GB2267265A - Longitudinal wings flying machine. - Google Patents

Abstract

Means for providing flying machines with a capability of slow take-off and landing and/or vertical take-off and landing and/or hover. As shown diagrammatically, wings or aerofoils with or without lift enhancing devices such as slots and flaps, are arranged in alignment with the fuselage or hull of a flying machine and so disposed that lateral flows of gases originating from the machines engine(s) are made to flow over the wings thus generating lift to sustain the machine in flight. The wings and gas flows are symmetrical on each side of the machine in order to cancel sideways forces. The wings support the machine via struts which may be adjustable for maximum lifting efficiency and to permit retraction when the machine is in full flight and being supported by other means such as small conventional wings (10) (Fig. 4). <IMAGE>

Description

Title - LONGITUDINAL WINGS MACHINE.

Description.

1. This invention relates to a means for providing flying machines with a capability of slow or vertical ascent or descent and hovering.

Preface.

2. Heavier than air aircraft at present can be ascribed to three categories viz. 'fixed' wing(s) or 'rotary' wing(s) > or rarely as a hybrid of the two forms. By various means e.g. slots, flaps or variable wing area the fixed wing machines can be made to fly relatively slowly for landing and take-off. The other category is the direct lift jet aircraft; mainly used for military purposes where economic operation is not of primary concern.

3. Designers of fixed wing aircraft must effect some degree of compromise between the aerodynamic requirements for economic high speed flight and those necessary for take-off and landing at a reasonably safe speed.

4. Because of these conflicting requirements, aircraft generally have a much greater wing area than is necessary for normal cruising flight. This incurs a drag penalty which is reflected in the economics of aircraft operation.

5. This invention proposes a means for providing 'fixed' wing flying machines with slow and/or vertical take-off and landing capability. By allowing an aircraft to be provided with a minimum of fixed lateral wing area required to sustain the machine in normal cruising flight, the performance of the machine will be enhanced.

Specification.

6. A flying machine configuration whereby lift force generating surfaces are disposed lengthwise along each side of a fuselage with the leading edges of the surfaces located near outlets or nozzles which eject air/gases produced at sufficient volume and velocity by the machines' engine(s) as will suffice to act upon the surfaces thus providing aerodynamic lift force according to the requirements of the machine.

7. Figure 1 a/b. Diagrammatic general arrangement.

Figure 2 a/b/c/d. General arrangement, variations.

Figure 3. Use of lift enhancement devices.

Figure 4 a/b. Astern view of hypothetical S.T.O.L. aircraft.

Aerofoils are disposed in a symmetrical arrangement on each side of a dorsal/ventral plane on a lengthwise centre line of a flying machine with the leading edges of the aerofoils toward the ventral/dorsal plane.

The aircraft engine(s) are adapted so that part of the available power is used to produce air and/or efflux gases ducted to nozzles which act upon aerofoils (wings) arranged longitudinally to the median centre line of the flying machine. Figure l.a. illustrates a general arrangement of the basic requirements, detailed as follows 1 is the fuselage outer surface. 2 indicates internal or external engines with means for producing a high velocity and volume gas efflux from blower(s), compressor(s), fan(s) and/or jet exhaust(s) which is ducted 3 to divided nozzles 4 which eject the efflux laterally over the surface of the fuselage toward the leading edges of the longitudinal wings 5 which are affixed to the machine 6 and allow for adjustment of the angle of incidence relative to the efflux as shown.The efflux 7 is ducted in a manner which will provide an even distribution of the efflux over the longitudinal wings. It is further provided that the efflux may be vectored at some angle toward the rear of the machine in order to provide some forward thrust reaction for propulsion.

Figure 1.b. further illustrates means whereby the eflux gases 7 are ducted 3 to alternating nozzles 4 which are formed in a manner e.g. fan shaped which distribute the gases as evenly as possible along the lengths of the aerofoils 5 and equally on both sides with further provision by means of internal baffles within the ducting 3 and/or nozzles 4 to vary the relative rate of eflux from the nozzles for purposes of longitudinal trim of the flying machine.8.

Not shown is the self evident provision of a secondary air/gas supply to moveable nozzles at the extremities of the flying machine, as may be required for control and manoeuvering purposes at slow speed or hover. Such arrangements will not be necessary where slow take-off and landing ability will meet the particular operational requirements and conventional three axis aerodynamic control surfaces therefore would be provided.

9 The air/gas efflux at the nozzles directed at the leading edges of the aerofoils must be sufficient in volume and velocity as will make the aerofoils generate aerodynamic forces capable of supporting either wholly or in part the entire flying machine according to its mode of operation and the provision, or otherwise, of other means of lift.

For STOL operation, part of the lift may be provided by small lateral wings which will become the principle means of supporting the machine in normal cruising flight, when the longitudinal wings could be retracted to be flush against the fuselage surface and the efflux is diverted from the ducting 3 to the propulsion nozzle(s).

11. Because the aerofoils and their associated air/gas effluxes are equally disposed on each side of the flying machine, aerofoil drag and efflux reaction effects will cancel in opposition and the essential forces acting upon the flying machine will be lift force components from the longitudinal wings acting conjointly above the centre line of the machine.

12. The basic arrangement shown in Figure 1 may be elaborated as shown in Figure 2.a. where the wings are shown provided with leading edge slots and trailing edge flaps 8 which, in conjunction with adjustable struts 9 will allow the longitudinal wings to be set at an optimum position in relation to the efflux 7 for maximum lift.

13. Figure 2.b. shows how the system may also be configured to permit the employment of multiple longitudinal wings which may be adjusted 9 relative to each other for maxirnum lift and for compact stowage against the fuselage sides by shaping the fuselage to receive the retracted wings.

14. Figure 2.c. shows how a multiple wings arrangement may adapted to allow each wing to receive the outflow of efflux 7 from separate nozzles 4.

15. Figure 2.d. shows the invention as it would be applied to â hypothetical supersonic aircraft. The longitudinal wings 5 are retracted to give a flush fuselage profile and the nozzles are closed off by the leading edges of the wings. The efflux 7 is diverted from the ducts to the nozzles so that the engine(s) may be applied solely to forward propulsion. At high speed the machine depends for its support in flight upon the small lateral fixed wings 1 which may be supplemented by a lifting fuselage effect.

16. Figure 3 further illustrates how lift may be maximised by means of slots and flaps 11 and by disposition of the longitudinal wings relative to the fuselage to direct the efflux around the fuselage surface in order to derive some lifting effect from the flow over the curved surface of the fuselage.

17. Figure 4 adds further details to the previous statement. It represents a hypothetical S.T.O.L. wide airspeed range aircraft vietoed as from the rear. Drawing a. shows the machine on the ground with longitudinal wings deployed and efflux from the nozzles 4 flowing over them and possibly in part also following the curvature of the fuselage. In this case the gases would have a rearward component as they are ejected from the nozzles to provide forward thrust.The twin pylon mounted jet engines 2 at the rear of the aircraft are exhaustin via clarnshell diverters 12 into the duct(s) which supply the nozzles t. The stub wings 1 have lift enhancing flaps extended. 11 is the tail assembly.

is. Figure 4 b also illustrates the aircraft from the rear as in normal cruising flight. The longitudinal wings 5 are fully retracted to a flush position. The gas diverters 19 are fully retracted and the efflux from the engines is providing propulsive thrust. The undercarriage is retracted and the lateral stub wings with slots and flaps closed are providing all the lift required to sustain the aircraft at a high cruising speed.

Claims (1)

1. Title. LONGITUDINAL WINGS MACHINE.

   Claims.

   1. A flying machine configuration whereby lift force generating surfaces are disposed lengthwise along each side of a fuselage with the leading edges of the surfaces located near outlets or nozzles which eject air/gas produced at sufficient volume and velocity by the machines' engine(s) as will suffice to act upon the surfaces, thus providing aerodynamic lift force according to the requirements of the machine.

   2. The aerofoil surfaces may be singly on each side of the machine and may be constructed with lift enhancing details e.g. leading edge slots and/or trailing edge flaps.

   3. Or the aerofoils may be multiple in various arrangements as shown by examples in Figure 2 according to particular flying machine geometries and operational requirements.

   4. The aerofoils may be so disposed in relation to the fuselage, Figure 3, as to direct part of the air/gas flow over the surface of the fuselage in order to obtain supplementary lift force from the curvature of the fuselage profile.

   5. Given that the flying machine is provided with small fixed lateral wings and/or a fuselage shape designed to provide enough lift for normal cruise flight, the longitudinal lift surfaces may be retracted flush against the fuselage or within the fuselage in order to minimise drag at high speed.

   6. Or, the aerofoils may remain extended in order to act as lifting surfaces in forward flight with reduced incident air/gas efflux from the nozzles, or no such efflux.

   When the surfaces are fully retracted, the air/efflux gases previously required for the longitudinal lifting surfaces may be diverted and part or the whole of the engine(s) power may be applied to forward propulsion.

   7. During ascent, descent or hover, control of the machine in the three sxes will be by means of Jet thrusters supplied from the engine(s) and acting at the flying machines' extremities. At relatively slow airspeed and in normal forward flight the machine may be controlled by means of conventional three axis control surfaces.

   8. The system herein described will allow high speed aircraft to maintain normal flight with a minimum of sustaining surf ace, thus reducing parasitic and induced drag. It therefore follows that there will be some benefit in the economic operation of the aircraft.

   9. The ability of flying machines using the longitudinal wing system as described herein to operate without elaborately prepared landing places and to fly slowly or to hover may also be of advantage in particular circumstances.

   1. A flying machine configuration as described herein with reference to Figures 1-4 of the accompanying drawings.