GB963406A - Aircraft with two or more jet engines arranged symmetrically with respect to the central longitudinal axis of the aircraft - Google Patents

Abstract

963,406. Direct lift aircraft. DORNIERWERKE G.m.b.H. Feb. 16, 1962 [Feb. 16, 1961; Feb. 21, 1961], No. 5999/62. Headings B7G and B7W. [Also in Division F2] An aircraft has two or more jet-propulsion engines arranged symmetrically with respect to its longitudinal axis, each engine having one or more pairs of nozzles arranged on its sides, and ducting extends between half the nozzles of each engine and the corresponding nozzles of its symmetrically opposite engine, the ducting having valves at each end whereby each engine may feed its own nozzles, the ducting being unused, and should any engine fail, the said half of its nozzles may be disconnected from that engine and connected through the ducting to the symmetrically opposite engine, which feeds those nozzles instead of the said half of its own nozzles. In Fig. 1, gas-turbine engines I, II, normally supply nozzles 1, 4 and 1<SP>1</SP>, 4<SP>1</SP>, respectively, these nozzles being orientatable to provide lift or propulsion forces. Interconnected valve members 3, 3<SP>1</SP> normally connect nozzles 4 and 4<SP>1</SP> to supply ports 2 and 21 respectively. Should engine I, say, fail, valve 3 is operated manually, or automatically in response to pressure differences in the effluxes of the two engines, to isolate the engine and connect nozzle 4 to duct 5. At the same time, valve 3<SP>1</SP> connects port 2<SP>1</SP> to duct 5 and isolates nozzle 41. The rolling moment due to an engine failure is thus reduced. Valves 3 and 3<SP>1</SP> may be replaced by butterfly valves in ports 2, 2<SP>1</SP>, nozzles 4, 4<SP>1</SP>, and duct 5, Fig. 4 (not shown). If the inboard nozzles 4, 4<SP>1</SP> are brought closer to nozzles 1, 1<SP>1</SP> by ducting as shown in broken lines in Fig. 1, even less rolling moment occurs on engine failure. The duct 5 may extend through the fuselage or wing, and in the latter case may be arranged to de-ice the wing leading edge. The engines may be installed so that the outboard nozzles are higher than the inboard ones, and discharge in an outwardly inclined direction so reducing the difference between the moment arms of an inboard and an outboard nozzle, Figs. 4 and 8 (not shown). The duct may connect the outboard nozzles, and may have extensions feeding wing tip altitude control jets with gas bled from the engines, Fig. 5 (not shown). Alternatively, the extensions may feed gas driving wing tip fans for altitude control, the fan air controlling the boundary layer on the wings. One duct may extend between the outboard nozzles, and another between the inboard nozzles, or a single duct may have branches extending to all four nozzles, Fig. 8 (not shown). In the case of ducted fan engines, where the fan air supplies a forward pair of nozzles and the turbine gases supply a rear pair, one duct may extend between the inboard air nozzles of two engines, and another between the outboard air nozzles, or one duct between the inboard air nozzles and one duct between the outboard gas nozzles, Figs. 6 and 7 (not shown).