DE2439479A1 - SAFETY TAIL UNIT FOR AIRCRAFT - Google Patents

Description

Z. Herbert Kaniut oicherhftits - tail unit description 5 Cologne 71 sheets

Orrerweg 33/35 for aircraft from

DESCRIPTION

The invention relates to tail units of variable geometry, which can be displaced in the longitudinal direction of the aircraft and for the Slow flight backwards, or for the fast flight back to their starting position forwards.

The invention relates to several basic embodiments of displaceable tail units and their details, and in particular :

to several basic arrangements of relocatable tail units on the aircraft;

on the aerodynamic design of these tail units and their interaction with the structure and the others Aircraft cell parts;

on the structural design of the movable tail units; on the construction of the relocation devices for the Tail units, and

on the design of the other aircraft cell parts influenced by the movable tail units.

In the case of aircraft stabilizers, the stabilization and control of the aircraft must also be performed with the stabilizer torques Be fully effective at slow flight. - However, the slower the airplane flies, the smaller the available dynamic pressure becomes; and to generate the necessary tail unit moments, ever larger tail unit angles of attack and / or rudder deflections are required until finally, in a limit state, the flow at the tail unit can break off.

This danger exists in particular with modern high-speed aircraft, the ever smaller dimensional distances between the supporting structure and tail units, and which require oversized tail units for stabilization. Because these big tail units are heavy and create an undesirably high air resistance during string flight,

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Z. Herbert Kaniut o Sicherheits - tail unit description

5 Cologne 71 sheets. *

Orrerweg 33/35 for flights from

one tries to keep their dimensions within limits. This is only possible if there are high normal force numbers for slow flight (c) can be used, which promotes the flow separation, in particular on the underside of the tail unit.

The same tail unit configuration is also available with a further slow flight or. Landing danger associated with the increased amplitude of the phygoid oscillation. The described stabilization with the help of large tail units on small effective lever arms works with large tail forces. At the same time, the aircraft has an increased moment of inertia around the transverse axis, both through the heavy tail unit and through the aircraft fuselage protruding far forward is conditional. Both factors worsen the aircraft's dynamic stability and increase the vertical stability Orbital vibrations of the aircraft center of gravity.

Even supersonic planes with delta structures, whose one-piece structure and horizontal stabilizer are always the final state represents smaller dimensional distances between the structure and tail unit, do not have sufficient security when flying slowly; and they need more effective trim and controllability in particular on approach.

This improvement could be achieved, for example, with a separate horizontal stabilizer reach. Such a tail unit has an additional front wave resistance during supersonic flight, and the stability is increased beyond the desired level.

The proposal to use horizontal aircraft tail units of supersonic aircraft for fast forward flight is well known directly behind the rear edge of a swept structure relocate; - on the other hand the horizontal ones for slow flight Move tail units backwards again (US Pat. No. 3,493,197).

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Z. Herbert Kaniut Siciierhexts - tail unit description

5 Cologne 71 sheets «

Orrerweg 33/35 for aircraft from

This suggestion conveys the theoretically recognizable advantages a relocation of horizontal tail units in supersonic aircraft, - but does not contain any practical examples.

There is no concrete information regarding the structurally complex assignment of the proposed tail unit to the Airplane airframe and to the engines. When it comes to the design of the components, such as the absolutely necessary relocation devices for the horizontal tail, the proposal is limited to general information such as: "Suitable Control Mechanism ". It is also left open how the other components of the proposed tail unit should look in detail to have; and how a sufficient strength of the components with the small construction weights required in aircraft construction is to be achieved

Since the basic design problems caused by the Oca. If the patent cannot be solved, the relocatable tail unit cannot be implemented on the basis of this proposal.

The invention is based on the object of design features for practically feasible constructions of relocatable aircraft tail units in order to introduce this type of tail unit to accelerate in aviation; and thereby generally increasing the safety of aircraft during take-off and landing, and in addition economic advantages and energy saving lake to achieve.

This object is achieved by each of the several embodiments according to the invention of the displaceable tail unit, which are each intended for different types of aircraft.

In a first embodiment of the tail unit according to the invention (Fig. 1 and Fig. 2) the structure receives a cutout in the middle of its rear edge into which the movable Horizontal stabilizer fits into it dimensionally. In this cutout

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Herbert Kaniut fiiclierheics -'Lextt ^ Erk Description 5 Cologne 71 sheets *

Orrerweg 33/35 for aircraft from

the horizontal stabilizer fits in when it is moved forward for high-speed flight, which is e.g. supersonic flight, and forms a common delta structure with the structure. This eliminates the front wave resistance, especially in the case of supersonic flight at the tail, which lowers fuel consumption. - For slow flight, the horizontal stabilizer is taken from the Cut out in the rear edge of the supporting structure and relocated backwards, creating a separate horizontal stabilizer. This increases the static and dynamic stability, and improves the ability to trim and control of the aircraft when flying slowly.

There are guide rails on the underside of the aircraft fuselage tail section attached, in which rollers of the horizontal stabilizer chassis roll; where the horizontal stabilizer chassis (in this case Tail unit in the form of an elongated subframe) that Elevator carries. By backing up and moving the tail unit chassis forward the horizontal stabilizer is moved backwards or forwards.

The horizontal stabilizer is a one-piece shell body that goes transversely under the aircraft fuselage tail section, and one represents solid and very light construction. The underside of the aircraft fuselage tail section rises to the rear on, which ensures that the horizontal stabilizer moves backwards from the thrust jets during the shifting process of the engines arranged under the structure .

In a second embodiment of the tail unit according to the invention (Fig. 7 to Fig. 9) the cutout in the rear edge of the supporting structure is in two parts, and the one that fits into it Movable tailplane consists of two equal halves »Each tailplane half has an exogenous tail unit chassis with rollers that roll in guide rails, each on the outer side walls of two rear supporting structure arms are appropriate. This horizontal stabilizer is also

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INSPECTED

Herbert Kaniut Gi cherhelts -Leii ^ fcik Description

5 Cologne 71 * sheet % ■

Orrerweg 33/35 tar aircraft from

drive and move the tail unit chassis backwards or forwards »

The aircraft engines are located between the rear wing arms.

In the case of the third embodiment of the bucket, the tail unit according to the invention (Fig. 10 and Fig. 11) the horizontal stabilizer shifted forward is not in the structure level © but above (or tinter) the supporting structure-Efoen®, and is shifted forward so far, that the tailplane leading edge up to the rear edge of the structure got. This reduces the air resistance according to the area rule.

The tail surfaces are attached to a tail chassis, which is shifted backwards and then again forwards with the help of two pivoting levers »The levers pivot around the vertical from the front in an arching movement upwards and backwards, or "in an arching movement forwards and downwards" This displacement device is also removed the horizontal stabilizer during its displacement backwards from the thrust jets of the engines.

In a fourth embodiment of the tail unit according to the invention (Fig. 15 and Fig. 16) the horizontal stabilizer again consists of two equal halves, with each horizontal stabilizer half attached to a lever that can be pivoted horizontally about a vertical axis and that forms the respective tail unit chassis is. The lever tail unit chassis shifts the horizontal tail unit half by pivoting it from the front in an outer curve to the rear j and again from backwards in an outer arc forwards.

The horizontal stabilizer, which has been moved forward for high-speed flight, lies above the wing level © and the © horizontal stabilizer leading edge reaches the rear edge of the supporting structure. This reduces the air resistance according to the area rule »

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Herbert Kaniut, Safety - tail unit description

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Orrerweg 33/35 for aircraft from

In a longitudinal section, the horizontal stabilizer has a pointed profile yoke at the front and rear. - In contrast, the longitudinal section profile of the horizontal stabilizer after the horizontal swiveling process into the rear slow flight position rounded at the front "Ad hissten pointed" The longitudinal profile change is dadbureh possible because the rounded one in the front Seimellfflwg position Seed © of half the horizontal stabilizer on the side of the aircraft fuselage and only enters the Laftstrosi with the backward swivel rotation of the halJbea horizontal stabilizer.

In a fifth embodiment of the tail unit according to the invention (Fig. 17 to Fig. 21) all that remains is the structural framework sand of the front edge of the horizontal stabilizer, of the horizontal stabilizer in the front setoasllflug situation, aim free h®ris © ntal distance; and the movement of the tail unit takes place only from the front one marked by the distance Seiaaieilflug-Lage aim © iaea certain amount read Flugseug-Längriela & uiisg-Hiach backwards usd v / ieder Q-aeh

Di © ¥ VerIagerung®- o2Tichtung for the empennage and the tail-chassis is made (as with the _o © a "third embodiment of the invention) comprises two pivotable about the SeMsredki © levers which eat the tail from the front eineF Bow upward movement and backwards, bsur. move forward and downward in a bow movement. A start booster engine is arranged between the levers of the displacement device, which are designed as square frame levers. The booster engine increases the take-off thrust or the go-around thrust of the aircraft and is switched off during high-speed flight and covered in a streamlined manner by the tail unit chassis.

Mose A © sfiih ™ mgsf © rii of the tail unit according to the invention is geoiguei for iJberscfeall-iaad for subsonic Flugaeiage, and allows S ₀ Bo for Umterschall-Flugaeiage eias direct reduction of the tail unit surfaces geaüfeesr feerf "MiaIie. That lowers, as intended, the gear of the tail unit, uimd wr

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Herbert Kaniut Security s "" - ¹ Leitw werk Description 5 Cologne 71 "~ sheet Ψ

Orrerweg 33/35 door aircraft from

All of the above embodiments of the tail unit according to the invention thus cause a reduction in air resistance during high-speed flight and increase airworthiness and safety of the aircraft during slow flight, which is achieved in particular by increasing the static and dynamic slow flight stability, and by means of an increased effect of slow-flight trimming and slow-flight control of the aircraft.

The invention is illustrated below with the aid of partly schematic Drawings of some exemplary embodiments explained in more detail.

FIGS. I and 2

show two views of a supersonic aircraft with a safety tail unit according to the invention, the left half of FIG. 1 being the top view of the aircraft, the right half of FIG. 1 being the bottom view of the aircraft, and FIG. 2 being the side view of the aircraft . In the left half of FIG. 1 and in FIG. 2, the safety tail unit according to the invention is shown in the front cutting position; while the right half of Fig. 1 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;

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 anterior tendon flight position; 10b horizontal stabilizer in rear slow flight position;

16. ailerons;

17a and 17b. Elevator, of that

17a elevator in forward high-speed flight position;

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ORiQlNALlWSPECTED

Herbert Kaniut Si more integrated s - TAIL ork Description

5 Cologne 71 "~ sheet %"

Orrerweg 33/35 door aircraft from

17b elevator in slow-flight backward position; 18a and 16b. Flaps, of that

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 of the displacement device for the .safety control unit.

The tail unit chassis 4a / 4b has rollers that roll on or in the guide rails 34, and the location shift of the horizontal stabilizer lOa / lOb backwards and backwards again effect forward.

In the case of high-speed flight, which is, for example, supersonic flight, it complies the forwardly displaced horizontal stabilizer 10a into the cutout 30 in the rear edge of the structure, after which the structure and horizontal stabilizer 10a form a common delta structure. This eliminates the front wave resistance on the horizontal stabilizer, which lowers fuel consumption.

For slow flight, the horizontal stabilizer 10a is taken from the cutout 30 detached and shifted backwards, and then forms in position 10b a separate from the supporting structure and fully effective horizontal stabilizer, the longitudinal stability, the possibility of longitudinal trim, the elevator effectiveness, and thus significantly increasing the airworthiness and safety of the aircraft.

Fig. 5

shows the longitudinal section through the structure and empennage of the Airplane according to Fig. 1, along section line A-B.

It means :

2. structure;

10a tailplane in front snowshoeing position; 17a.Elevator in forward sniffing position; 18a. Landing flap in sniffing position;

27. Direction of flight;

35a. Nasal valve in sniffing position.

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Herbert Kaniut Siclierheits - Lextwerk description

5 Cologne 71 sheet «β-

Orrerweg 33/35 for aircraft from

The horizontal stabilizer 10a, which is moved forward for high-speed flight, is placed on the underside of the structure, while the landing flap 18a is on the top of the structure; and the trailing edge of the landing flap 18a in front of the leading edge of the Elevator 17a rests on the horizontal stabilizer 10a from above. The horizontal stabilizer placed in this way can be curved positively, which promotes the lift of the rearwardly displaced horizontal stabilizer, according to claim 17 (illustrated in Fig. 4) «

shows the longitudinal section through the structure and tail unit of the aircraft according to FIG. 1, according to section line C-D.

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;

38. flap pivot axis;

39. Nozzle gap.

The air inflow to the nozzle gap 39 on the underside of the structure is cheaper than the alternative version according to FIG. 6.

Fig. 5

shows, as an alternative to FIG. 3, the longitudinal section through the supporting structure and tail unit of the aircraft according to FIG Section line A-B.

It 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 position 5

27. Direction of flight;

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

38. Flap axis of rotation.

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^ d 2433479

Herbert Kaniut gi ch? Rheit s » Leitwerk Description

5 Cologne 71 ~ ~ sheet h &

Orrerweg 33/35 door eyes from

The horizontal stabilizer 10a, which is displaced forward for high-speed flight, is placed on the upper side of the truss, while the landing flap 18a lies on the underside of the structure; and the trailing edge of the landing flap 18a in front of the leading edge of the Elevator 17a rests on the horizontal stabilizer 10a from below.

Fig. Q

shows as an alternative to Fig = 4 the longitudinal section through the Structure and tail unit of the aircraft according to FIG. 1, according to FIG Section line C-D.

It means;

2. structure?

7. Relocation hub of the safety control unit; 10b horizontal stabilizer in rear slow flight position; 17b Elevator in Backward Slow Flight Lag®; 18b. Landing flap in engaged slow flight lag ©;

27. Direction of flight;

35b. Nasal valve in slow flight position;

38. Flap rotators @ §

39 = Diisemspalt ο

Fig. 7; Fig. 8th and Fig. 9

show three views of another supersonic aircraft with a safety tail unit according to the invention, FIG. 7 being the top view of the aircraft, FIG. 8 being the side view of the aircraft, and Figure 9 is the rear view of the aircraft.

In the left half of FIG. 7, in FIG. 8 and in the left half of FIG. 9, the safety tail unit according to the invention is shown in the front high-speed flight position, while the right half of FIG. 7 and the right half of FIG. show the safety tail unit in the rear slow flight position. In Fig. 7 and Fig. 9, broken lines indicate the other positions of the safety tail unit. It mean ;

1. aircraft fuselage;

2. structure;

3. engines;

609009/0268

Sheet 11

Herbert Kaniut Mcherheits - Leit factory Description

5 Cologne 71 "" sheet i £,

Orrervveg 33/35 for aircraft from

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;

7. Relocation hub of the safety control unit;

9. Vertical tail;

10a and 10b. Two-part horizontal stabilizer, of which 10 a. 10b horizontal stabilizer in rear slow flight position;

12. Inclination angle of the foldable tail surfaces;

16. ailerons;

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 structure, into which the two-part horizontal stabilizer is dimensionally part fits in;

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

33. Air intake ducts of the engines;

34. Guide rails for the relocation device for the safety tail unit.

In the case of high-speed flight, which is, for example, supersonic flight, it complies the forward shifted two-part horizontal stabilizer 10a in the two-part cutout 30 in the rear edge of the supporting structure one, according to which structure 2 and horizontal stabilizer IQa form a common delta structure. This eliminates the face wave resistance on the horizontal stabilizer, what the fuel consumption lowers.

For slow flight, the two-part horizontal stabilizer 10a is detached from the two-part cutout 30 and after shifted backwards, and forms a dated in position 10b Structure separate and fully effective horizontal stabilizer, the longitudinal stability, the longitudinal trim possibility, the Elevator effectiveness, and thus airworthiness and

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Herbert Kaniut Security - "Xe χ cwerk Description 5 Cologne 71 sheet 1Ä *

Orrerweg 33/35 for aircraft from

The safety of the aircraft is significantly increased.

Particular advantages for the design of the invention Safety tail units, but also for other tail units, are provided by the two rear supporting structure booms 32. The Structural brackets are the outward and rearward protruding extensions of the air inlet ducts of the engines, with the external skin contours of the air intake shafts and the external skin contours of the Structure boom merge into one another. The supporting structure boom serve to accommodate the relocation devices for the safety control unit.

The engines with template (i.e. the engine thrusters are in front of the Structural boom ends) and the chassis is drawn into the structural boom.

FIGS. 10 and 11

show two views of a supersonic aircraft with a safety tail unit according to the invention and with geometrical variable wing span, wherein FIG. 10 shows the plan view of the aircraft, and FIG. 11 shows the side view of the Aircraft is.

In the left half of FIG. 10 and in FIG. 11, the safety tail unit according to the invention is shown in the front high-speed flight position, while the right half of the figure shows the safety tail unit in "rear slow flight position. In both figures, interrupted positions lines each of the other layers of the security tail unit, and the geometrically variable support structure with its corresponding change in the respective forms stabilizer layers have the following meanings.:

1. aircraft fuselage?

2. structure;

2a. Geometrically changeable structure in a high-speed flight position; 2 B. Geometrically changeable structure in slow flight position;

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Herbert Kaniut Sic.Iierhei.cs - tail unit description

5 Cologne 71 sheets

Orrerweg 33/35 for aircraft from

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; 6a and 6b. Pivoting levers of the displacement device for the tail unit, of which

oa. 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; 10a and 10b. Tailplane, of it
10a elevator in the forward high-speed flight position? 10b »Horizontal stabilizer in rear slow flight position.

Fig. 12

shows the longitudinal section through the structure and tail unit of the aircraft according to FIG. 10, according to section line BF. It 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. Nasal valve in tendon flight position;

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

The horizontal stabilizer level lies above the structural level, and the horizontal stabilizer is positioned negatively relative to the structure. The sectional view applies both to aircraft with a geometrically variable wing span and to aircraft with fixed structure.

In contrast, shows

Fig. 13

the analogous longitudinal section through the structure and tail unit of the aircraft according to FIG. 10, according to section line EF;

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Herbert ivaniut & I »rhei ⁺ s'-'Le? +, · vs rk uesuue, iuung 5 Cologne 71 sheet 44 Orrerweg 33/35 far planes from 19th

but with a horizontal stabilizer, the nose of which is separated from the horizontal stabilizer, and is not relocated with the horizontal stabilizer, but remains close to the structure. It mean ; 2. Tragwerkι 10a elevator in front SchneiIflug situation; 17a elevator in forward high-speed flight position; 18a. Landing flap in sniffing position? 27. Direction of flight; 35a. Nasal valve in tendon flight position;

40. The leading edge of the horizontal stabilizer lies in front of the trailing edge of the supporting structure;

41. Horizontal tail ivase body,

not connected to the tailplane »

The horizontal stabilizer level is above the structural level, and the horizontal stabilizer is adjusted negatively relative to the structure. The sectional view applies both to aircraft with a geometrically variable wing span and to aircraft with fixed structure.

Fig. 14

shows the longitudinal section through the structure and tail unit of the aircraft according to FIG. 10, according to section line G-H.

It means :

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 horizontal stabilizer is stationary, or e.g.

foldable to the side wall of the aircraft fuselage?

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Herbert Kaniut secured? t s - Le ITW erk Description 5 Cologne 71 "" Journal

Orrerweg 33/35 for aircraft from

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 structure.

Figures 15 and 16

show two views of a space transporter (space shuttle) with a safety tail unit according to the invention, FIG. Figure 16 is the top view of the space transporter, and Figure 16 is the side view of the space transporter.

In the left half of FIG. 15 and in FIG. 16 the safety tail unit according to the invention is shown in the front high-speed flight position, while the right half of FIG. 15 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. Space transporter or aircraft fuselage 5

2. structure;

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; 10b horizontal stabilizer in rear slow flight position;

16. ailerons;

18. flap;

45. pivot axes of the displacement device;

46. high speed elevator;

47. Slow flight elevator;

48. Rotation of the horizontally pivoting tailplane halves;

49. Front and rear pointed profile of the horizontal stabilizer in the front high-speed flight displacement position 10a;

sheet

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Herbert Kaniut Secured ■ ^ k ' ₊ ,
? ts - tail unit 2439479
description 5 K ö 1 η 71 Sheet mr Orrerweg 33/35 for Planes from 19

50. Profile of the horizontal stabilizer rounded at the front and pointed at the rear in the rearward slow flight displacement position 10b;

51. Actuating cylinder for the tail shift.

This embodiment of the tail unit according to the invention is In addition to space transporters, it is also suitable for any other type of supersonic and subsonic aircraft.

Fig. 17; Figures 18 and 19

show three views of a subsonic aircraft with a safety tail unit according to the invention, FIG. 17 being the plan view of the aircraft, FIG. 18 the side view of the aircraft, and FIG. 19 the rear view of the aircraft tail section. In the left half of FIG. 17, in the figure and in FIG. 19, the safety tail unit according to the invention is shown in the front high-speed flight position; while the right half of FIG. 17 shows the safety tail unit in the rear slow flight position. In FIG. 17 and in FIG. 18, broken lines indicate the respective other positions of the safety tail unit.
It means :

1. aircraft fuselage;

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

designed as a V-tail, of which 5a. Tail surfaces in the front high-speed flight position; 5b. Tail surfaces 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;

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Herbert Kaniut SicherheitsLeits -Leitwerk Description

5 Cologne 71 sheet VT

Orrerweg 33/35 for aircraft from 19

7. Relocation hub of the safety control unit.

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

enlarged in slow flight;
13. Start booster engine, for the start and for the

Go-around;
31. Optional engine arrangement.

Figures 20 and 21

show two displacement positions of the safety tail unit according to the invention, FIG. 20 being the front high-speed flight position and FIG. 21 the rear slow flight position. It mean ;

1. aircraft fuselage;

2. structure;

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; 5a and 5b · tail surfaces, thereof

5a. Tail surfaces in the front high-speed flight position; 5b. Tail surfaces in rear slow flight position; 6a and 6b. Pivoting levers of the displacement device for the tail unit, of which

6a. Pivoting levers in anterior tendon flight position; 6b. Pivoting levers in reverse slow flight position;

7. Relocation hub of the safety 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;

15. Thrust jet of the start booster engine 13; 27. Flight direction ο

With the tail unit and tail unit chassis in the front high-speed flight position the shutdown start booster engine or engines 13 becomes aerodynamically favorable through the tail unit chassis 4a covered. If the tail unit and tail unit chassis are in a backward take-off position or approach position, the tail unit is used 18th

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Herbert Kaniut Safe means ^ - Luit.verk Description

5 Cologne 71 "sheet 1 &

Orrerweg 33/35 for aircraft from

The air inlets and / or the thrust nozzles of the chassis Start booster engines free, and the booster engines increase the take-off thrust or the go-around thrust of the Aircraft.

Fig. 22

shows the rear view of a W-tail which is arranged on two rear supporting structure booms.

It mean ;

19. Inclined tail surfaces;

32. Two rear truss brackets.

Fig. 25

shows the rear view of an inverted V-tail which is arranged on two rear truss booms.

It mean ;

19. Inclined tail surfaces?

32. £ white rear support structure »

In the description and in the claims are for identification different positions of tail surfaces and rudders the terms positive and negative Adjustment to the local flow direction used. This is a positive employment of the horizontal stabilizer such a position, which on the horizontal stabilizer is an aerodynamic one that acts upwards, i.e. against the force of gravity Buoyancy generated. The same applies to the positive elevator deflection. - Against this is a negative job of the horizontal stabilizer such a position that on the horizontal stabilizer a downward, so acting with gravity aerodynamic downforce provides »The same applies to the negative elevator deflection.

The invention is not limited to the illustrated embodiments. The idea of success © leaves

609809/0258 ^sheet

Herbert Kaniut Certainly means t3 -wLcitAerk description

5 Cologne 71 "sheet WT

Orrerweg 33/35 for aircraft from 19

rather, with each application of the functional principles, component arrangements and component constructions of the above basic embodiments of displaceable tail units and other displaceable aircraft assemblies, and with them Realize variants and combinations.

References considered: U.S. Patent 3,493,197,

For this purpose 10 sheets of drawings

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Claims (1)

Herbert Kaniut Sicherheit «- Leitwerk Patent Claims Cologne 71 sheets * Orrerweg 33/35 for aircraft from PATENT CLAIMS Θ Horizontal stabilizer of variable geometry, which extends in the longitudinal direction of the aircraft can be shifted and for slow flight backwards, or for fast flight backwards again forward location-shifted, characterized in that the fixed structure of the Airplane, which is a delta wing or a so-called supercritical wing, in the middle of its trailing edge has a cutout (30) into which the horizontal stabilizer, which has a smaller span than the supporting structure, dimensionally fits inside (Figures 1 and 7); and that the horizontal stabilizer (10a), which lies in the plane of the structure, is in inserts the cutout in the rear edge of the wing (.30) if it is for high-speed flight, e.g. supersonic flight is, is shifted forward, the tailplane leading edge reaching the cutout leading edge and lies in front of the trailing edge of the structure; - on the other hand, the horizontal stabilizer from the cutout in the rear edge of the supporting structure (30) is released when it is shifted backwards for slow flight. 2. Horizontal stabilizer according to claim 1, inserted for high-speed flight in the rear supporting structure cutout (30), thereby characterized in that the front and side edges of the horizontal stabilizer on both sides correspond to the rear supporting structure cutout (30) correspond dimensionally, and the two-sided outer structure trailing edges through the two-sided Tailplane trailing edges are continued towards the center of the aircraft (Fig. 1). 3. Horizontal stabilizer according to claim 1, for high-speed flight in the rear Structural cutout (30) inserted, characterized in that as an alternative to claim 2, only the leading edges on both sides of the horizontal stabilizer sheet 609809/0258 Herbert Kaniut Sicherheitb - tail unit patent claims Cologne 71 sheets Λ- Orrerweg 33/35 for aircraft from the rear supporting structure cutout (30) correspond in terms of dimensions, while the side edges of the horizontal stabilizer protrude over the rear edge of the structure to the rear and each Aircraft side form a recess in the common surface contour of the support and tail unit (FIG. 7); and that that fixed structure of the aircraft for this horizontal stabilizer version as an alternative to claim 1 also a swept Structure can be. 4. Horizontal stabilizer of variable geometry according to the preceding claims, characterized in that that the horizontal stabilizer in addition to its displaceability backwards and forwards again also still around Folding axles pointing in the longitudinal direction of the aircraft on both sides can be folded up or down, the two foldable parts of the horizontal stabilizer during the Shifting process backwards, e.g. folded down into a negative V-position (Fig. 9), and during of the relocation process forwards again folded back up into the two-sided supporting structure levels to fit into the cutout in the trailing edge of the framework (30); or that the aircraft e.g. an on has two rear wing stabilizers (32) permanently mounted elevator and rudder units in negative V-position (corresponding to the middle parts of FIGS. 22 and 23), and the mutually displaceable and foldable parts of the horizontal stabilizer (according to Fig. 7 and Fig. 9) during the shifting process backwards or upwards folded (Fig. 22), or folded down (Fig. 23) in order to move forward during the relocation process also back to the two-sided supporting structure levels be au. ο Höh © ml © itw @ rk ssach @ im © iB ad © r mmfarermn of the preceding claims, characterized in that the horizontal stabilizer (10a) which has been shifted forward for d © m Sshnellflwg maefe on the Tragra- @ rk-Uiaterseit © within the sheet 609809/025 8 ' Herbert lvaniut Sicherheit ^ - tail unit claims Cologne 71 sheets «5- Orrerweg 33/35 for aircraft from rear supporting structure cutout (30) is placed (Fig. 1; Fig. 2; Fig. 3 and Fig. 7), with a continuous transition the lower structure skin contour into the lower horizontal stabilizer skin contour; while the flap is not engaged (18a) is placed on the upper side of the structure within the rear structure cutout (30), above the horizontal stabilizer (10a), and the continuous transition of the upper structure skin contour over the upper landing flap skin contour in the upper tailplane or. Elevator skin contour results; the horizontal stabilizer being a positive Has curvature, but the horizontal stabilizer chord is inclined negatively relative to the supporting structure chord; and the trailing edge the non-engaged landing flap (18a) in front of the leading edge of the elevator (17a) on the horizontal stabilizer (10a) rests from above; and wherein the illustrated arrangement of the structure, the horizontal stabilizer and the landing flap in the front High-speed flight location, the starting location for the relocation of the horizontal stabilizer, in which all components of the movable stabilizer are clad in a streamlined manner are. 6. Horizontal stabilizer according to one or more of the preceding claims, characterized in that as an alternative to claim 5, the horizontal stabilizer (10a) displaced forward for high-speed flight is placed on the upper side of the supporting structure within the rear supporting structure cutout (30) (Fig 5), with a continuous transition from the upper structure skin contour to the upper horizontal stabilizer skin contour; while the non-employed landing flap (18a) is placed on the underside of the structure within the rear structure cutout (30), under the horizontal stabilizer (10a), and the continuous transition of the lower structure skin contour over the outer flap skin contour in the later horizontal stabilizer or. Elevator skin contour results, and the trailing edge of the landing flap (18a) is not set in front of the leading edge 6 0 9 8 0 9/025 Herbert Kaniut Sicherheitsarbeit s - Lei twerk Patent Claims Cologne 71 "" sheet * Orrerweg 33/35 for aircraft from Elevator (17a) rests on the horizontal stabilizer (10a) from below; and wherein the illustrated arrangement of the supporting structure, des The horizontal stabilizer and the flap in the front high-speed flight position, the starting position for the local relocation of the horizontal stabilizer, in which all components of the movable Tail unit are clad in a streamlined manner. 7. Horizontal stabilizers in the front high-speed flight position (10a), with the in claim 5 and claim 6 specified relative arrangements to the supporting structure and to the landing flap, d ad u r c h characterized in that in each of the two arrangements the horizontal stabilizer from the position (10a) for the Slow flight backwards with the displacement stroke (7) in the position (lOb) is relocated, and the landing flap (18a) around its axis of rotation (38) in the employment position (18b) is pivoted; between the nose of the landing flap and the rear protruding edge of the The upper structural paneling creates a nozzle gap (39) through which air is accelerated from the underside of the supporting structure Beam flows back over the top of the landing flap, and the landing flap (18b) as a split flap acts with at least one nozzle gap (Fig. 4 and Fig. 6). 8. Horizontal stabilizer of variable geometry, which extends in the longitudinal direction of the aircraft can be shifted and for slow flight backwards, or for fast flight backwards again forward location-shifted, characterized That as an alternative to claim 1, the forward-shifted horizontal stabilizer not in the supporting structure level, but above the supporting structure level or below the wing plane (Fig. 10 to Fig. 16), and also on each side of the aircraft in the direction of flight seen half-planes of the horizontal stabilizer are either parallel or at angles of inclination to the supporting structure half-planes; and that the horizontal stabilizer is shifted so far forward that the horizontal stabilizer leading edge up to the The trailing edge of the supporting structure arrives (40). 6 0 98 09/0258 '..- ^sheet . Herbert Kaniut Sicherheitshnits -! Leitwerk Patent Claims 5 "K ö 1 η 71 sheet JBT Orrerweg 33/35 for aircraft from 9. Horizontal stabilizer according to one or more of the preceding claims, characterized in that that the folding tailplane according to the characterizing features of claim 4, when it is moved forward is also folded back in levels that are above or below the structural level, and the identifying ones Features of claim 8 has. 10. Horizontal stabilizer according to claim 8 and 9, characterized in that the in the front high-speed flight position Above or below the supporting structure level, displaceable horizontal stabilizer, especially in aircraft with flexible supporting structure, such as in aircraft with pivoting half-supporting structures for changing the geometry of the Wing span (Fig. 10 and Fig. 11), but also for aircraft with a fixed wing (Fig. 15 and Fig. 16) is used. 11. Horizontal stabilizer according to claim 8 to 10, characterized in that the vertical section at the front, the horizontal stabilizer nose body is either firmly connected to the horizontal stabilizer, and is shifted backwards and forwards again together with the horizontal stabilizer (Fig. 12), or is separated from the horizontal stabilizer (41), and is not shifted backwards and forwards again with the horizontal stabilizer, but remains in the vicinity of the wing during slow flight (FIG. 14); wherein the separate tailplane nose body (41) in the vertical section at the rear has a hollow into which the rounded nose (42) of the movable tailplane fits in such a way that both parts, when joined together, have a flow-favorable outer contour, and so the tailplane moved backwards receives a profile that is favorable for slow flight and has a rounded front; while the horizontal stabilizer nose body (41) for slow flight either remains in its place or is temporarily removed from there, for example by being folded against the aircraft fuselage side wall about an axis perpendicular to the wing. _{609809 / 02Ββ} , Herbert Kaniut Sicherheitsfreit s - Lei twerk patent claims Cologne 71 "" sheet 4Γ Orrerweg 33/35 for aircraft from 12. Horizontal stabilizer according to claim 8 to 11, characterized in that the in the front high-speed flight position Above or below the supporting structure level, displaceable horizontal stabilizer is negative relative to the supporting structure is employed, and / or the profile of the horizontal stabilizer an upper concave skeleton line that is continuously curved downwards or downwards as a kink line is curved, has (Figo 12 and Fig. 13). 13ο Horizontal stabilizer of variable geometry, which extends in the longitudinal direction of the aircraft can be shifted and for slow flight backwards, or for fast flight backwards again is relocated, characterized in that as an alternative to claim 1 and Claim 8, the front displacement position of the horizontal stabilizer at a certain distance behind the rear edge of the structure lies so that between the rear edge of the structure and the front edge of the horizontal stabilizer, the in front The horizontal stabilizer is in high-speed flight position, a free horizontal distance remains (Fig. 17 to Fig. 19). 14. Horizontal stabilizer according to one or more of the preceding Claims, characterized in that at the local shift of the horizontal stabilizer backwards and the vertical stabilizer also takes part in the forward direction. 15. Tail unit according to one or more of the preceding claims , characterized in that instead of simultaneously relocated horizontal stabilizers and vertical stabilizers also combined height-vertical stabilizers, such as V-stabilizers (Fig. 17; 18 and 19), ! - tail units, cross tail units, etc., backwards and forward again = to be relocated. sheet 609809 / 02S8 Herbert Kaniut Save »? Its - L ^ it rerk Patent Claims Cologne 71 " Sheet V Orrerweg 33/35 for aircraft from 16. Tail unit according to one or more of the preceding claims , characterized in that relocatable tail units or horizontal stabilizers, except for supersonic planes, also used for subsonic planes and speed of sound planes (Figs. 17 to 19). 17. Horizontal stabilizer according to one or more of the preceding claims, characterized in that that the local shift of the horizontal stabilizer for slow flight backwards with positive positions of the horizontal stabilizer to the local flow direction and / or coupled with positive elevator deflections is so that the horizontal stabilizer generates additional lift; and that the positive positions of the horizontal stabilizer and the positive elevator deflections are canceled again when the horizontal stabilizer returns to its forward starting position for high-speed flight. 18. Tail unit according to one or more of the preceding claims , characterized in that the location shifts of the tail unit and / or the other Aircraft units are coupled with the adjustment process of the wing flaps, so that when relocated the tail unit, the horizontal tail unit or the other aircraft units for slow flight backwards Flaps are employed to increase lift, and vice versa when moving the tail unit, the horizontal stabilizer or the other aircraft units for high-speed flight forward, including the adjustment of the landing flaps is withdrawn again. 19. Tail unit or horizontal stabilizer according to one or more of the preceding claims, dadurcSa in that di © tail surfaces at one or mehrerea movable tail-chassis; are attached, the / the AEEN together with tail surfaces NACLA backward and forward again, and relative to the residual (4a 4b) 6 0 9 8 0 9/0258 sheet Herbert Kaniut Sicherheitsh eit ^ - Kfcitw ^ rk patent claims Cologne 71 * sheet «Τ Orrerweg 33/35 for aircraft from Plane that is / will be relocated; each tail chassis being more streamlined and predominant elongated body is formed, which is in the front SchneiIflug position of the tail unit on the rear part of the Aircraft fuselage or on the rear wing arm in a streamlined manner adds, or in the tail section of the aircraft fuselage or in the rear wing boom in a streamlined manner inserts. 20. Movable tail unit chassis (4a; 4b) according to claim 19, characterized in that the Tail unit chassis as a streamlined cladding for one or more start booster engines (13) which are arranged on the tail part of the aircraft fuselage or on the rear wing arms so that in the front high-speed flight position of the tail unit the tail unit chassis covers the shutdown start booster engine (s) in an electricity-efficient manner, or covers their air inlets and / or thrust nozzles completely or partially in a streamlined manner; - on the other hand with rearward Slow flight position of the tail unit the tail unit chassis the air inlets and / or thrust nozzles of the booster engines releases, and the start booster engines provide the take-off thrust or increase the go-around thrust of the aircraft (FIGS. 19 to 21). 21. tail unit or horizontal stabilizer according to one or more of the preceding claims, characterized that at the local shifts of the tail unit backwards and forwards again, besides the Tail unit chassis (4a; 4b), also one or more engines, e.g. also the start booster engines after Claim 20, or other aircraft assemblies take part that are common to the tail unit and / or the tail unit chassis Assemblies are grouped together, or which are also independent of the tail unit, i.e. with and without at the same time Relocation of the tail unit, in the longitudinal direction of the aircraft backwards and again forwards. sheet 6 0 9809/02 S 8- Herbert Kaniut Sicherheitsh ^ its - Leitwerk Patent Claims Cologne 71 . "-" sheet Jt Orrerweg 33/35 for aircraft from 7439479 22. Tail unit according to one or more of the preceding claims, characterized in that that the local shifts of the tail unit, the horizontal tail unit or the other aircraft units backwards and again forwards are effected by displacement devices, particularly for the empennage displacements are arranged between the tail unit chassis and the rest of the aircraft, and which the aerial and mass forces of the tail unit are transferred to the aircraft. 23. Displacement devices according to claim 22, characterized in that the displacement devices made of aircraft-fixed guide rails (34) and fixed tail unit chassis or aggregate-fixed rollers that roll on or in the guide rails (Fig. 1; Fig. 2; Figs. 7 to 9). 24. Displacement devices according to claim 22, characterized characterized in that, as an alternative to claim 23, the displacement devices from aircraft-fixed There are guide rollers and barrel skewers that are fixed to the tail unit or fixed to the aggregate. 25. Displacement devices according to claim 22 to 24, characterized in that the guide rails (34) according to claim 23 and the barrel skewers according to claim 24 are straight or have curved shapes. 26. Displacement devices according to claim 22, characterized characterized in that as an alternative to claim 23 to 25, the displacement devices pivotable levers exist (FIGS. 10 and 11; FIGS. 15 and 16; FIGS. 17 to 21). 27. Displacement devices according to claim 22 to 26, characterized in that the displacement device rods aue rails, rollers, skewers and levers are combined. 609809/0258 Herbert Kaniut Sicherheitsh e itb - Leitwerk patent claims Cologne 71 "sheet Orrerweg 33/35 for aircraft from 28. Tail unit according to one or more of the preceding claims with displacement device according to claims 22 and 23, characterized in that the aircraft-fixed guide rails (34) on the underside of the Aircraft fuselage tail section are attached, the movable horizontal stabilizer as a one-piece shell body transversely under the The aircraft fuselage tail section goes through it and extends laterally over the engine nacelles? and that the tail unit and tail unit chassis, guided in the guide rails (34), to relocate below the aircraft fuselage tail section moved backwards and forwards again; wherein the underside of the aircraft fuselage tail section rises to the rear, so that the During the shifting process, the horizontal stabilizer moves backwards from the thrust jets arranged under the structure Engines removed upwards (Fig. 1 and Fig. 2). 29. Tail unit according to one or more of the preceding claims with displacement device according to claims 22 and 23, characterized in that as an alternative to claim 28, the aircraft-fixed guide rails (34) attached to the side walls of the aircraft fuselage tail section or to the side walls of the rear wing arms (32) are, the movable tailplane is in two parts, and e.g. consists of two identical halves, each with a tail unit chassis for each horizontal stabilizer half, with each horizontal stabilizer half an angular shell body with the associated tail unit chassis forms; and that the horizontal stabilizer halves and the stabilizer chassis can be relocated in place along the side walls of the aircraft fuselage tail section or along the side walls of the rear wing arm backwards and forwards again move (Fig. 7 to Fig. 9). 30. Tail unit according to one or more of the preceding Claims® with displacement device according to claims 22 and 26, characterized by this. t that shifting device has two pivoting levers that are around di® vertical © from front to back and back to. sway forward (6a; 6b), the levers al © square frame levers 609809/0258 ■ ^{Sheet Χ1} 3Ch. Herbert Kaniut Security ^, - Le it wc x-th patent claims Cologne 71 "sheet * 4- Orrerweg 33/35 for aircraft from 14 are designed with stiff corners, the planes of the frame levers are transverse to the direction of flight, and at the corners of the frame levers the pivot joints are arranged so that, for example, two lower joints for each lever connect the lever to the tail section of the aircraft fuselage, while e.g. two upper joints Joints per lever result in the connection of the levers to the tail unit chassis; and where the location shift of the tail unit or Horizontal tail unit with the tail unit chassis in an arching movement upwards and backwards, or in an arching movement forward and downward (FIGS. 17 to 21). 31. Tail unit according to one or more of the preceding claims with displacement device according to claims 22 and 26, characterized in that as an alternative to claim 30, the displacement device on each side of the aircraft has a horizontally pivotable lever, which about a vertical axis (45) from the front in an outer arc to the rear, and again from backwards in an outer curve forwards j the two levers swiveling the tail unit chassis, with front displacement position (4a) and rear displacement position (4b), and one half on each lever of the trapezoidal or triangular tailplane is attached, the Schnellfug elevator (46) on one side, and on the other side, with and without inclusion of the narrow trapezoidal side or a triangular tip of the horizontal stabilizer, the slow flight elevator (47) carries, and one or the other other elevators depending on the shift position of the horizontal stabilizer halves pivoting horizontally with one turning process (48), alternately, and with a continuous transition from one elevator to the other elevator, the elevator control of the aircraft effect (Fig. 15 and Fig. 16). 32. Tail unit according to one or more of the preceding claims with displacement Vorriclitiing naefe claim 31, since - -characterized in that the tailplane Ib front high-speed flight shift position (10a) above or is below the supporting structure level © and in the longitudinal section there is a © and at the back a pointed profile (49) with a negative inclination to the 609809/0258 Sheet 12 1A Herbert Kaniut Sicherheit ^ - tail unit patent claims K ö 1 η '71 "sheet Orrerweg 33/35 for aircraft from Structure and curvature downward, according to claim 8; IO and 12, has, on the other hand, after the horizontal turning process (48) in the rearward slow flight displacement position (10b) in Longitudinal section of a profile (50) rounded at the front and pointed at the rear with a positive inclination to the local direction of flow, according to claim 17. 33. Tail unit according to one or more of the preceding claims with displacement device according to claims 31 and 32, characterized in that as an alternative to the sniffing elevator (46) and to the slow flight elevator (47), for height control of the aircraft, the two halves of the horizontal stabilizer as whole surfaces positive or negative to the local flow direction, whereby in the front Sehne11flug-Lage (10a) of the horizontal stabilizer the pivot point for the horizontal stabilizer or for the horizontal stabilizer halves in the rear area of the horizontal stabilizer or behind the horizontal stabilizer, and where the adjustment mechanism for the height control and the displacement device for the horizontal stabilizer are combined with one another by the vertical pivot axes (45) of the displacement device for height control of the aircraft forwards or forwards be tilted backwards. 34. Tail unit according to one or more of the preceding claims with displacement device according to claims 31 to 33, characterized in that as alternatives Regarding claims 31 and 33, for the height control of the aircraft during high-speed flight, the elevator halves are special high-speed elevators (46) as claimed in claim 31, but the elevator halves for height control of the aircraft during slow flight as whole areas, as claimed in claim 33, adjusted; or, alternatively, for altitude control of the aircraft at Slow flight the elevator halves special slow flight elevators (47) as claimed in claim 31, but the elevator halves for height control of the aircraft during high-speed flight as whole areas, as claimed in claim 33, can be adjusted. Sheet 13 6 098 0 9/0258 Herbert Kaniut Security ^ / - L eitwerk Patent Claims Cologne 71 '~ Sheet -U- Orrerweg 33/35 for aircraft from 35. Displacement devices for tail units according to claim 22 to 34, characterized in that the Displacement devices for the horizontal stabilizer, or for the elevator and vertical stabilizer, or for combined elevator and rudder units according to claim 15, are kinematically designed so that they are the positive slow flight basic position of the backwards displaced horizontal stabilizer to the local flow direction, according to claim 17, cause; and that they have the tailplane remove backwards from the thrust jets of the (working) engines during the shifting process, so that the turbulent mixing zones of the engine thrust jets, which widen towards the rear, do not hit the horizontal stabilizer. 36. Tail unit according to one or more of the preceding claims , characterized in that in addition to the aircraft fuselage tail section or in its place one, two or more rear supporting structure brackets (32) to accommodate the displacement devices for the displaceable 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 operated simultaneously and in the same direction are to collectively the horizontal stabilizer, or the horizontal and vertical stabilizer, or the combined elevator and rudder units or to move the other aircraft assemblies backwards and forwards again. 37. Rear supporting structure for relocatable tail units according to Claim 4; 19; 20; 29 and 36, characterized that two rear wing brackets (32) with air inlet ducts arranged on both sides of the aircraft fuselage of the engines (33) are combined, the rear supporting structure booms the outward and rearward protruding Extensions of the air intake shafts are, with continuous Transition of the external skin contours of the ventilation ducts in the external skin contours of the rear structural arm; and the combined air intake shafts and rear Structure boom in the area of the rear edge of the structure outside 6098 0 9/0258 Sheet 14 Herbert Kaniut Security? - . ^ eitvork patent claims Cologne 71 "Blatt *" T Orrerweg 33/35 for aircraft from have cross-section maxima, with smaller outer cross-sections in front of and behind the rear edge of the structure. 38. Rear wing brackets for relocatable tail units according to Claim 36 and 37, characterized in that that in the supporting structure AusIegern (32) in the area of their Outer cross-section maxima, the retracted aircraft landing gears (29) are accommodated, and between the rear supporting structure booms (32) the aircraft engines (3) are arranged with template to the ends of the supporting structure boom (Fig. 7 to Fig. 9). 39. Tail unit of variable geometry, according to one or more of the preceding claims, in the aircraft longitudinal direction is relocatable and relocated backwards for slow flight or forward again for high-speed flight, characterized in that the tail unit variable geometry with a regulator stabilization system that has flaps on the leading edge and supporting structure automatically adjusted at the rear edge of the structure, and / or the special control / stabilizing fins on others Positioning of the aircraft, e.g. at the nose of the fuselage, automatically adjusted to form a jointly acting composite stabilization system is combined; where the deflection width of the automatic adjustment of the flaps at the trailing edge of the structure during the process of moving the tail unit and in particular the horizontal tail unit forward continuously decreases, and continuously increases again during the process of moving the tailplane backwards. 6 0 9 8 0 9/0 2 p