JP3180115B2 - STOL aircraft - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Application of the Invention) The present invention relates to an aircraft capable of taking off and landing with a short gliding distance (hereinafter referred to as a STOL aircraft). (Prior Art) There are three main types of conventional short-distance takeoff and landing methods described below.

(1) EXTRENAL BLOWING FLOP (hereinafter EBF) shown in Fig. 5
Method).

FIGS. 5 and 6 show a USA YC-15 type aircraft, which achieves a high lift coefficient of 6.0 by blowing 15. The jet engine exhaust flow 8. to the 17. flaps at the trailing edge of the main wing.

(2) The wake deflection or tail sitter method shown in FIG.
1. The wake of the propeller is bent downward strongly by the flap 22 at the trailing edge of the wing to obtain a high lift coefficient.

FIGS. 7 and 8 show a high lift coefficient by this method.
5.7 The Japanese PS-1 machine that obtained 6.5 is shown.

(3) Fig. 9 shows UPPER SURFACE BLOWING (hereinafter referred to as USB system). In this method, 25. An exhaust duct is installed on the upper surface of the main wing.

26. The engine's 28. Exhaust flow is blown down along the upper surface of the wing and also flows along the upper surface of the 29. flap and 30. flap at the trailing edge of the wing, producing high lift. Fig. 9 shows that the USA YC-
This shows a 14-inch machine. (Problems to be solved) However, the conventional STOL aircraft require an ordinary gliding distance because of the high lift device provided in all three systems (hereinafter referred to as CT).
The flight speed and payload performance are inferior to those of the OL aircraft. Therefore, the conventional STOL aircraft is hardly practical. That is, the tail sitter system shown in FIG. 7 is not suitable for high-speed flight as shown below.

That is, (2) the propeller is used as shown in FIG.
The wake of the propeller accelerated by 21. hits the leading edge of the wing 24. The speed behind the propeller is approximately 1.8 times the flight speed immediately after the propeller.

Therefore propeller 21. Even if the wing is equipped with the wing separated from the leading edge of the wing forward, the wake of the propeller collides with the leading edge of the wing, which is about 0.15 Mach faster than the flight speed.

This is not suitable for various aircraft flying at high speed just before the wing generates a shock wave (approximately 0.8 Mach). In other words, the aircraft is limited in its economical flight speed by the shock waves generated by the wings. To flying speed M in FIG. 13 shows an increase in air drag coefficient C _D. Steep increase in C _D At a respective thickness-to-chord ratio are both from 0.80 to 0.85 Mach is known.

Therefore, this Tilshitta system has a flight speed of 0.65-0.70
Is limited to

Next, (3) in the USB system, as shown in FIG. 9, the exhaust jet of the engine is once bent upward by about 8 degrees and then downward by 8 degrees, and then blown out along the upper surface of the main wing 25.

Therefore, 31. The core engine 32. The jet nozzle also needs special specifications to bend upward by about 8 degrees. In addition, there is energy loss due to the bending of the duct. In addition, 27. When the exhaust jet is ejected from the duct outlet 2
5. There is a loss of engine thrust due to frictional resistance with the upper surface of the wing.

Thus, there is no room for improvement in both the tailsitter method and the USB method. Therefore, the present invention obtains a STOL aircraft which is about 2.3 times the payload and has a flight speed of 0.80 to 0.85 Mach which is not inferior to CTOL aircraft by adding the following improvements to the EBF system shown in FIG.

Of course 50% by using the configuration of the present invention for CTOL machine
The above increase in payload can be obtained.

 The present invention will be described with reference to FIGS.

FIG. 1 is a perspective view showing an entire STOL aircraft according to the present invention.

FIGS. 2 and 3 show the STOL aircraft of the present invention shown in FIG. 1. 1. Main wing and 2. Slats 6. Flaps. And 4. Configuration of the fan of 4. Flop fan engine. Recently, a flop fan engine (hereinafter, referred to as a flop fan) equipped with a propeller with a sweep angle on a turbo flop engine has become practical.

In the present invention, an aft fan type flop fan engine provided with the 5. fan shown in FIGS. 2 and 3 behind the 11. core engine is used.

The conventional turbofan engine was prototyped as an aft fan, but the combustion gas leaked from the rotating surface of the aft fan and the outside diameter of the engine. Only the engine became practical.

The flop fan engine, which is also shown in FIGS. 2 and 3, has become practical since the manufacture of a fan with a sweepback angle has become possible due to the development of processing technology for titanium alloys and composite materials.

The B727 passenger aircraft was equipped with a GE.36 type flop fan engine, and as a result of a flight test, the propulsion efficiency was 84 at a flying speed of 0.8M.
%. The vise ratio was 35.

The B727 also flies at 30,000 feet
0.84M was obtained. The present invention makes use of the fact that the flop fan engine is of the aft fan type and has a bypass ratio of 35, and has the following significant effects.

That is, the fact that the bypass ratio is as large as 35 is the present invention: FIG.
5 in the figure behind the fan. As shown in Fig. 6, the temperature is low unlike the jet nozzle of the turbofan engine. This means that a low-speed uniform flow can be obtained. This is the present invention: 5. As shown in FIGS. 1 to 3, 5. A structure in which a flap is provided immediately after a fan. Suitable. The flop fan engine used in the present invention is shown in FIGS. 2 and 3 and will be described with reference to FIGS. In Fig. 2 and Fig. 8, the jet of hot combustion gas (hereinafter referred to as HOT-AIR) has a bypass ratio of 35 by the fan.
Is sufficiently stirred with the atmosphere and released backward. The air is mixed at a ratio of 35. HOT-AIR 1 at about 600 ° C to 5. At the rear of the fan, a low-temperature flow of 100 ° C or less is generated. Therefore, in the configuration of the present invention (FIGS. 2 and 3), 6. flap can be provided immediately after 5. fan. Incidentally, in the conventional EBF system shown in Figs. 5 and 6, the YC-15 machine is equipped with a turbo fan engine .15 (JT-8D) with a bypass ratio of 0.99. Therefore, HOT-A at about 600 ° C from the jet nozzle
A high-temperature stream of about 350 ° C or higher, in which IR is mixed at a ratio of about 1: 1, is blown out. Because of this, 16. The jet nozzle needs to be charged and separated from the flap forward. 15. The engine extends to the front of the wing and supports it. 20. The palon also 18. Intersects with the slat at the leading edge of the wing. Needed.

16. The jet jet from the jet nozzle has a high speed of about 500M / sec even when the airframe is stopped.

Since the flow velocity received by the flap of the conventional CTOL machine is about 130% (80 M / sec) of the takeoff and landing speed, the conventional EBF method (shown in Fig. 5 and Fig. 6) uses the 17. Here is another need to move forward. As described above, in the conventional EBF system (FIGS. 5 and 6), the 19. slat provided on the leading edge of the main wing 18. is divided into three parts by 15. the 20. pylon for suspending the engine. Therefore, a gap .G is required in the middle of the slat at the leading edge of the wing to reduce the effect of obtaining high lift of the slat. On the other hand, according to the present invention, a high lift can be obtained by the following configuration without using the gap G for dividing the slat. Hereinafter, description will be made with reference to FIGS. That is, the four-flop fan shown in FIGS.
The configuration of the present invention mounted on the lower surface of the main wing eliminates the need to divide the slats by interference with the engine pylon or the engine outer diameter as described below. This is explained below. (1) Since the temperature and velocity of the 4. jet from the flop fan to the rear from the fan are sufficiently low, 5.
6. You can get close enough to the flap. Therefore, 4. the flop fan engine can be mounted close to the trailing edge of the wing. Wear. (2) 4. The outside diameter of the 10. air intake section of the flop fan engine is much smaller than the conventional 15. turbofan engine shown in FIGS. This is due to the fact that the conventional 15.turbofa engine shown in Fig. 6 is shown in detail in Fig. 4. 14. A large diameter 13. immediately after the air intake, 13. low pressure fan is provided. In other words, in order to obtain high propulsion efficiency and fuel efficiency of the engine, it is necessary to increase the outside diameter of the low-pressure fan to increase the bypass ratio. Therefore, the front outside diameter of conventional turbofan engine .15 is larger than that of 13. low-pressure fan. Therefore, if the conventional turbofan engine 15. is to be mounted on the lower surface of the main wing 1. as shown in FIG. 1 (FIG. 1, FIG. 3), as shown in FIG. Interference with the outer diameter of the turbofan engine required 2. Slats to be split. To avoid interference between the slats and the turbofan engine, if the turbofan engine is moved downward from the wing lower surface, the flap cannot receive 8.HOT-AIR. (Structure of the Invention) On the other hand, the flop fan engine 4. used in the structure of the present invention 4. As shown in FIGS. 2 and 3, 4. The front part of the flop fan engine 10. The outside diameter of the air intake section is 11.
5. A small (large-diameter) fan with only a core engine and a large diameter is located at the rear end of the engine. In this way, the front of the 4. flop fan engine has a small outside diameter, only the outside diameter of the 11. core engine. For this reason, according to the present invention, even if the slats provided at the leading edge of the main wing are lowered as shown in FIGS. 2 and 3, it does not interfere with the outer diameter of the flop fan engine. Therefore, in the configuration of the present invention, the 2. slats provided at the leading edge of the wing 1 do not need to be divided by interference with 4. flop fan engines or 3. pylons. As described above, the main wing 1
8. The reduction in lift due to the division of the leading edge 19. slats into the gap G by 20. pylon for the engine has been eliminated. (Effect of the Invention) In the conventional EBF method (shown in FIG. 5), the value of the reduction in lift due to the division of the slats by the gap G is set to 10.
To Figure 12. In the conventional EBF system (shown in Fig. 5), the angle of attack is increased and the slats and 17. flaps are lowered to obtain high lift for the wing 18. When the angle of attack is increased, 18. The air flow on the upper surface of the wing generates a vortex, loses lift, and stalls. 19. The slats obtain high lift by guiding more airflow to the upper surface of the wing and suppressing the generation of vortices. However, in the conventional EBF method, the 19. slat was divided by the 20. pylon for the engine as described above. The value that the lift decreases due to the split of slat 19.
Figures 0 to 12 show the results. Fig. 10 shows that stall occurs at a small angle of attack when a gap G divided by the pylon 20 exists in the slat. (Cited literature: Journal of the Society of Aeronautics and Astronautics, Vol.22, No.248) The stripe pattern on the wing and its subscript indicate the angle (10 ゜ 12 ゜ 14 ゜ 16 ゜) at which stall starts and its range. As can be seen from this figure, the gap of slat 19.
The trailing edge of the main wing of G. has a stall at a small angle of attack of 10 °, but the other parts do not stall until a large angle of attack of 16 °. Therefore, as shown in the configuration of the present invention (FIG. 1 and FIG. 3), the main wing of the present invention having a slat having no aerodynamic gap G. As compared with, it is possible to obtain a 10% higher lift without stall until the angle of attack is increased by 6 ° or more. In FIG. 12, the slat at the leading edge of the wing does not have a gap G. The slat has a gap G. (1) The angle of attack and lift coefficient C _{L of} the wing that the wing has. The following shows the relationship. Fig. 12 shows the data of the main wing of the Japan C-1 type transport aircraft (CTOL aircraft), and the slat gap G. is (1) places. The main wings of the C-1 transport aircraft and the conventional EBF type STOL aircraft (shown in FIGS. 5 and 6) both use slats and double slot flaps of the same type, and therefore can be considered to have substantially the same lift coefficient. . In Fig. 12, the value of the lift coefficient C _L max. Of the wing that has a gap G.
Known as 3.1. (Cited literature: Aviation Journal, April 1979, p. 82) In FIG. 12, the slat has a gap G. (1) in view of the lift coefficient C _L max. = 3.5 of the wing having a slat without the gap G.
C _L max of the main wing with sites is 3.1 12% lower. Estimated by wing to (2) months owns gap G. slat experience is expected to 14.5% lower C _L max2.9 of C _L max3.5. The wing up 17 percent of the present invention having a slat no gap G. viewed from the main wing to the contrary to the gap G. (2) months owned C _L max3.5
Becomes In the conventional EBF system (shown in Fig. 5), the leading edge slats 19. of the main wing 18. are divided into three parts by (2) clearances G. It is known that the lift coefficient is 6.0. The value of 6.0 can be regarded as the sum of the lift coefficient C _L max2.9 of the wing alone and the lift obtained by bending the 15.HOT-AIR of the turbofan engine down with 17. flaps. Therefore, the lift coefficient of the method of the present invention is the gap G.
There is no wing value C _L max3.5 to 5.
Lift force obtained by bending down with a flap (6.0-2.9)
= 3.1, which is the sum of C _L max6.6. That is, the configuration of the present invention can obtain a 10% higher lift than the conventional EBF method. If a 10% increase in lift is used to increase the payload, a dramatic 80% increase in payload can be obtained as shown below. The data of the conventional EBF system (YC-15 shown in Fig. 5) is shown below and explained based on it. (Cited document: Aeronautical Technology No. 265) Maximum takeoff weight 98,286KG. Payload (STOL state) 12,244KG Payload (CTOL state) 28,123KG Wing area 161.65M Fuel capacity 23,700KG From the above, the proportion of payload in the maximum takeoff weight is ST
It is 12.5% in the OL state and 28.6% in the CTOL state. The present invention also increases the maximum take-off weight by 10% due to a 10% increase in lift: 9,8
Increase by 29KG. 9,829KG is the conventional STOL state payload of 12,244kG 8
Equivalent to 0%. As described above, the configuration of the present invention eliminates the gap G. that divides the slat at the leading edge of the main wing, thereby eliminating the conventional EBF type STO.
It is possible to obtain a breakthrough 80% increase in payload compared to the L machine. Next, the effect when the configuration of the present invention is applied to a CTOL machine will be described. In addition to the effects of the previously described flop fan engine.4, this engine has a heavy fan.5 at the rear end, and the center of gravity in the front-rear direction is rearward compared to the conventional turbofan engine.15 shown in Fig. 4. is there. Therefore, the pylon .3 that suspends the engine 4. can be attached to the rear of the engine. Therefore, although the air intake .10 of the engine must be located forward from the leading edge of the wing due to area rules and ram pressure, the pylon for suspending the engine is equipped with a wing as shown in Fig.2 and Fig.3. 2. Does not interfere with the leading edge slat. No.
As shown in FIGS. 12 to 14, by eliminating the gap G dividing the wing leading edge slat 19. (2) The lift coefficient C of the wing having two divided gaps G is 17% higher than the lift coefficient C _L max2.9. _L max3.5
Has been described above. The lift coefficient 6.0 of the conventional EBF method is the lift coefficient C _{L of the} wing alone.
The sum of max3.1 and the lift obtained by bending the exhaust flow of the engine downward with the flap at the trailing edge of the wing. Therefore an increase in the lift of the entire aircraft also increased by 17% the lift coefficient C _L of the wing alone had only not obtained about 10%. In contrast lift CTOL machine can obtain an increase of 17% in the lift coefficient of the wing alone 17% increase when aircraft lift and maximum takeoff weight both equal to the lift coefficient C _L of the wing itself. Dedicating a 17% increase in takeoff weight to an increase in payload can provide the following breakthrough effects. The data of the conventional EBF method (YC-15 shown in Fig. 5) is cited. For CTOL aircraft, a 17% increase in the wing lift coefficient _CL max is equivalent to a 17% increase in the wing lift or maximum takeoff weight. The following calculation is for the case where the YC-15 flies in CTOL. Maximum takeoff weight of the Aircraft: A 17% increase of 98,286KG is an increase of 16,708KG. This value is equivalent to 60% increase of the payload: 28,123KG in CTOL state. From this apparent 60% increase, the structural weight gain due to the added strength of the aircraft to withstand a 17% increase in maximum take-off weight and additional fuselage volume to accommodate the increased payload is reduced by approximately 40-
A 50% increase in payload is obtained. Furthermore, the propulsion efficiency of the flop fan engine used in the configuration of the present invention is about 25% higher than the propulsion efficiency of the YC-15 type engine (JT-8D turbofan engine), and the fuel consumption is reduced by 25%. With the effect, you can get a further 21% more payload as shown below. That is, YC-15 fuel capacity: 25% of 23,700KG = 5,925KG
The cruising power does not decrease even if is reduced. If this 5,925KG is used to increase the payload, the apparent increase in the payload will be 5,925 / 28,123 = 21%. Adding the apparent payload increase of 60% due to the increase in the lift coefficient of the wing mentioned above, the apparent payload increase is 81%. A 60-70% net payload increase can be obtained, deducting the structural weight increase due to the additional strength and fuselage volume associated with the increased payload. The configuration of the aircraft of the present invention and its effects have been described above. Next, an autopilot device required for implementing the present invention on a large STOL aircraft will be described. As shown in Fig. 14 and Fig. 15, large-scale STOL aircraft (with a take-off and landing run distance of 600M or less) require an automatic device that balances the left and right inclination of the aircraft in preparation for one engine malfunction during take-off and landing flight. This results in high costs. In other words, the take-off and landing speed of a large STOL aircraft is about 130 KM / hour and CT
It is significantly lower than the 190 KM / hour for OL machines. The effectiveness of the rudder is proportional to the square of the flight speed, so the effectiveness of the rudder of a STOL aircraft is only about 1/2 that of a CTOL aircraft. Therefore, the large STOL aircraft has the same aileron as the CTOL aircraft during takeoff and landing flight at low speed. flap. It is difficult to control only one spoiler if one engine is not operating properly. For this reason, an automatic device having the engine output sensor shown in FIGS. 14 and 15 is required, and the cost is increased. Next, the configuration and operation of the automatic device will be described with reference to FIGS. Fig. 14 is a perspective view of the STOL machine of the present invention. Fig. 15 is a block diagram showing the engine output and the operation of each flap and spoiler. The symbols in Fig. 14 are explained below. 2.Slat 4.Flop fan engine 5.Fan
34.EBF flap (L / H) 35.EBF flap (L / H) slot 36.EBF flap (R / H) 37.EBF flap (R / H)
Slot 38. outer flap (L / H) 39. same slot 40. outer flap (R / H) 41. same slot 4
2. Spoiler (L / H) 43. Spoiler (R / H) is shown. In FIG. 15, 44. # 1 (L / H) engine pressure sensor 45. # 2 (R / H) engine pressure sensor 46.EBF flap (L / H) position sensor 47.EBF flap (R / H) H) Position sensor 48. Outer flap (L / H) position sensor 49. Outer flap (R / H) position sensor 50. Air data sensor 51. EBF flap (L / H) servo 52. EBF flap ( R / H) servo 53. EBF flap (L / H) slot actuator 54.
EBF flap (R / H) slot actuator 55. Outer flap (L / H) trim servo 56. Outer flap (R / H)
H) Trim servo 57. Spoiler (L / H) actuator
58. Actuator for spoiler (R / H) 59. Signal input device 60. Actuator device 61. Flight control unit 62. Flap position selector 61. The flight control unit consists of a programmable digital computer, a wired microcomputer or a digital logic circuit. 62. The flap position selector is a terminal device for the captain to set the down angle of the 34,36.EBF flap before takeoff and landing flight. According to the embodiment, the flap lowering angles are 0 °, 30 °, 45 °, and 60 °.
゜. There are four setting positions. 0 ゜ is flap retracted 30 ゜ is CTOL takeoff and landing 45 ゜ is STOL takeoff 60 ゜ is set for STOL landing. When the setting of the EBF flap lowering angle is 30 °, 45 °, 60 °, both outer flaps 38, 40 are programmed to set to the lowering angle of 60 °. As shown in FIGS. 2 and 3 in the same airframe,
6. When the EBF flap lowering angle is less than 30 °, 8. Engine exhaust flow does not collide with EBF flap.
You can get take-off and landing method. Next, the outline of the operation will be described. Indicate engine thrust when one engine is malfunctioning44,4
5 Malfunctioning engine is detected by the engine pressure sensor. In the wing on the malfunctioning engine side, the speed of the exhaust flow of the engine decreases, and the lift obtained by colliding with the EBF flap 34 or 36 on the trailing edge of the wing decreases. In addition, since the thrust of a malfunctioning engine also decreases, the wing of the malfunctioning engine tilts backward and it is difficult to maintain the required course. Therefore, the slot 35 or 37 of the EBF flap of the main wing on the malfunctioning engine side is opened to reduce the air drag of the flap to compensate for the decrease in thrust of the malfunctioning engine. Furthermore, the outer flap of the wing on the malfunctioning engine is reduced to a maximum of 60 ° to compensate for the decrease in lift of the wing on the malfunctioning engine. Then, in the landing state (usually, the spoiler is not used in the takeoff state), the spoiler 42 or 43. of the malfunctioning engine-side main wing is retracted in order to compensate for the decrease in lift and thrust of the malfunctioning engine's main wing. The detailed operation will be described below with reference to FIGS. 14 and 15. 34,36EBF when both left and right (L / H, R / H) engines are in good condition
Flaps 35, 37 EBF Flap slots 38, 40 Outer flaps 42, 43 Spoilers operate the same value on the left and right wings based on the settings of the 62 flap position selector 61. The value programmed in the flight control unit is added 62, flap position The setting values of the selector and the operation amounts of the flap and the left flap based on this setting value have been described above. The L / H and R / H engine pressure sensors are embedded in the pressure ports between the compression turbine blades of each engine and send signals proportional to the thrust of the engine to the flight control unit. 61. The flight control unit detects a malfunctioning engine based on the magnitude of the signal value difference. That is, when the difference between the pressures of the left and right engines is equal to or less than a predetermined value, both engines are not regarded as malfunctioning. Next, when the signal value of one of the 44 and 45 pressure sensors becomes lower than the signal value of the other sensor by more than the set value, the engine with the lower pressure value is regarded as malfunctioning. When the malfunction of one engine is detected, 3
4,36. Both EBF flaps 35,37.Slots 38,40 for the left side.Outer flaps and 42,43.Management of spoiler to compensate for imbalance of lift and thrust of left and right wings due to malfunction of one engine. Keep control. For convenience of explanation, the operation when the L / H engine is out of order is now explained. 44. The signal value of the L / H engine pressure sensor decreases, and this signal causes the 61. Flight control unit to detect a malfunction of the L / H engine. Therefore, the 34.L / H EBF flap is lowered to the same angle as the adjacent 38.outer flap to compensate for the reduction in lift. Further, the slot 35 of the EBF flap 34 receiving the exhaust flow of the malfunctioning L / H engine is opened by the slot actuator for the 53.L / H EBF flap to reduce the air drag of the flap. The thrust and lift reduced by the malfunctioning engine are compensated for by increasing the down angle of the 34.EBF flap on the malfunctioning engine (L / H) side wing and opening the flap slot .35 to maintain stable flight. Before taking off and landing, set the EBF flap lowering angle to 61. The flap position selector is set to 30 ° for CTOL, 45 ° for STOL takeoff, and 60 ° for STOL landing. 62. If the flap position selector is set to 30 °, 45 °, or 60 °, the flight control unit is programmed so that the 38, 40 outer flaps obtain a 60 ° lowering angle. Then, the 62. flap position selector receives the 51.EBF (L / H) flap servo 52.EBF (R
/ H) Activate the flap servo and lower the EBF flap to the position (30 ゜ 45 ゜ 60 入 力) input to the 46.EBF (L / H) flap position sensor and 47.EBF (R / H) flap position sensor. Also, the slots 35 (L / H) and 37 (R / H) of the EBF flaps are used to prevent damage to the flaps, and the position sensors 46, 47, Despite the signal at 48,49. 61. The flight control unit does not activate the 53,54.EBF slot actuator. 57, 58. The spoiler's actuator is activated in the following cases. Put out (actuate) the spoiler and make one of the L /
In the case of H engine malfunction, the thrust and lift on the L / H wing side decrease. To compensate for this imbalance, the L / H spoiler is pulled in by the L / H engine malfunction signal from the 44.L / H pressure sensor, and the lift and air drag that were lost due to the spoiler operation are recovered. 50. Air data sensors 61. The flight control unit is connected so that each flap position can be adjusted as a function of aircraft speed. The configuration and effects of the present invention have been described above.

[Brief description of the drawings]

FIG. 1 is a perspective view showing the entire STOL aircraft according to the present invention. 1. wing, 2. slat, 3. pylon, 4. flop fan,
5. Indicates a fan and 6. a flap. FIG. 2 is a detailed view showing the installation of the 4. flop fan engine of the present invention (FIG. 1). 8.HOT-AIR, 9.HOT-AIR duct, 10.Air intake, 1
1. Show the core engine. Fig. 3 shows 5. By installing a duct around the fan ann in Fig. 2, reducing the fan outer diameter, shortening the pylon, and blowing more exhaust air from the fan onto the flap. EBF
It is explanatory drawing which can increase the lift of a flap. In other words, when the outer diameter of the fan was large, much of the lower part of the fan exhaust flow passed under the flap to reduce the effect of the EBF flap. FIG. 4 shows a conventional front fan type turbofan engine.
When 15. is installed on the underside of the wing, it is a detailed view showing the state of interference between the slat, 3. pylon, and 15. the outer diameter of the engine when the slat at the leading edge of the wing is lowered. Shows 12. core engine, 13. low pressure fan, 14. air intake. Fig. 5 shows a perspective view of a conventional EBF type STOL aircraft YC-15. This section shows the gap between 18. main wing, 19. slat, 20. pylon, and G. slat. Fig. 6 shows 15. Turbofan engine of Fig. 5 installed on main wing by 20. pylon 18. Sprayed from jet nozzle
This is a detailed diagram showing the conventional EBF method in which 8.HOT-AIR is sprayed on 17.flap. 14. Show the air intake. Fig. 7 is a perspective view showing the whole Tilshitta system STOL machine (PS-1 machine). Shows 21. propeller, 22. flap, 24. wing. Fig. 8 shows the main wing and 22.
It is a detail drawing of the tail sitter system that obtains high lift by bending downward with a flap. 23. Shows the air outlet for BLC. Fig. 9 is a perspective view showing the whole STOL machine (YC-14 type machine) by USB system. 25.Main wing, 26.Turbofan engine, 27.Exhaust duct, 2
8. Exhaust flow, 29. flap, 30. flap, 31. koa engine, 32. jet nozzle, 33. low pressure fan. Fig. 10 shows a state in which stall starts at a low angle of attack because 18. the slat on the leading edge of the wing is divided by the gap G due to the interference with the pylon. The subscript number in each striped area indicates the angle of attack at which stall begins. FIG. 11 is a detailed view showing a gap G in which the 19.slat is divided by the 20. aileron in FIG. FIG. 12 shows a wing slat with no gap G. in the slat 19. at the leading edge of the wing (same as the configuration of the present invention).
Fig. 6 is a graph showing a comparison between the angle of attack and the lift coefficient for a conventional EBF wing with G. FIG. 13 is a graph showing the increase of the air drag coefficient C with respect to the flight speed M (Mach) (at zero sweep angle). FIG. 14 is a diagram showing a countermeasure that it is difficult to obtain sufficient flight stability when one of the engines is malfunctioning only by operating the conventional aileron and spoiler during takeoff and landing flight when the STOL aircraft of the present invention is in a low speed state. 1 is a perspective view of an aircraft equipped with the automatic pilot device shown in FIG. Fig. 15 is a block diagram showing the configuration of an autopilot system for ensuring flight stability even in the event of one engine malfunction during takeoff and landing flight, which is a low-speed flight state. 59. Signal input device, 60. Actuator device.

Continuation of the front page (56) References JP-A-46-6326 (JP, A) UK Patent Application Publication No. 2096551 (GB, A) P. Campbell, "VER TICAL TAKEOFF AND LANDING AIRCRAFT" (1962) The Macmillan Company (US), p. 143-147 "Aviation Information Extra Edition World Aircraft Yearbook 1986 Edition", [490] (1986) Jintosha Co., Ltd. p. 293 "Aeronautical Information", [370] (Showa 52-2-1) Kotosha Co., Ltd. p. 41-48 (58) Field surveyed (Int.Cl. ⁷ , DB name) B64D 27 / 06,27 / 12 B64D 27 / 18,27 / 26

Claims (1)

(57) [Claims] 1. An aircraft equipped with a prop fan engine (4) via a pylon (3) in the vicinity of a lower surface of a main wing so as to flow an exhaust gas flow on the lower surface of the main wing rearward along the lower surface of the main wing. By equipping the rear part of the prop fan engine (4) whose exhaust flow is low in temperature and low speed near the front of the flap (6) of the main wing trailing edge, the exhaust flow of the engine (4) is Of the pylon (3) for suspending the engine (4) by mounting the rear part of the engine (4) close to the front of the flap (6) at the trailing edge of the wing. Since the mounting position is retracted in the direction of the trailing edge of the wing, the pylon (3) for suspending the engine (4) does not interfere with the slat (2) of the leading edge of the wing. Split in the wing width direction By preparative constituting the integral of the slat (2) without, characterized in that to obtain a high-lift
STOL aircraft structure.