A, B and C designated cutting planes and an assembly sectional drawing of the open tailgates 1.1.1 and 1.1.2 (In phantom). The charging decks UD 1.2 and MD 1.3 carry the appropriate containers 1.2.1 and 1.3.1 (drawn in dotted lines). Due to the conicity of the trunk back 1 can in MD 1.3 only one container 1.3.1 pass through the loading opening in area BC. Further forward in the fuselage 1 From level A, two such containers can be placed side by side. The two side fins 3 are with the horizontally lying force transmission structure 3.1.1 connected with each other. In the front area of the fuselage 1 can be below the MD 1.3 additional underfloor container 1.7 be recorded, which - as usual - done by lateral loading flaps.

In 3 Two different solutions of the concept double-side tail / elevator linkage are shown. In both solutions, the tailback 1.1 with the loading flap according to the invention 1.1.1 and 1.1.2 be formed so that an aerodynamically favorable spindle shape is guaranteed.

This in 3a shown aircraft has a double-sided tail with top-mounted trim tailplane 2 , similar to in 1 shown.

In contrast, this is in 3b pictured tailplane 2 firmly installed, ie the tailplane fins are not swiveled. Such a solution may come into question when the trim through a front of the fuselage 1 Canard surface located 4 is supported. In this case, have the tail fins of the vertical stabilizer 3 and the tailplane 2 a common rigid force transmission structure 3.1.1 , Thus, the cabin cross-section is in the fuselage tail 1.1 - As described above - unrestricted available and the loading process can be done according to the task of the invention readily from the rear.

Of course, the invention can also be combined with further tailing forms (eg aircraft with double-side tail support), but this leaves the design of the tailgates 1.1.1 and 1.1.2 unaffected.

It should also be noted that the above-spindle-shaped fuselage tail with the loading flaps invention 1.1.1 and 1.1.2 in the plan view also wider, ie with a cutting edge, may be formed to meet special loading requirements, if necessary.

LIST OF REFERENCE NUMBERS

1

hull

1.1

rear fuselage

1.1.1

upper tailgate

1.1.2

lower tailgate

1.2

Upper Deck (UD)

1.2.1

UD container

1.3

Main Deck (MD)

1.3.1

MD container

1.4

leveler

1.5

pressure bulkhead

1.6

ground segment

1.7

Underfloor container

2

tailplane

3

fin

3.1

torsion

3.1.1

Forces feed-through

3.2

root fairing

4

Canardfläche

1

Line largest hull width

X

Klappeneckpunkt

X '

dto. open position

Y

Fold symmetry point

Y '

dto. open position

α

Opening angle above

β

Opening angle below

ε

tilt angle

Claims (4)

Aircraft with a spindle-shaped or slender torso end with vertical stabilizer fins arranged outside the aircraft symmetry plane ( 3 ) for unimpeded loading possibility via two provided on the tail rear jaw-like loading flaps ( 1.1.1 . 1.1.2 ), of which a tailgate ( 1.1.1 ) upwards and a loading flap ( 1.1.2 ) pivots downwards, characterized in that the loading flaps ( 1.1.1 . 1.1.2 ) one at an angle (ε) of 20 to 45 ° to the horizontal plane from the center of the fuselage ( 1 ) have outgoing downwardly extending dividing plane (XXY) in common, which in front through the connecting line (XX) of in the closed state of the loading flaps ( 1.1.1 . 1.1.2 ) two loading flaps ( 1.1.1 . 1.1.2 ) associated with flap vertices (X) and rear by a common flap symmetry point (Y) is defined. Aircraft according to claim 1, characterized in that in the upper loading hatch ( 1.1.1 ) a pressure calotte ( 1.5 ) is installed. Aircraft according to claim 1 or 2, characterized in that in the lower loading flap ( 1.1.2 ) a ground segment ( 1.5 ) is integrated in the open state of the lower tailgate ( 1.1.2 ) forms a plane with the respective cargo area. Aircraft according to one of Claims 1 to 3, characterized in that the tail ( 1.1 ) has a broad design in plan view, and the upper tailgate ( 1.1.1 ) ends in a cutting edge.

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