SE189445C1

SE189445C1 -

Info

Publication number: SE189445C1
Authority: SE
Publication date: 1963-01-01

Description

Uppfinnare: P G Kappus Prioritet beglird !ran den 15 apri1 1960 (USA) Foreliggande uppfinning hanfor sig till sadana flygplan for vertikal start ()eh landning, som anvanda sig ay vingflaktar for saxal framdriyning under horisontal planflykt som start och landning och vilka effektivt mojligOra syayning pa ett stalle och dessutom en relativt hog horisontell fart. Inventor: PG Kappus Priority Accompanied on April 15, 1960 (USA) The present invention relates to such vertical take-off () or landing aircraft which use wing flares for axial propulsion during horizontal flight as take-off and landing and which are effectively possible. in one place and also a relatively high horizontal speed.

Manga olika typer av flygplan for vertikal start och landning ha foreslagits under senare ãr. I och med utvecklandet av reaktionsmotorn, har man proyat och tillverkat vertikalt startande och landande flygplan fOrsedda med sadana motorer. Vertikalt startande och landande flygplan ha uppenbara fOrdelar, emedan de icke krava nagra langa start- och landningsbanor och aro mycket lattmanovrerade. Enligt vissa fOreslagna konstruktioner har man reaktionsmotorer monterade pa flysplanets vingspetsar pa sadant satt, att motorerna kunna avge utloppsgasstrommen rakt nedat fOr vertikal start och darefter svangas till horisontellt lage for normal planflykt. Enlist andra forslag anvandas stora flaktar, inbyggda i vingarna och anordnade att transportera luft fran vingarnas oversida till deras undersida for att darigenom alstra lyftkraft, medan man med hjalp av stallbara jalusiklaffar riktar luftstrommen bakat fOr att astadkomma horisontal dragkraft mom ett Overgiingsstadium, yarefter reaktionsdrift slas till for horisontal planflykt. Flaktarna drivas av printarmaskiner, sasom t. ex. reaktionsmotorer, vilka kunna ayge sin utloppsgasstrom genom rorledningar till pa flakthjulen anordnade spetsturbiner eller ocksa driva flakthjulen direkt med hjalp av mekaniska kraftoyerforingsorgan. Flaktarna transportera stora kvantiteter luft for att alstra maximal lyftkraft, men flygplanets fart framat blir relativt lag, sa lange lyftflaktarna arbeta. Many different types of aircraft for vertical take-off and landing have been proposed in recent years. With the development of the reaction engine, vertical take-offs and landing aircraft equipped with such engines have been developed and manufactured. Vertical take-off and landing aircraft have obvious advantages, as they do not require any long runways and are very easy to maneuver. According to some proposed constructions, reaction engines have been mounted on the wingtips of the aircraft in such a way that the engines can discharge the exhaust gas stream straight down for a vertical start and then swing to a horizontal position for normal flight. According to other proposals, large flakes are used, built into the wings and arranged to transport air from the upper side of the wings to their underside in order to thereby generate lifting force, while with the aid of adjustable shutter flaps the air stream is directed backwards to achieve horizontal traction at a transition stage. for horizontal plane flight. The flats are driven by printing machines, such as e.g. reaction engines, which can increase their exhaust gas flow through pipelines to tip turbines arranged on the flat wheels or also drive the flat wheels directly with the aid of mechanical power transmission means. The take-offs transport large quantities of air to generate maximum lift, but the aircraft's forward speed will be relatively low, as long as the take-off take-offs work.

Det foreligger behov av ett flygplan, som är i stand att starta vertikalt, svava pa ett och samma stalle samt flyga framat med relativt hOg fart, utan att man behover koppla om frau ett drifts att till ett annat. Ett sadant flygplan kraver normalt sä stora flaktar, att de, om de installeras i flygkroppen, lamna ringa oiler intet utrymme ovrigt for nyttig last, dvs. frakt och/eller passagerare. Dessutom är det forenat med stora problem att montera sialana stora flaktar i flygplansvingarna, emedan de aro skrymmande och i allmanhet krava storre vingar an som Or Onskvart med hansyn till konstruktionsbetingelserna. Vidare medfora saelana flaktar under horisontal planflykt, att slipstrommen Over vingytorna stores av utloppsluften frail flak-ten. There is a need for an aircraft that is able to take off vertically, hover at one and the same place and fly forward at a relatively high speed, without having to switch from one operation to another. Such an aircraft normally requires such large flakes that, if they are installed in the fuselage, they leave little or no room for useful cargo, ie. freight and / or passengers. In addition, it is associated with major problems to mount sialana large flaps in the aircraft wings, because they are bulky and generally require larger wings such as Or Onskvart with regard to the design conditions. Furthermore, saelana flatters during horizontal plane flight cause the sanding drum over the wing surfaces to be disturbed by the exhaust air from the flats.

Syftet med fOreliggande uppfinning har van it att astadkomma en sadan anordning Yid vertikalt startande och landande flygplan med i vingarna inbyggda flaktar for saval lyftning som horisontalflykt, att de olagenheter, som normalt Oro forenade med de stora vingdimensioner, som krayas for att man shall fit plats med flaktarna, motverkas gcnom en minskning av vingmotstandet, och att slipstrommens storning genom utloppsluften fran flaktarna undvikes. The object of the present invention is to provide such a device Yid vertically take-off and landing aircraft with flaps built into the wings for both lifting and horizontal flight, that the inconveniences, which normally concern with the large wing dimensions, are required to fit space with the flakes, is counteracted by a reduction of the wing resistance, and that the disturbance of the grinding drum through the outlet air from the flakes is avoided.

Uppfinningen hanfor sig sarskilt till sadana flygplan fOr vertikal start och landning, yams flygkropp pa vardera sidan Or fOrsedd med en vinge med en genomgitende genomstrOmningskanal, uppvisande en bakatriktad framre kanaldel med ett luftintag i vingens framkant samt en nedatriktad bakre kanaldel med ett jalusigallerforsett utlopp i vingens undersida, varyid en maskinellt driven flakt Or koaxiellt anordnad i genomstromningskanalens nedatriktade kanaldel i narheten av dennas utloppsande, och uppfinningen bestar I huyudsak dari, att vardera genomstrOmningskanalen uppvisar ytterligare ett jalusigallerforsett luftintag, anordnat 1 vingens 2— • — Oversida, och att en ranna eller fOrsankning är anordnad i vardera vingens undersida och stracker sig bakat fran genomstromningskanalens utlopp samt emottar och genomstrOmmas av utloppsluften fran denna kanal under horisontalflykt, da det jalusigallerfOrsedda luftintaget i vingens. Oversida Sr stangt och jalusigallret i kanalens utlopp aybojer flaktens utloppsluftstram bakat. The invention relates in particular to such aircraft for vertical take-off and landing, their fuselage on each side Or provided with a wing with a through-flow channel, having a rearwardly directed front channel portion with an air inlet in the front edge of the wing and a downwardly directed rear channel portion in front of a underside, varyid a mechanically driven flat Or coaxially arranged in the downwardly directed channel part of the flow channel near its outlet, and the invention consists essentially in that each flow channel has a further louvered air intake, arranged 1 wing or 2— • The recess is arranged in the underside of each wing and extends backwards from the outlet of the flow channel and receives and is flowed through by the outlet air from this channel during horizontal flight, as the louvered air intake in the wing. Top Sr bar and louvre grille in the duct outlet aybojer flaktens exhaust air tight rear.

En som exempel yald utforingsform av uppfinningen skall nu beskrivas med ledning ay hifogade ritning: Pa denna visar fig. 1 i planvy ett flygplan, som Sr konstruerat i enlighet med uppfinningen, yarvid vissa inre organ aro antydda med streckade linjer; fig. 2 Sr en ITy ay flygplanet sett framifran och askadliggiir sarskilt detsammas olika luftintag; fig. 3 visar flygplanet delvis i sidovy och delvis i langdsnitt och askadliggor sarskilt luftens stromningsvagar under flygplanets start och svavning; fig. 4 yisar flygplanet pa samma satt som fig. 3 och askadliggor -sarskilt luftens stramningsvagar under horisontal planflykt, och fig. 5 visar schematiskt en typisk anordning for reglering och dirigering av reaktionsdriften. An exemplary embodiment of the invention will now be described with reference to the accompanying drawing: In this, Fig. 1 shows in plan view an aircraft constructed in accordance with the invention, in which certain internal means are indicated by broken lines; Fig. 2 An ITy ay of the aircraft seen from the front and specifically damaging its various air intakes; Fig. 3 shows the aircraft partly in side view and partly in longitudinal section, and especially the air flow paths during the take-off and hovering of the aircraft; Fig. 4 shows the aircraft in the same manner as Fig. 3 and ash - especially the air tensioning waves during horizontal flight, and Fig. 5 schematically shows a typical device for regulating and directing the reaction operation.

Det i fig. 1 yisade flygplanets flygkropp Sr betecknad med 10 och uppvisar ett par yingar 11, anordnade pa Orme sidor av flygkroppen. Flygkroppen Sr farsedd med ett stj artstyrYerk ay kand T-typ med Over stabilisatorn liggande hojdroder 12, som anvandes far styrning under horisontalflykt. The fuselage Sr of the aircraft shown in Fig. 1 is denoted by 10 and has a pair of yarns 11, arranged on Orme sides of the fuselage. The fuselage Sr is fitted with a steering control Yerk ay kand T-type with Above 12 located above the stabilizer, which is used for steering during horizontal flight.

Far att astadkom.ma drivkraft far s'aval lyftning som horisontalflykt Sr vardera yingen 11 forsedd med en genomgaende genomstrOmningskanal 13 (se sarskilt fig. 3), som Sr anordnad att genomstrommas ay stora mangder luft med lagt tryck. Vardera kanalen 13 Sr forsedd med ett framatriktat luftintag 14 i vingens framkant far ett andamal, som skall fiirklaras narmare i det foljande. Dessutom Sr vardera kanalen 13 forsedd med en andra inloppsoppning 15 i vingens Over-shin. For reglering ay oppningen 15 Sr ett lampligt konstruerat jalusigaller 16 anordnat i denna oppning, varvid deltas jalusiklaffar aro fOrsedda med en godtycklig lamplig omstallningsanordning, sS att de i och for reglering ay inloppsluften kunna vridas mellan ett Oppet lage under flygplanets svangningstillstand enligt fig. 3 till ett stangt och i jamnhajd med vingens Oversida utplanat lage enligt fig. 4, vilket lage jalusiklaffarna aro avsedda att inta under horisontalflykt. Genomstromningskanalen 13 ayslutas., sasom visas i fig. 3 och 4, med en bakatriktad ranna eller forsankning 17 i vingens undersida. Syftet med denna ranna eller fOrsankning kommer att forklaras 1 det foljande. I kanalens 13 utlopp befinner sig ett andra jalusi galler 18, vars jalusiklaffar pa lampligt salt aro stallhara for att dirigera luftstrommen antingen nedat enligt fig. 3 eller bakat enligt fig. 4. In order to provide propulsive force, lifting as a horizontal flight is provided, each of which is provided with a continuous flow channel 13 (see especially Fig. 3), which is arranged to be traversed in large amounts of air with applied pressure. Each duct 13 is provided with a forwardly directed air intake 14 in the leading edge of the wing for a second purpose, which will be explained in more detail below. In addition, each channel 13 is provided with a second inlet opening 15 in the over-shin of the wing. For regulating the opening 15, a suitably constructed shutter grille 16 is arranged in this opening, in which case shutter flaps are provided with an arbitrarily suitable adjusting device, so that in order to regulate the inlet air they can be rotated between an open position during the aircraft's swing condition according to FIG. a rod and flush with the upper side of the wing flattened bearing according to Fig. 4, which bearing the shutter flaps are intended to take in during horizontal flight. The flow channel 13 is closed, as shown in Figs. 3 and 4, with a rearwardly directed groove or recess 17 in the underside of the wing. The purpose of this runoff or subsidence will be explained in the following. In the outlet of the duct 13 there is a second louver grid 18, the louver flaps of suitable salt are stable to direct the air flow either downwards according to Fig. 3 or baked according to Fig. 4.

For att transportera stora mangder lagtrycksluft genom den bakat och nedat riktade kanalen 13, Sr en flakt 19 inhyggd i dennas. utloppsdel. Flakten 19 har sin rotationsaxel riktad snett uppifran och hakal, nedilt ett vertikalplan, sa att den med hansyn till vingens dimensioner och tjocklek kan vara konstruerad och dimensionerad pa optimalt satt. Flaktaxelns lutning maste givetvis anpassas efter vingens dimensioner. Flakten 19 -kan- antingen vara en enkel flAkt, vars. lophjul 20 Sr lagrat i ett armkors 21, eller ocksa kan den pa icke visat satt vara fOrsedd med tva eller flera motroterande lOphjul. In order to transport large amounts of low-pressure air through the baked and downwardly directed duct 13, a flap 19 is built into it. outlet part. The plane 19 has its axis of rotation directed obliquely from above and hooked, below a vertical plane, so that with regard to the dimensions and thickness of the wing it can be constructed and dimensioned in an optimal way. The inclination of the flat shaft must of course be adapted to the dimensions of the wing. Flight 19 -can- either be a simple flAkt, whose. impeller 20 is stored in an arm cross 21, or it can also be provided with two or more counter-rotating impellers in a manner not shown.

For drivning av flaktarna 19 Or, sasom framgar av fig. 1, i flygkroppen 10 installerad en lamplig driyanordning 22, som med for-del kan utgoras ay en eller flera gasturhinmotorer, vilka Aro schematiskt askadliggjorda vid 23 i vertikalt lage far att addera sin dragkraft till flaktarnas. Det inses dock, att drivanordningen 22 kan vara ay flera olika slag, av vilka gasturbintypen hSr valts endast som ett belysande exempel. Flaktarna aro kopplade till det i flygkroppen inslallerade drivaggregatet 22 med hjalp ay lampliga kraftOyerforingsorgan 24, vilka Aro schematiskt askadliggjorda och kunna utgoras antingen ay rOrledningar, genom vilka utloppsgaserna Overforas till med spetsturbin farsedda flaktar i vingarna, eller av hydrauliska tiverforingsorgan eller ocksa ay mekaniska kraftoyerforingsaxlar, som aro koppladc till en fiir varje flakt anordnad yaxelmekanism, Aiken har betecknats med 25 och genmn vilken drivkraften overfOres till flakthjulet. eller -hjulen. Det sistnamnda kraftOverfOringssattet Sr i allmanhet att foredra, men anordningen med overforingsledningar eller -kanalcr for drivning ay ph flaktarnas lophjul anordnad.e spetsturbiner Sr oeksa fordelaktig. Den schematiserade framstallningen i fig. 1 Sr avsedd att tacka alla de ovan anciivna averfOringsmetoderna for flaktarnas driykraft. For driving the flakes 19 Or, as shown in Fig. 1, a suitable floating device 22 is installed in the fuselage 10, which can advantageously be constituted by one or more gas turbine engines, which are schematically damaged at 23 in a vertically low position to add their traction force. to the flakes. It will be appreciated, however, that the drive device 22 may be of several different types, of which the gas turbine type hSr has been chosen only as an illustrative example. The fuselages are connected to the propulsion unit 22 housed in the fuselage by means of suitable power feeders 24, which are schematically damaged and can be formed either by pipelines, through which the exhaust gases are transferred to the tip turbine or hydraulic feeders. which are coupled to a shaft mechanism arranged for each plane, the axis being denoted by 25 and by which the driving force is transmitted to the plane wheel. or wheels. The latter power transmission method is generally preferable, but the device with transmission lines or ducts for driving the flat wheels of the flats is arranged to be advantageous. The schematic representation in Fig. 1 is intended to thank all of the above-described transfer methods for the driving force of the flakes.

Driyaggregatet i flygkroppen kan erhalla. sin lufttillforsel genom en luftintagskapa 26,. som Sr anordnad pa flygkroppens aversida och leder luften till motorerna 23. The driy unit in the fuselage can receive. its air supply through an air intake 26,. which is arranged on the upper side of the fuselage and directs the air to the engines 23.

Beroende pa var flygplanets tyngdpunkt Srbelagen, vilket i foreliggande exempel antas vara en avseyard stracka fOr om yingflaktarnas 19 lyftkraftscentrum, sasom framgar av fig. 3, kan det, som i foreliggande fall, vara. nadvandigt att forse flygplanet med en trimningsanordning i syfte att avbalansera flygplanets lage under wayningstillstandet. Fordetta andamal Sr en med 27 allmant beteckhad trimflakt anordnad i flygplanets framre del, framfar vingflaktarna 19. Trimflakten — —3 kan, som i foreliggande fall, vara monterad i en kanal 28 med framatriktat luftintag och nedatriktad utloppsoppning, i vilken ett jalusigaller 29 med vridbara klaffar är anordnat. Det Sr av vikt, att trimflakten 27, vars 15phjul fir betecknat med 30, transporterar luften pa sadant satt, att den utstrommar nedat och darigenom bidrar till den pa flygplanet verkande lyftkraften. Genom att plaeera trimflakten i ratt lage i forhallande till flygplanets tyngdpunkt, Sr det alltid mOjligt att lata den avge utloppsluften neat och darigenom Oka lyftkraften vid alla tillfallen under flygplanets svavningstillstand och vertikala start och landning. Trimflakten 27 kan vara anordnad att drivas av drivaggregatet 22 med hjalp av en lfimplig kraftoverforingsanordning, vilken i fig. 1 representeras av den med 31 betecknade, med streckade linjer antydda kraftoverforingsaxeln. Depending on the center of gravity of the aircraft was Srbelagen, which in the present example is assumed to be a considerable distance away from the lifting center of the ying flats 19, as shown in Fig. 3, it may, as in the present case, be. it is customary to provide the aircraft with a trimming device in order to balance the position of the aircraft during the wayning condition. For this purpose, if a trim vane generally designated 27 is arranged in the front part of the aircraft, the wing flaps 19 advance. The trim vane - 3 can, as in the present case, be mounted in a duct 28 with forward air intake and downward outlet opening, in which a shutter grille 29 with rotatable flaps are provided. It is important that the trim surface 27, the 15 wheels of which are denoted by 30, transports the air in such a way that it flows out downwards and thereby contributes to the lifting force acting on the aircraft. By placing the trim surface in the steering wheel position in relation to the aircraft's center of gravity, it is always possible to allow it to emit the exhaust air neatly and thereby increase the lifting force in all cases during the aircraft's hovering condition and vertical take-off and landing. The trim surface 27 can be arranged to be driven by the drive assembly 22 by means of a suitable power transmission device, which in Fig. 1 is represented by the power transmission shaft indicated by 31, indicated by dashed lines.

FOr att reglera flygplanets sid- och langdlutning finns en reaktionsstyranordning, som Sr allmant betecknad med 32 och foretradesvis Sr placerad akter om vingflaktarna i flygplanets stjfirtparti. AN-en denna anordnings placering blir beroende av det aktuella flygplanets tyngdpunktslage. Reaktionsstyranordningen kan vara av godtycklig lamplig konstruktion, exempelvis i form av en klaffanordning, som gSr det mojligt att rikta de styrande gasstralarna i onskad riktning. Alternativt kan den vara utford pa det enkla salt, som visas i fig. 5, som askadliggor en kammare 33, forsedd med ett luftinloppsrOr 34. Ett antal munstycken 35 aro valfritt reglerbara med hjalp av en medelst ett lanksystem paverkbar ventilkropp 36. Detta Sr emellertid endast en annan som exempel vald utforingsform av en typisk reaktionsstyranordning 82, som kan anvandas for att valfritt variera flygplanets langd- och sidlutning. Dessa reaktionsstyranordningar kunna arbeta antingen med avledd luft eller med utloppsgaser frfin huvudmotoraggregatet. Det Sr ocksa mojligt att fOrse anordningen med en separat tryckmediekalla. To regulate the lateral and longitudinal inclination of the aircraft, there is a reaction control device, which is generally denoted by 32 and is preferably located aft of the wing flaps in the aircraft's flight portion. The location of this device becomes dependent on the center of gravity of the aircraft in question. The reaction control device can be of any suitable lamp construction, for example in the form of a flap device, which makes it possible to direct the controlling gas jets in the desired direction. Alternatively, it may be challenged on the simple salt shown in Fig. 5, which damages a chamber 33 provided with an air inlet pipe 34. A number of nozzles 35 are optionally adjustable by means of a valve body 36 which can be actuated by a linkage system. only another exemplary embodiment of a typical reaction control device 82, which can be used to optionally vary the length and side inclination of the aircraft. These reaction control devices can operate either with exhaust air or with exhaust gases from the main engine unit. It is also possible to provide the device with a separate printing medium cold.

Verkningssattet vid svavning framgar av fig. 3, varvid samtliga jalusiklaffar eller jalusigaller aro oppna och jalusigallren 18 och 29 rikta luftstrommarna nedat. Genom intagen 14 och de oppnade intagen 15 komma darvid stora mangder lagtrycksluft att transporteras genom vingflaktarna, vilket ar nodvandigt under lattningsfasen vid flygplanets vertikala start. The mode of action during hovering is shown in Fig. 3, in which all the shutter flaps or shutters are open and the shutters 18 and 29 direct the air streams downwards. Through the inlets 14 and the opened inlets 15, large amounts of low-pressure air will be transported through the wing flaps, which is necessary during the loading phase at the vertical take-off of the aircraft.

Under marschflygning i horisontalflykt hallas jalusiklaffarna 16 och 29 stangda, shsom visas i fig. 4, sa att de utat bilda en slat, stromlinjeformadoch den reducerade luftmangd, som 'erfordras for marschflygning, tillfores genom de framatriktade luftintagen 14 och utstrOmmar halal mellan de harfOr i Idmplig vinkel installda jalusiklaffarna 18. Det irises, att utloppsluften fran vingflaktar- na under horisontalflykt skulle kunna stora ytterluftens stromning Over vingarnas 11 aerodynamiskt utformade undersida. Genom anordnandet av rannorna eller forsankningarna 17 kommer flaktarnas utloppsluft emellertid att vasentligen upptagas i och utfylla dessa rannor eller forsankningar och darigenom i verkligheten bilda en luftvagg samt fylla ut forsankningarna till den normala aerodynamiska vingformen. Vidare Sr att marka, att de framatriktade luftintagen 14 i vingarnas framkanter, i syfte att minska luftmotstandet hos vingarna, som kunna vara relativt tjocka till MIA av att de inrymma flaktarna, tjana ett tvafaldigt andarnal. De bilda salunda extra luftinlopp, som uppfanga en del av den stora luftmfingd, som erfordras i svavningstillstandet enligt fig. 3, och darjamte minska de samtidigt det luftmotstand, som eljest normalt skittle vara forknippat med en tjock vingprofil, genom att de leda en del av rammluften genom vingen i stallet for att avbilja densamma till vingens Over- och undersida. De medge dessutom en jamn och stabil luftstromning under plan horisontalflykt, sasom framgar av fig. 4. Da en del av rammluften salunda icke behover avb5jas kring vingarnas framkant, titan i stallet ledes tvarsigenom dessa, erhiilla vingarna aerodynamiskt sett en effektiv tjocklek, som faktiskt Sr mycket mindre Sn den forefaller. Genom all Innen athOjes neda.t, sasom visas i fig. 4, erhaller man dessntom en Okad lyftkraft fran den relativt tjocka vingen. Salunda medfora de framatriktade luftintagen en minskning av den motstandsforlust, som normalt skulle vara forknippad med en vinge av motsvarande tjocklek utan dylikt luftintag. During horizontal flight in flight flight, the shutter flaps 16 and 29 are kept closed, as shown in Fig. 4, so that they form a smooth, streamlined shape and the reduced amount of air required for marching flight is supplied through the forward air intakes 14 and flows halally between them. Angular valves installed 18. It is irises that the exhaust air from the wing flaps during horizontal flight could large the flow of the outside air Over the aerodynamically designed underside of the wings 11. By arranging the grooves or recesses 17, however, the exhaust air of the flats will be substantially absorbed in and fill these grooves or recesses, thereby in effect forming an air cradle and filling the recesses to the normal aerodynamic wing shape. Furthermore, it should be noted that the forward air intakes 14 in the leading edges of the wings, in order to reduce the air resistance of the wings, which may be relatively thick to MIA by accommodating the flakes, serve as a double breathing needle. They thus form additional air inlets, which capture part of the large air force required in the state of sleep according to Fig. 3, and at the same time they reduce the air resistance, which would otherwise normally be associated with a thick wing profile, by conducting part of the the frame air through the wing in the stable to image it to the upper and lower side of the wing. They also allow an even and stable air flow during planar horizontal flight, as shown in Fig. 4. Since some of the frame air thus does not need to be deflected around the leading edge of the wings, titanium in the stable is guided through them, the wings aerodynamically obtain an effective thickness, which is actually Sr. much less Sn it occurs. By all means, as shown in Fig. 4, an increased lift force is obtained from the relatively thick wing. Thus, the forward air intakes cause a reduction in the loss of resistance which would normally be associated with a wing of corresponding thickness without such an air intake.

Claims

Patent claim:

A device for airplanes for vertical take-off and landing, the fuselage of each side of which is provided with a wing with a continuous flow channel, having a rearwardly directed front duct part with an air intake in the front edge of the wing and a downwardly directed rear duct part with a shutter grille outlet. underside, in which case a mechanically driven flap Sr is coaxially arranged in the downwardly directed channel part of the flow channel near its outlet, can be characterized in that each flow channel (13) has a further louvre-latticed air intake (15), arranged in the upper side (11) and run or recess (17) is arranged in the underside of each wing and extends behind the outlet of the flow channel (13) and receives and flows through the outlet shifts from this channel during horizontal flight, as the louvered air intake (15) on the wing of the wing is 4— - Zverside the louver grille (18) in the outlet of the duct (13) deflects the outlet of the flap opps, airflow rear.

Device according to claim 1, characterized in that a reaction control device (32) is arranged in the airframe (10) and tail portion of the aircraft and is manoeuvrable for delivering pressure medium in selected directions for tilting and controlling the aircraft with respect to its longitudinal and lateral inclination. .

3. - 3. Device according to claim 1 or 2, characterized in that a trim plane (27) is arranged in the fuselage (10) for the wing flaps (19) and arranged to discharge through an air intake (28) in the air of the fuselage nose inhaled. down through an opening (29) in the underside of the fuselage.

Device according to any one of the preceding patent claims, characterized in that the device for driving the flaps consists of at least one gas turbine engine (23) installed in the fuselage (10) of the aircraft, which is connected to the wing flaps (19) or, where applicable, the trim flap ( 27). Request publications: U.S. Patent Nos. 2,567,392, 2,736,514, 2,828,929, 2,838,257, 2,918,232, 2,932,468.