DE2348201A1 - Variable-geometry aircraft control surfaces - has steering surfaces movable lengthwise forward or backward according to flight speed - Google Patents

Abstract

Variable-geometry steering control surfaces for aircraft have variable effective lever arm between the aircraft centre of gravity and the control surfaces, during flight. The control surfaces exert variable tail load longitudinal torque, without producing aerodynamic downward forces on the elevators. Preferably the whole steering system can be positionally displaced rearward and forward again in the longitudinal direction of the aircraft, with a forward fast flight position, a rear slow flight position also for landing, and an intermediate take off position. The displacement may apply only to the elevators, or only the steering controls, or only parts of both. The elevators are no longer negative to the local flow position.

Description

Herbert Kaniut safety - tail unit description 5 Cologne 71 sheets

Orrerweg 33/35 for aircraft from

DESCRIPTION

The invention relates to tail units of variable geometry with the following essential characteristics:

ο changeability of the effective tail unit lever arm (between aircraft center of gravity and tail unit) during of the flight, by relocating the tail unit backwards and again forwards;

ο Delivery of changeable tail-heavy aircraft longitudinal moments without generating aerodynamic downforce on the horizontal stabilizer; and

ο Modification of the downdraft conditions behind the aircraft, which in terms of effect means supporting structures with geometrical changeable span can be partially replaced.

With these tail unit properties, slow flight and especially when approaching for landing:
ο reduced landing speed; ο increases the rudder effectiveness on the tail unit; and ο a stall on the underside of the horizontal stabilizer is definitely prevented;

which together significantly increases the safety of the aircraft, and a latent risk of crash landing for the crew, Switches off passengers and airfield residents.

The invention offers increased safety advantages for aircraft of all speed ranges and dimensions but especially the near-ground airworthiness of aircraft with relatively small distances between the wing and the tail unit. And so it refers to jet-powered passenger planes and business travel planes; but also on jet-driven ones Military aircraft, on space transporters, in particular to ensure increased landing security; and on other planes.

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Herbert Kaniut Safety - Tail Unit Description 5 Köln 71 Blitt Jt

Orrerweg 33/35 for aircraft from

The introduction of the turbine air jet engine (TL engine) in aircraft construction and especially in Passenger aircraft construction has modified the dimensioning of aircraft. The TL engine, significantly lighter than the piston engine, the balance on the aircraft changed, and the jet propulsion made it possible cheaper engine installation positions at the rear of the aircraft, which can hardly be achieved with the propeller drive was.

The changed equilibrium conditions have changed but not proven to be an advantage. The lighter TL engine, if on the old position of the piston engine in front of the structure set, results in smaller top-heavy longitudinal torques on the aircraft than the piston engine, which reduces the effective Tail lever arm (between aircraft center of gravity and tail unit) makes necessary. It has a similar effect on Aircraft tail-mounted TL engine. It also causes a reduction in the effective empennage — lever arm, and Balance on the aircraft is only possible if the front part of the fuselage is significantly lengthened. But that worsens the lateral stability of the aircraft, which is why one has to rely on the reduced effective tail lever arm had to put a larger and unfortunately heavier tail unit. - Meanwhile, the heavier tail unit requires a new one Extension of the front part of the fuselage, with possibly more Corrective measures at the rear of the aircraft, etc.

These mutual equilibrium and stability effects result in the effective tail lever arm of current aircraft being critically small has become. This has the consequence that in slow flight and especially when landing on flight to compensate for the top-heavy flight Aircraft longitudinal moment (caused by the extended landing flaps, the extended landing gear, the throttled engines etc.) an enormous aerodynamic downforce has to be generated on the horizontal stabilizer, which is not only consumes a considerable part of the buoyancy of the structure,

S098U / 0152 ^sheet

Herbert Kaniut safety - tail unit description 5 Cologne 71 sheets

Orrerweg 33/35 for aircraft from

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but also a very large negative angle of attack of the elevator to the local flow direction requires.

This creates a critical flight situation in which environmental flow disturbances or corrective steering movements on the elevator, or other influences, on the underside of the horizontal stabilizer easily a stall can cause. As a result, the stabilizing aerodynamic downforce on the horizontal stabilizer collapses, and the aircraft begins to move uncontrollably down the bow until it hits the ground.

This dangerous flight situation is improved according to the invention in that to compensate for the top-heavy Aircraft longitudinal moment during slow flight and especially during landing approach no longer an aerodynamic downforce on the horizontal tail, but the mass displacement of the tail by a certain amount backwards is used. The otherwise same mass of the tail unit, but acting on the extended lever arm, creates this required tail-heavy compensation longitudinal moment on the aircraft.

This has several advantages.

The horizontal stabilizer is made much less or not at all more negative to the local flow direction, what the risk of stalling on the underside of the horizontal stabilizer eliminated.

The horizontal stabilizer no longer needs a large horizontal horizontal stabilizer, which is primarily used to generate the large one aerodynamic downforce. So the tailplane can be made smaller and lighter, in the simplest possible way Shape as a V-tail, which is an additional feature for high-speed flight contributes to the reduction of the air resistance. The tail rudders become more effective in slow flight and especially when approaching the landing, since the displacement of the tail unit backwards the effective tail unit lever arm enlarged; and the reduced employment of the tail fins

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Herbert Kaniut Security - Leit factory Besehreibung 5 Cologne 71 "'" Journal

Orrerweg 33/35 for aircraft τοη

an effect of the rudders on the local direction of the stress more results from the neutral angle of attack range of the tail unit.

The slow flight speed and especially the landing speed is crushed. This gives the pilot more time to consider and carry out his Measures. But this also enables take-offs and landings on smaller airfields, and generates smaller forces on the landing gear and on other aircraft assemblies.

The combined effect of these advantages of the invention Tail unit causes a considerable improvement in airworthiness τοη Flugseugen, and an increase in safety for crew, passengers and airfield neighbors.

The invention is illustrated in part schematically below with the aid of τοη Drawings of some exemplary embodiments explained in more detail.

Fig. 1; FIGS. 2 and 3

show three views of an aircraft with a safety tail unit according to the invention, FIG. 1 being the plan view of the aircraft, FIG. 2 the side view of the aircraft, and FIG. 3 the rear view of the aircraft tail section. 1, in FIG. 2 and in FIG. 3, the safety tail unit according to the invention is shown in Torderer high-speed flight position; while the right half of Fig. 1 shows the safety tail unit in the rear slow flight position. In Fig. 1 and in Fig. 2, broken lines indicate the other positions of the safety control unit.
It means:

1. aircraft fuselage;

2. structure;

3. engines;

4a and 4b. Tail chassis, daron

4a. Tail unit chassis in Torderer high-speed flight position; 4b. Tail unit chassis in rear slow flight position;

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Herbert Kaniut Security »- Le it work Description 5 K · 1 η 71 ""SHEET

Orrerweg 33/35 for aircraft from

5a and 5b. Tail surfaces in continuously inclined design,

designed as a V-tail surface grouping, of which 5a. Tail surfaces in forward high-speed flight position; 5b. Tail surfaces in rear slow flight position; 6a and 6b. Pivoting levers of the relocation device for the tail unit, of which

6a _o Swiveling levers in the front high-speed flight position; 6b. Pivoting levers in the rear slow sara flight position; 7. Relocation hub of the security tail unit.

This is the amount by which the tail lever arm becomes effective

extended in slow flight;
13. Start booster engine; for the start and the go-around

certainly;
31. Optional engine arrangement.

FIGS. 4 and 5

show two displacement positions of the security tail unit according to the invention, FIG. 4 being the front high-speed flight position and FIG. 5 the rear slow flight position. Bs mean;

1. aircraft fuselage;

2. structure;

4a and 4b. Tail chassis, of it

4a. Tail unit chassis in front tendon flight position; 4b. Tail unit chassis in rear slow flight position; 5a and 5b. Tail surfaces in continuously inclined design,

designed as a V-tail surface grouping, of which 5a. Tail surfaces in front snouting position; 5b. Tail surfaces in rear slow flight position; 6a and 6b. Pivoting lever of the relocation device for the tail, of it

6a. Swiveling levers in the front high-speed flight position; 6b. Pivoting levers in reverse slow flight position;

7. Relocation stroke of the security control unit;

8. Cross section of the support for the engines 3;

13. Start booster engine;

14. Free air inlet to the start booster engine 13;

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Herbert Kaniut Safety - Tail Unit Description 5 Cologne 71 31att

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15. Thrust jet of the start booster engine 13}

27. Direction of flight.

If the tail unit and tail unit chassis are in the front high-speed flight position, the start booster engine or engines will be shut down covered aerodynamically by the tail unit chassis 4a. In the case of a backward approach position or a take-off position, which lies e.g. between the front and the rear position of the tail unit and tail unit chassis, gives the tail unit chassis the air inlets and / or the thrust nozzles of the start booster engines free, and the booster engines increase the take-off thrust or the go-around thrust of the aircraft.

Fig. 6

shows the flow conditions on a conventional aircraft during the landing approach.

It mean;

1. aircraft fuselage;

2. structure;

9. Vertical tail;

10. Tailplane;

11. Disrupted flow on the underside of the horizontal stabilizer;

28. Uncontrolled movement of the aircraft when it is demolished Flow on the underside of the horizontal stabilizer;

α. Angle of attack of the structure; ß. Glide angle of the aircraft; η. Large negative angle of attack of the horizontal stabilizer. Due to the large negative angle of attack "η", the Slightly tear off the flow on the underside of the horizontal stabilizer. This breaks the stabilizing aerodynamic downforce together on the horizontal stabilizer, and the aircraft begins to move uncontrollably down the bow until it hits the ground.

In contrast, FIG. 7 shows

the flow conditions on the aircraft with safety tail unit after the invention during the landing approach.

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Herbert Kaniut Sicherheits - Leitwerk Description 5 Cologne 71 sheets

Orrerweg 33/35 for airplane e ron

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It means:

1. aircraft fuselage;

2. structure;

4b. Tail unit chassis in rear slow flight position; 6b. Pivoting lever of the shifting device for the

Tail in rear slow flight position; 9b. Vertical tail in rear slow flight position; 10b horizontal stabilizer in rear slow flight position; α. Angle of attack of the structure;
ß. Glide angle of the aircraft.

The mass of the tail unit is placed backwards, which creates a tail-heavy longitudinal moment on the aircraft, which is used to compensate for the top-heavy aircraft longitudinal moment is used during the landing approach. This partially or completely eliminates the need to generate an aerodynamic compensation output force on the horizontal stabilizer, with the elimination of the corresponding one negative adjustment of the horizontal stabilizer to the local flow direction. Shower Elimination of the employment of the horizontal stabilizer the risk of stalling the horizontal stabilizer is eliminated and the safety of the aircraft is increased.

Fig. 8

shows the downdraft conditions behind a conventional aircraft with a fixed structure (e.g. according to Fig. 6) during of the approach.

It mean;

F.T.S. Fixed structure span;

L.S. Le itwerk span;

20. Downdraft width behind the left half of the aircraft;

21. Downdraft width behind the right half of the aircraft. Due to the negative aerodynamic force generated on the horizontal stabilizer the downdraft of the structure in the span area of the tail unit is reduced or eliminated.

Fig. 9

shows the downdraft conditions behind an airplane with Safety tail unit according to the invention and a fixed structure

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Herbert Kaniut Safety - Tail Unit Description 5 Cologne 71 Llutt

Orrerweg 33/35 for aircraft ron

(e.g. according to Figs. 1 to 3; Fig. 7; Figs. 12 to 13; and Fig.

21 to 23) during the approach.

It means:

F.T.S. Fixed structure span;

22. Downdraft width behind the aircraft.

A reduction or elimination of the structural downdraft in the span area of the tail unit does not take place, because the horizontal stabilizer does not generate any negative aerodynamic force.

Fig. IO

shows the downdraft conditions behind a conventional aircraft with a geometrically variable wing span during the approach.

It mean;

V.T.S. Variable supporting structure span in the largest dimension; L.S. Tail wing span;

23. Downdraft width behind the left half of the aircraft;

24. Downdraft width behind the right half of the aircraft; 26. Modification of the supporting structure span.

Due to the negative aerodynamic force generated on the horizontal stabilizer becomes the downwash of the structure in the span area of the tail unit reduced or eliminated. This creates behind the left (23) and behind the right (24) aircraft half downdraft widths, which, taken together, are the downdraft width (22) of an aircraft with fixed Structure and security tail according to the invention largely correspond; - With which the invention Security tail unit effectively supporting structures with geometrically changeable spans for the most part substitute.

Fig. 11

shows the downdraft conditions behind an airplane with Safety tail unit according to the invention and geometrically variable supporting structure span (e.g. according to Fig. 16 and 17) during the approach.

509814/0152

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Herbert Kaniut Safety - Tail Description

5 Cologne 71 sheets

Orrerweg 33/35 for aircraft from

It means:

V.T.S. Variable supporting structure span in the largest dimension; 25. Downdraft width behind the aircraft.

A reduction or elimination of the structural downdraft in the span area of the tail unit does not take place, since the horizontal tail unit does not have any negative aerodynamic force generated.

In a further embodiment of the safety tail unit according to the invention the displacement stroke (7) of the tail unit is increased so far forward that the horizontal tail unit is in front high-speed flight position combined with the structure. This enables the additional with supersonic aircraft Lowering of the front wave resistance at the tail unit.

Fig. 12 and Fig. 13

show two views of a supersonic aircraft with a safety tail unit according to the invention, the left half of FIG. 12 the top view of the aircraft, the right half of FIG. 12 the bottom view of the aircraft, and B'ig. Figure 13 is the side view of the aircraft. In the left half of FIG. 12 and in FIG. 13, the safety tail unit according to the invention is shown in the forward high-speed flight position; while the right half of the figure shows the safety tail unit in the rear slow flight position. In both figures, broken lines indicate the other positions of the safety tail unit. It means:

1. aircraft fuselage f;

2. structure;

3. engines;

4a and 4b. Tail chassis, of it

4a. Tail unit chassis in forward high-speed flight position; 4b. Tail unit chassis in rear slow flight position;

7. Relocation hub of the safety control unit;

9. Vertical tail;

10a and 10b. Tailplane, of it

10a elevator in the forward high-speed flight position;

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Herbert Kaniut safety - tail unit description 5 Cologne 71 sheets

Orrerweg 33/35 for aircraft from

1 Above horizontal stabilizer in rear slow flight position;

16. ailerons; 17a and 17b. Elevator, daron 17a elevator in forward high-speed flight position; 17b elevator in slow-flight backward position; 18a and 18b. Landing flap, daron 18a. Landing flap in high-speed flight position; 18b. Landing flap in an engaged slow flight position;

30. Cut-out in the rear edge of the structure into which the

Horizontal stabilizer fits into it; 34. Guide rails for the relocation device for the safety tail unit.

The tail unit chassis 4a / 4b has rollers which roll on or in the guide rails 34, and which are used for relocation of the horizontal stabilizer lOa / lOb serve backwards and forwards again.

Fig. 14

shows the longitudinal section through the supporting structure and tail unit of the plug tool according to FIG. 12, according to section line AB. The symbols mean: 2. structure; 10a elevator in the forward high-speed flight position; 17a elevator in forward high-speed flight position; 18a. Landing flap in high-speed flight position; 27. Direction of flight; 35a.nose valve in high-speed flight position; 38. Recessed landing flap pivot axis. The supporting structure, the tail unit in its forward high-speed flight position and the retracted landing flap together form a high-speed supporting structure profile that is favorable in terms of flow.

Fig. 15

shows the longitudinal section through the structure and tail unit of the aircraft according to FIG. 12, according to section line C-D.

It means:

2. structure;

7. Relocation hub of the safety control unit;

509814/0152 sheet

Herbert Kaniut Sicherheits - Leitwerk Description 5 Köln 71 P2.p + .t

Orrerweg 33/35 for aircraft > on

lOb. horizontal stabilizer in rear slow flight position; 17b elevator in slow-flight backward position; 18b. Landing flap in an engaged slow flight position; 27. Direction of flight;
35b. Nasal valve in slow flight position;

38. Recessed landing flap pivot axis;

39. Nozzle gap.

Figures 16 and 17

show two views of a supersonic aircraft with a safety tail unit according to the invention and geometrically adjustable wing span, with FIG. 16 being a top view of the aircraft and FIG. 17 being a side view of the aircraft is.

In the left half of FIG. 16 and in FIG. 17, the safety tail unit according to the invention is shown in the forward high-speed flight position; while the right half of the figure shows the safety tail unit in the rear slow flight position. In both figures, broken lines indicate the other positions of the safety tail unit; and the geometrically changeable structure corresponds with its forms of change to the respective stabilizer layers. It mean;

1. aircraft fuselage;

2. structure;

2a. Geometrically changeable structure in high-speed flight position; 2 B. Geometrically changeable structure in slow flight position; 4a and 4b. Tail chassis, including 4a. Tail unit chassis in forward high-speed flight position; 4b. Tail unit chassis in rear slow flight position; 6a and 6b. Pivoting lever of the shifting device for the tail, of it

6a. Swiveling levers in the front high-speed flight position; 6b. Pivoting levers in reverse slow flight position; 7. Relocation hub of the safety control unit; 9a and 9b. Vertical tail, of it
9a. Vertical stabilizer in forward high-speed flight position; 9b. Vertical tail in rear slow flight position;

509814/0152 _sheet

Herbert Kaniut Safety - Tail Unit Description · 5 Cologne 71 Elatt

Orrerweg 33/35 for aircraft from

2318201

10a and 10b. Horizontal stabilizer, of which 10 a. 10b Horizontal stabilizer in slow-flight rearward position.

Fig. 18

shows the longitudinal section through the structure and tail unit of the aircraft according to FIG. 16, according to section line £ - F.

It mean;

2. structure;

10a elevator in higher high-speed flight position; 17a elevator in forward high-speed flight position; 18a. Landing flap in sniffing position;

27. Direction of flight;

35a.nose valve in high-speed flight position;

40. Tailplane leading edge in front of the wing trailing edge lying down;

The horizontal stabilizer level lies above the supporting structure level. The wing, the tail unit in its forward high-speed flight position and the retracted landing flap together form a streamlined grouping of high-speed structural profiles.

The sectional view applies to aircraft with a geometrically variable wing span as well as to aircraft with fixed structure.

In contrast, shows
Fig «19

the analogous longitudinal section through the structure and tail unit of the aircraft according to FIG. 16, according to section line EF; however, with a horizontal stabilizer, the nose body 41 of which is separated from the horizontal stabilizer and is also not relocated with the horizontal stabilizer, but rather remains in the vicinity of the supporting structure.
Eb mean:
2. structure;

10a elevator in the forward high-speed flight position; 17a elevator in forward high-speed flight position;

5098U / 01S2 sheet

Herbert Kaniut safety - tail unit Beochre 5 pear

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Orrerweg 33/35 for aircraft from

18a. Landing flap in high-speed flight position;

27. Direction of flight;

35a.nose valve in high-speed flight position;

40. Tailplane leading edge in front of the wing trailing edge lying down;

41. Horizontal stabilizer phase body,

not connected to the horizontal stabilizer. The horizontal stabilizer level lies above the supporting structure level. The wing, the tail unit in its front high-speed flight position, the horizontal tail unit nose body 41 and the retracted Landing flap together form a flow-wise favorable Grouping of high-speed structural profiles. The sectional view applies to aircraft with a geometrically variable wing span as well as to aircraft with fixed structure.

Fig. 20

shows the longitudinal section through the structure and tail unit of the aircraft according to FIG. 16, according to section line G-H.

It mean;

2. structure;

7. Relocation hub of the safety control unit; 10b horizontal stabilizer in rear slow flight position; 17b elevator in slow-flight backward position; 18b. Landing flap in an engaged slow flight position;

27. Direction of flight;

35b. Nasal valve in slow flight position;

40. Tailplane leading edge in front of the wing trailing edge lying down;

41. Tailplane nose body,

not connected to the horizontal stabilizer; The tailplane nose body is stationary, or e.g.

can be folded onto the side wall of the aircraft fuselage.

42. Rounded nose of the movable horizontal stabilizer. The sectional view applies to both aircraft with geometrical variable wing span, as well as for aircraft with fixed wing.

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Herbert Kaniut Sicherheits - Leitwerk Description 5 Köln 71 Rlstt Ii

Orrerweg 33/35 for aircraft from

Fig. 21; Figures 22 and 23

show three views of a supersonic aircraft with a safety tail unit according to the invention, FIG Plan view of the aircraft, FIG. 22 the side view of the aircraft; and FIG. 23 shows the rear view of the aircraft is.

In the left half of FIG. 21, in FIG. 22 and in the left half of FIG. 23, the safety tail unit according to the invention is shown in the forward high-speed flight position; while the right-hand half of FIG. 21 and the right-hand half of FIG. 23 show the safety tail unit in a rearward slow-moving position. In FIGS. 21 and 23, broken lines indicate the respective other positions of the safety tail unit.
It means:
1. aircraft fuselage f;
2 «structure;
3 ο engines;

4a and 4b. Tail chassis, of it
4a. Tail unit chassis in forward high-speed flight position; 4b. Tail unit chassis in rear slow flight position; 7. Relocation hub of the safety control unit; 9ο vertical stabilizer;

10a and 10b. Two-part tailplane, of which 10a tailplane in front tendon flight position; 10b horizontal stabilizer in rear slow flight position; 12o angle of inclination of the folding tail surfaces; 16. Aileron r;

17a and 17b. Two-part elevator, 17a of which are in the forward high-speed flight position; 17b elevator in slow-flight backward position; 18b. Landing flap in an engaged slow flight position;

29. Retracted undercarriage, in the rear supporting structure arms 32;

30. Two-part cutout in the rear edge of the supporting structure, in which the two-part horizontal stabilizer is dimensionally fits in;

sheet

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Orrerweg 33/35 for aircraft from

32. Two rear wing arms for the safety tail unit;

33. Air intake ducts of the engines;

34. Guide rails of the displacement device for
the safety control unit.

The two rear supporting structure arms 32 offer particular advantages for the design of the safety tail unit according to the invention, but also for other tail units.
The supporting structure brackets are the outward and rearward protruding extensions of the air inlet ducts
of the thrusters, the external skin contours of the
Air intake shafts and the supporting structure boom merge into one another. The wing booms are used to accommodate the relocation devices for the safety tail, which is designed as a two-part tail surface grouping, or as a W-tail surface grouping, or as a U-tail surface grouping, or as an inverted V-tail surface grouping, etc. is. Between the rear
Structural booms are the engines with any
Template, ie any position along the longitudinal axis of the aircraft, arranged; and the landing gear is pulled into the supporting structure.

Fig. 24

shows the rear view of a W-tail surface grouping, which is arranged on two rear wing brackets.

It mean;

19. Inclined tail surfaces;

32. Two rear truss brackets.

Fig. 25

shows the rear view of a grouping of Ü-tail surfaces, which is arranged on two rear supporting structure arms.

It mean;

Θ. Vertical tail;

10. Tailplane;

32. Two rear truss brackets.

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Herbert Kaniut Sicherheits - Leitwerk Description 5 Cologne 71 Platt IC

Orrerweg 33/35 for aircraft from

Fig. 26

Figure 10 shows the rear view of an inverted V-tail surface array mounted on two rear wing brackets.
It mean;

19. Inclined tail surfaces;
32. Two rear truss brackets.

In the description and in the claims are to identify different positions of tail surfaces the terms positive and negative inclination are used for the local flow direction.

A positive adjustment of the horizontal stabilizer to the local flow direction is such an adjustment that an aerodynamic lift force acting upwards, i.e. against gravity, is generated on the horizontal stabilizer. The same applies to the positive elevator deflection. On the other hand, there is a negative adjustment of the horizontal stabilizer to the local flow direction such an employment, the one on the horizontal stabilizer down, so with the force of gravity provides effective aerodynamic downforce. The same applies to the negative elevator deflection.

In other parts of the description and the claims, the relocation devices for the safety control unit to identify individual components the designations:

Guide rails, rollers, guide rollers and skewers are selected.
The designation "leadership" refers to parts,

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Herbert Kaniut safety - tail unit, description 5 Cologne 71 sheet I ''

Orrerweg 33/35 for aircraft

that are attached to the aircraft; and the marking "Lauf-" on parts that are attached to or attached to the movable tail unit the movable other units are attached. Thus, rollers of the tail unit move along with it the tail unit, along the guide rails attached to the aircraft; during barrel skewers of the tail unit move with the tail unit relative to and in guide rollers that are fixedly arranged on the aircraft.

The invention is based on the exemplary embodiments shown not restricted. The idea of the invention leaves rather be realized with any kind of relocatable tail unit and relocatable other aircraft assemblies, which enable further variants, combinations and applications.

For this IO sheet drawings

50981 A / 0152

Claims (1)

Herbert Kaniut Safety Guideline. Fatant claims Cologne 71 sheets Orrerweg 33/35 for aircraft from "'-ig'. 234 "82Oi PATENT CLAIMS Safety tail unit for aircraft, thereby characterized in that the tail unit geometry and in particular the effective tail unit lever arm (between aircraft center of gravity and tail unit) can be changed during the flight, and that the tail unit causes variable tail-heavy aircraft longitudinal moments without generating aerodynamic downforce on the horizontal tail unit. Safety tail unit for aircraft according to Claim 1, characterized in that the entire tail unit moved backwards and forwards again in the longitudinal direction of the aircraft becomes, with a front high-speed position, a rear slow-flight position, which prefers the Approach position and a take-off position in between, for example. Safety tail unit for aircraft according to claims 1 and 2, characterized in that that in a modification of claim 2, only the horizontal tail unit or only the side tail unit, or only Parts of the horizontal tail unit or rudder unit, in the aircraft longitudinal direction backwards and again be relocated forwards, each with a front snowshoeing position and a backward one Slow-flight position that prefers the approach position and a take-off position in between, for example. sheet 5098 14/0152 Herbert Kaniut Security - LeitwevK. Patent claims Cologne 71 sheets Orrerweg 33/35 for aircraft from 4. Safety tail unit for aircraft according to claims 1 to 3, characterized in that that at the location relocation of the entire tail unit according to claim 2, or at the location relocation of Tail unit parts according to claim 3, also one or more engines or other aircraft assemblies participate, which are combined with the control unit or its parts to form common assemblies or be relocated independently of the tail unit and its parts. 5 »Safety control unit for aircraft according to one or several of the preceding claims, characterized in that the location shifts the entire tail unit or its parts or the other aircraft assemblies backwards and again forward, displacement of the masses of the entire tail unit or its parts or of the other aircraft assemblies on longer or shorter effective lever arms which cause the variable, tail-heavy aircraft longitudinal moments specified in claim 1; and that these variable longitudinal moments are used to partially or completely compensate for the longitudinal moment of the aircraft serve for changed flight conditions, e.g. slow flight with take-off and approach; where the Mass shifts of the entire tail unit or its parts or the other aircraft units backwards, with their effects the aerodynamically generated downforce for the longitudinal torque compensation on the horizontal stabilizer partially or completely replace. 6. Safety tail unit for aircraft according to one or more of the preceding claims, and in particular the longitudinal torque compensation specified in claim 5 for slow flight, thereby ge * that marks the mass relocation sheet 509814/0152 Herbert Kaniut Security Leitwerk Patent Claims Cologne 71 B ^ att Orrerweg 33/35 for aircraft from of the entire tail unit or its parts or the other aircraft assemblies backwards over the point the complete compensation of the top-heavy aircraft longitudinal moment is continued (overcompensation), and the horizontal stabilizer by positive adjustment to the local flow direction and / or by positive Elevator deflection the longitudinal torque compensation of the Aircraft restores, and generates additional lift according to the tandem structure principle. 7. Safety tail unit for aircraft according to an or several of the preceding claims in the slow flight condition and especially in the landing condition, characterized in that the longitudinal moment compensation of the aircraft by means of mass displacements the entire tail unit or its parts or the other aircraft assemblies backwards, and with reduced generation or complete elimination of the aerodynamic downforce on the horizontal stabilizer, the horizontal stabilizer to the local flow direction reduced negatively, or no longer negatively at all which eliminates the risk of a stall on the underside of the horizontal stabilizer, and the airworthiness and safety of the aircraft is increased. 8. Safety tail unit for aircraft according to one or several of the preceding claims in the slow flight condition and in particular in the landing approach condition, characterized in that with reduced employment or complete elimination of the Adjustment of the horizontal stabilizer to the local flow direction and simultaneous enlargement of the effective Tail lever arm, the rudder effectiveness on the tail unit and the control safety of the aircraft increased will. sheet 509814/0152 Herbert Kaniut Sieherheits - Leitwerk patent claims Cologne 71 sheets Orrerweg 33/35 for aircraft from 9. Safety tail unit for aircraft according to one or more of the preceding claims in the slow flight condition and especially in the landing condition, characterized in that if the aerodynamic downforce on the horizontal stabilizer is eliminated, and if additional lift is possibly still generated on the horizontal stabilizer according to claim 6, no lift of the structure is lost, but the total lift of the aircraft possibly increases, whereby the landing speed of the aircraft is reduced and flight safety is increased. 10. Safety tail unit for aircraft according to one or more of the preceding claims, characterized marked that the relocation of the entire tail unit or its parts or of the other aircraft units backwards with the setting or. Extension process of the wing flaps is coupled so that the entire tail unit when hiring or extending the wing flaps or its parts or the other aircraft assemblies are relocated backwards, while when retracting the wing flaps also the tail unit or its parts or the other aircraft assemblies return to the forward position in the high-speed position; or that the coupling between the location shift the entire tail unit or its parts or the other aircraft assemblies backwards and the setting or. The extension process of the wing flaps only exists indirectly, e.g. by for a certain position of the extended landing flaps, the entire tail unit or its parts or the other aircraft assemblies only shifted so far backwards be that the aircraft longitudinal moment is compensated. sheet 509814/0152 Herbert Kaniut Sicherheits - Leitwerk patent claims Cologne 71 BiHtt Orrerweg 33/35 for aircraft from 11. Safety tail unit for aircraft according to one or more of the preceding claims, characterized marked that the relocations of the entire tail unit or its parts or of the other aircraft units backwards and backwards again, regardless of the Anstellbzw. Extension or retraction of the wing flaps takes place. 12. Safety tail unit for aircraft according to one or more of the preceding claims, characterized marked that the entire tail unit or its parts or the other aircraft assemblies are used to shift devices backwards and forwards again that are made up of guide rails (34), the ZoB. are aircraft-proof, and castors that are fixed to the tail unit or are fixed to units (Fig. 12; 13; 21; 22; 23), or from guide rollers, which are e.g. are, and barrel skewers that are fixed to the empennage or fixed to the aggregate exist; where the guide rails and Barrel skewers are straight or curved in shape; or the displacement devices lever mechanisms (Figs. 1 to 5; 7; 16; 17), or mechanisms combined are made up of rails, rollers, skewers and levers. 13. Safety tail unit for aircraft according to one or more of the preceding claims, characterized characterized that the displacement devices for the entire tail unit or just for that Horizontal stabilizer are kinematically laid out so that si ^ an intentional negative, neutral or positive Langst mfi.ug basic job effect of the rear-mounted horizontal stabilizer to the local flow direction. sheet 509814/0152 Herbert Kaniut Sicherheits - Leitwerk Patent Claims Cologne 71 Please Orrerweg 33/35 for aircraft from 14. Safety tail unit for aircraft according to one or more of the preceding claims, characterized characterized in that a preferred embodiment of the displacement device for the whole The tail unit or its parts or the other aircraft assemblies are lever shifting devices, consisting of two pivotable levers (shown in items 6a and 6b of Figures 1 to 3; 4 to 5; 7; 16 to 17) consists, e.g. the levers are designed as square frame levers with joints arranged at the frame corners whose lower joints, for example, connect the levers to the tail section of the aircraft fuselage, and their e.g. upper joints provide the connection of the levers to the tail unit or to the other units; and the entire tail unit or its parts or the other aircraft assemblies in an arc movement be relocated upwards and backwards. 15. Safety tail unit for aircraft according to one or more of the preceding claims, characterized characterized in that as a connecting element between the displacement devices and the tail unit or its parts, a movable tail unit chassis (4a; 4b) is arranged on which the tail unit surfaces are attached; the tail unit chassis being designed as an elongated and streamlined body which is in the front sniffing position of the tail unit aerodynamically attached to the tail section of the aircraft fuselage or to the rear wing arm; and the tail unit chassis together with the tail unit surfaces backwards and forwards again, and relative to the rest of the aircraft. 16 * Safety tail unit for aircraft according to an or several of the preceding claims, characterized characterized in that the movable tail unit chassis (4a; 4b) as a streamlined fairing 509814/0152 sheet Herbert Kaniut Security Leaflet Patent Claims Cologne 71 sheets Orrerweg 33/35 for aircraft from for one or more start booster engines (13) that are installed on the tail section of the aircraft or on the tail unit chassis are arranged so that when the tail unit is in the front high-speed flight position, the tail unit chassis that or the shutdown start booster engine or the air inlets covers them in an aerodynamically favorable manner and / or covers thrust nozzles completely or partially in a streamlined manner; - on the other hand with rearward Approach position or, for example, if the tail unit is in between the take-off position, the tail unit chassis releases the air inlets and / or thrust nozzles of the booster engines, and the start booster engines increase the take-off thrust or the go-around thrust, which further increases flight safety in Causes proximity to the ground. 17. Safety tail unit for aircraft according to one or more of the preceding claims, characterized characterized that all known tail surface groupings, such as the T-tail surface grouping, the + -flat grouping, the χ-tailplane grouping, etc. , to achieve the effects of the safety control unit specified in the preceding claims are suitable. 18. Safety tail unit for aircraft according to one or several of the preceding claims, characterized characterized in that as a result of the large aerodynamic no longer required during the approach Output force on the horizontal stabilizer a horizontal horizontal stabilizer surface can be omitted, and the on movable tail unit chassis (4a; 4b) attached tail unit surfaces in a preferred embodiment as weight-saving V-tail surface grouping (5a; 5b) are formed which also have symmetrical cross-sectional profiles may have; whereby the air resistance is reduced in two respects during high-speed flight. 509814/0152 Sheet 8 Herbert Kaniut Sicherheits - Leitwerk k patent claims Cologne 71 sheets Orrerweg 33/35 for aircraft from 19. Safety tail unit for aircraft according to one or more of the preceding claims, characterized characterized in that in addition to the aircraft fuselage tail section or in its place also one or two or more rear structural brackets (32) for Adoption of the relocation device for the safety tail unit are used, the aircraft fuselage tail section and each supporting structure boom each having a displacement device with a tail unit chassis (4a; 4b) and all displacement devices at the same time and operated simultaneously to collectively control the entire tail unit or its parts or the others Shifting aircraft aggregates backwards and backwards again. 20. Safety tail unit for aircraft according to one or more of the preceding claims, characterized characterized in that, in the case of several displacement devices, the side by side on the aircraft fuselage tail section and / or on rear truss brackets are arranged, for the tail surface grouping the W-tail surface grouping (Fig. 24), or the U-tail grouping (Fig. 25), or the inverted V-tail grouping (the one with the V-tip points upwards, Fig. 26), or the two-part tail surface grouping (Figs. 21 to 23) etc. is used. 21. Safety tail unit for aircraft according to one or more of the preceding claims, characterized characterized in that tail units according to those in claims 1 to 9, or according to those in claims 1 to the specified features also extend the airspeed range downwards for supersonic aircraft, and the safety of supersonic aircraft during slow flight and especially during take-off and landing raise. 509814/0152 sheet Herbert Kaniut Sicherheits - Leitwerk patent claims Cologne 71 sheets Orrerweg 33/35 for aircraft from 22. Safety tail unit for aircraft according to an or several of the preceding claims, primarily when used on supersonic aircraft, thereby marked that to lower the resistance and in particular the front wave resistance on the tail unit, the entire tail unit or just the horizontal stabilizer in high-speed flight, e.g. the supersonic flight is shifted so far forward that the horizontal stabilizer unites with the supporting structure (Fig. to 15; and Fig. 21 to 23), when the forward-displaced horizontal stabilizer and the supporting structure in one Level, or with V-position or reverse V-position of the control and supporting structure, if on each On the aircraft side, the horizontal stabilizer, which has been displaced forward, and the wing are in one plane; or that the tailplane leading edge reaches up to the rear edge of the structure (40) when the plane of the forward relocated horizontal stabilizer is above or below the level of the structure, or in V-position or Reverse V-position of the control and structure when on each side of the aircraft the plane of the forward relocated horizontal stabilizer is above or below the level of the structure. 23. Safety tail unit for aircraft according to one or more of the preceding claims, and in particular Horizontal stabilizer which, according to the features of claim 22, is combined with the wing during high-speed flight, characterized in that as a preferred embodiment, the structure in the middle of it Rear edge receives a cutout (30) into which the horizontal stabilizer fits dimensionally, and for the slow flight is released from the wing section and shifted backwards; on the other hand for the high-speed flight is shifted forward again to find itself in the cutout on the trailing edge of the structure to insert. 5098U / 0152 Sheet IO Herbert Kaniut Safety - Tail Unit; Claims Cologne 71 sheets Orrerweg 33/35 for aircraft from 24. Safety tail unit for aircraft according to one or more of the preceding claims, and in particular Horizontal stabilizer according to the features of claim 22 during high-speed flight above or below the structure lies, and with the horizontal stabilizer front edge reaches in front of the rear edge of the structure (40), thereby characterized in that the tailplane nose body is either firmly connected to the tailplane is, and is shifted backwards and forwards again together with the horizontal stabilizer (Fig. 18), - or that the tailplane nose body is separated from the tailplane (41), and not with the Horizontal stabilizer is shifted backwards and forwards again, but in slow flight in the vicinity of the wing remains (Fig. 20); wherein the separated elevator nose body (41) in vertical longitudinal section has a groove at the back into which the rounded nose (42) of the movable horizontal stabilizer fits so that both parts have a streamlined outer contour, and so that for slow flight the tailplane moved backwards, a profile that is favorable for slow flight and has a rounded front profile receives; while the tailplane nose body (41) either remains in place for slow flight, or is temporarily removed from there, e.g. by moving around an axis perpendicular to the structure to the The aircraft fuselage side wall is folded up. 25. Safety tail unit for aircraft according to one or more of the preceding claims, and in particular Horizontal stabilizer according to the features of claim 22 and 24 during high-speed flight over the structure lies, and with the horizontal stabilizer front edge reaches in front of the rear edge of the structure (40), thereby characterized in that in the front SchneiIflug position the horizontal stabilizer is relative to the structure is employed negatively, and / or the profile of the horizontal stabilizer has a negatively curved, i.e. above 5098U / 0152 sheet Herbert Kaniut Sicherheits - Leitwerk patent claims Cologne 71 sheets Orrerweg 33/35 for aircraft from has concave skeleton line that is curved over part or over the entire depth of the horizontal stabilizer is; and / or the profile skeleton line is a multiple kink line concave at the top, with kink points e.g. between the nose body (41) and the horizontal stabilizer (10a), and between the horizontal stabilizer (10a) and the elevator (17a) (Figs. 18 and 19). 26. Safety tail unit for aircraft according to one or more of the preceding claims, characterized characterized that the safety tail unit in general, and that during high-speed flight uniting with the structure or with the leading edge of the horizontal stabilizer up to the trailing edge of the structure Arriving safety tail unit according to claims 21 to 25 in particular, also as a tail unit can be designed with foldable tail surfaces, the foldable axes of which point in the direction of flight (e.g. after Figs. 21 to 23); with the safety tail unit shifted backwards for slow flight Fold up surfaces in such a way that they form a V-tail surface grouping, or a U-tail surface grouping, or an inverted V-tail surface grouping (the V-tip facing up), or a W-tail surface grouping, or a two-part tail surface grouping with the reverse V-position of the horizontal stabilizer (Fig. 21 to 23; with angle of inclination 12) etc. form; while that shifted forward again for the high-speed flight Safety tail unit also folds its surfaces back into the structure level or parallel to it, to unite with the structure when those shifted forward and folded back Tail surfaces and the structure are in one plane, or in the case of a V-position in the same plane; or around with the tail unit leading edge to get in front of the wing trailing edge when the levels of the forward 6098U / 01B2 ^sheet Herbert Kaniut safety - tail unit patent claims Cologne 71 "sheet Orrerweg 33/35 for aircraft from relocated and folded-back tail surfaces above or below the level, or with V-position above or lie below the levels of the structure. 27. Safety tail unit for aircraft according to one or more of the preceding claims, and in particular Tail units according to claim 21 to 26 which unite with the structure during high-speed flight and in Lying structure level or being folded back into the structure level, characterized by this that the cutout in the rear edge of the structure (30) on its front contour to the rear has protruding upper and lower structural paneling (Fig. 13 to 15), and the horizontal stabilizer or the The tail unit is folded back in the plane of the supporting structure with its leading edge below the upper edge of the protruding rearward Structural planking lies, while the landing flap (18a) attached to the supporting structure with its leading edge above the lower edge of the rearward-protruding structural paneling, and the rear edge of the landing flap at the same time rests against the lower tail paneling; and the structure, the tail unit in its front High-speed flight position and the retracted landing flap together form a high-speed structural profile that is favorable in terms of flow (Fig. 14) form. 28. Safety tail unit for aircraft according to one or more of the preceding claims, and in particular Landing flap according to Claim 27, characterized in that the landing flap for slow flight about a set back landing flap rotation axis (38) is pivoted so that the flap nose moves up, and with the after upper structural paneling protruding at the rear and tapering upwards and backwards Nozzle gap (39) forms through the air from the underside of the structure at increased speed over 509814/0152 Sheet 13 Herbert Kaniut safety - tail unit patent claims Cologne 71 ~ sheet Orrerweg 33/35 for aircraft from 2348207 the top of the deployed landing flap flows backwards, and the buoyancy of the structure after Increased split flap principle. 29. Safety tail unit for aircraft according to one or more of the preceding claims in the slow flight state and especially in the landing condition, characterized in that when the aerodynamic downforce on the horizontal stabilizer is omitted the wing downdraft behind the aircraft in the span area of the horizontal stabilizer is not reduced or eliminated (as shown in Fig. 8 for an aircraft without a safety tail unit), but an even distribution has over the entire span range of the structure (Figo 9), which reaches downwash widths that are comparable with downdraft widths that are outside the span range of the tail unit in aircraft with geometrically variable wing spans prevail (Fig. 10), and thus the safety tail unit Effectively supporting structures with geometrically variable spans replaced in part. 30. Safety tail unit for aircraft according to one or more of the preceding claims, and in particular the rear supporting structure specified in claims 19 and 20 for receiving the displacement devices for the safety tail unit, characterized in that, in a preferred embodiment, two rear supporting structure booms (32) with air intake ducts of the engines arranged on both sides of the aircraft fuselage (33) can be combined, with the rear truss brackets being the outward and rearward extensions the air inlet shafts are, with the transition of the external skin contours of the air inlet shafts in the external skin contours of the rear structural arm; and the combined air intake shafts and rear truss boom in the area 509814/0152 _sheet Herbert Kaniut Sicherheits - Leitwerk Patent Claims Cologne 71 BIa ^ t Orrerweg 33/35 for aircraft from the rear edge of the structure have external cross-section maxima, with smaller external cross-sections in front of and behind the rear edge of the structure. 31. Safety tail unit for aircraft according to one or more of the preceding claims, characterized marked that tail units according to the in claims 1 to 20, or according to the features specified in claims 1 to 30 also in aircraft geometrically variable wing span expand the airspeed range downwards, and the safety of aircraft with a geometrically variable wing span when flying slowly and in particular increase during take-off and landing. 32. Safety control unit for aircraft according to an or several of the preceding claims when used on aircraft with a geometrically variable wing span (e.g. according to Figures 16 and 17), thereby characterized that the entire tail unit or only the horizontal tail unit during high-speed flight, e.g. the supersonic flight is shifted so far forward becomes that the horizontal stabilizer unites with the structure when the shifted forward The horizontal stabilizer and the supporting structure lie in one plane, or in the V-position or the reverse V-position of the Control and supporting structure, if that on each side of the aircraft forward-shifted horizontal stabilizer and the structure are in one plane; or that the tailplane leading edge reaches up to the rear edge of the structure (40) when the level of the horizontal stabilizer moved forward above or below the level of the structure, or in V-position or reverse V-position of the Control and supporting structure if on each side of the aircraft the Level of the horizontal stabilizer displaced forward is above or below the level of the structure. sheet 5098U / 01S2 Herbert Kaniut Sicherheits - Leitwerk Patent Claims Cologne 71 Blaxt Orrerweg 33/35 for aircraft from 33. Safety tail unit for aircraft according to one or more of the preceding claims, characterized characterized in that tail units according to those in claims 1 to 20, or according to those in claims 1 to 32 specified characteristics also with space transporters (space shuttles) the flight speed range downwards expand, and increase the safety of space transporters when flying slowly and especially when approaching. 34. Safety tail unit for aircraft according to one or more of the preceding claims when used on space transporters (space shuttles), thereby characterized that the entire tail unit or only the horizontal tail unit during high-speed flight, e.g. the immersion process of the space transporter in the earth's atmosphere or the supersonic flight is in the atmosphere, is shifted so far forward that it is the horizontal stabilizer is united with the structure when the horizontal stabilizer and the structure are moved forward lie in one plane, or with V-position or reverse V-position of the control and supporting structure, if on on each side of the aircraft, the horizontal stabilizer, which has been displaced forward, and the wing are in one plane; or that the tailplane leading edge reaches up to the rear edge of the structure (40) when the plane of the forward relocated horizontal stabilizer is above or below the level of the structure, or in V-position or Reverse V-position of the control and structure when on each side of the aircraft the plane of the forward relocated horizontal stabilizer is above or below the level of the structure. 35. Safety tail unit for aircraft according to one or more of the preceding claims when used on space transporters, characterized in that those specified in claim 16 Booster engines, which are driven by the movable tail unit chassis (4a; 4b) of the safety tail unit at the tendon11- sheet 50981 4/0152 Herbert Kaniut Sicherheits - Leitwerk k patent claims Cologne 71 - sheet Orrerweg 33/35 for aircraft from be covered aerodynamically in flight, in space transporters serve as landing approach engines and as go-around engines. 36. Safety tail unit for aircraft according to one or more of the preceding claims, characterized by the in the drawings shown and determined and influenced by the safety tail unit aerodynamic shapes the aircraft cells and their components. 37. Safety tail unit for aircraft according to one or more of the preceding claims, characterized by the in the drawings Shown shapes and types, relative arrangements and relative sizes of the individual Components or assemblies of the safety control unit and its auxiliary equipment. 38. Safety control unit for aircraft according to an or several of the preceding claims, characterized by the in the drawings The arrangement of the following units shown and the function of the safety control unit favoring: - the engine with an inlet multi-thrust diffuser arranged at the end of the fuselage on the supersonic aircraft (Figs. 12 and 13), whose wedge-shaped inlet ramp rises upwards and has the inlet diffuser neck at the top; - the engines arranged between the rear structural arms (32) with any template (Fig. 21 to 23); and - The accommodation of the retracted undercarriage (29) in the two rear supporting structure booms (32), with festigkeitsraassig favorable arrangement of the cutouts for the landing gear flaps in the area of the largest cross-section the supporting structure boom. -0-0-0-0-0-0-0-0-0-0-0-0-0-0-0-0-0-0-C-O-O-O-O-O-O-O-O-O-O-O-O- 509814/0152