US3598319A - Propulsion nozzles - Google Patents

Propulsion nozzles Download PDF

Info

Publication number
US3598319A
US3598319A US841247A US3598319DA US3598319A US 3598319 A US3598319 A US 3598319A US 841247 A US841247 A US 841247A US 3598319D A US3598319D A US 3598319DA US 3598319 A US3598319 A US 3598319A
Authority
US
United States
Prior art keywords
flaps
afterbodies
nozzle
propulsion
gas stream
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
US841247A
Other languages
English (en)
Inventor
Werner E Howald
Elmore Verne Sprunger
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
General Electric Co
Original Assignee
General Electric Co
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by General Electric Co filed Critical General Electric Co
Application granted granted Critical
Publication of US3598319A publication Critical patent/US3598319A/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Images

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02K—JET-PROPULSION PLANTS
    • F02K1/00—Plants characterised by the form or arrangement of the jet pipe or nozzle; Jet pipes or nozzles peculiar thereto
    • F02K1/06—Varying effective area of jet pipe or nozzle
    • F02K1/12—Varying effective area of jet pipe or nozzle by means of pivoted flaps
    • F02K1/123—Varying effective area of jet pipe or nozzle by means of pivoted flaps of two series of flaps, both having their flaps hinged at their upstream ends on a fixed structure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02K—JET-PROPULSION PLANTS
    • F02K1/00—Plants characterised by the form or arrangement of the jet pipe or nozzle; Jet pipes or nozzles peculiar thereto
    • F02K1/38—Introducing air inside the jet
    • F02K1/383—Introducing air inside the jet with retractable elements
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02K—JET-PROPULSION PLANTS
    • F02K1/00—Plants characterised by the form or arrangement of the jet pipe or nozzle; Jet pipes or nozzles peculiar thereto
    • F02K1/54—Nozzles having means for reversing jet thrust
    • F02K1/56—Reversing jet main flow
    • F02K1/62—Reversing jet main flow by blocking the rearward discharge by means of flaps
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T50/00—Aeronautics or air transport
    • Y02T50/60—Efficient propulsion technologies, e.g. for aircraft

Definitions

  • the flaps may be pivoted further inwardly against a central UNITED STATES PATENTS plug to block rearward gas flow and produce reverse thrust.
  • 3 2/19 1 C Y S 6t 239/265.39 The pivotal mountings of the flaps form a structural hoop, and 2.346.164 9 8 a r 239/265.39 the actuators for the flaps are mounted within the afterbodies.
  • Alternate forms of flaps and hoop means are shown as well as 3,279,! 82 10/1966 Helmintoller 239/265.l9 X features of cooling air conservation- PATENTED-AUG 1 019?:
  • the conventional approach to providing propulsion nozzles with both subsonic and supersonic capabilities has been to form the divergent nozzle portion with a plurality of flaps which are collapsed inwardly to an area approximating that of the convergent nozzle portion during subsonic flight.
  • Such an approach has been found aerodynamically effective but energy requirements for translating the flaps, as well as weight, are significantly increased, particularly as the area ratio of the nozzle is increased.
  • One object of the invention is to improve the efficiency of propulsion nozzles having operational capabilities at both subsonic and supersonic flight conditions and, in so doing, reduce the length and weight of such nozzles.
  • Another object of the invention is to attain the above ends and, additionally, provide reverse thrust capability with little or no weight or performance penalties.
  • a propulsion nozzle comprising a convergent nozzle portion and a plurality of flaps projecting downstream therefrom.
  • Afterbodies, disposed downstream of the flaps are angularly spaced about the longitudinal axis of the convergent nozzle portion and have inner surfaces divergent therefrom.
  • Flaps are respectively mounted between these afterbodies to form, in combination with afterbodies, an uninterrupted, divergent nozzle of maximum exit area.
  • the flaps are displaceable to positions wherein their upstream ends capture air and introduce it along the inner surfaces of the flaps. As this occurs, the downstream ends of the flaps move inwardly so that the effective exit area is reduced both aerodynamically and mechanically.
  • a central plug is employed to reduce nozzle length by the provision of a second expansion surface.
  • the provision of a plug also permits the inner ends of the flaps, preferably having lateral wings, to be swung further inwardly so that the rearward flow of the hot gas stream is blocked and the gas stream discharged laterally and forwardly to provide reverse thrust.
  • the outer surfaces of the afterbodies form continuations of the pod.
  • the afterbodies also extend upstream of the convergent nozzle portion. Ramps, between the afterbodies, slope inwardly from their upstream ends to facilitate the introduction of air along the inner surfaces of the flaps when they are displaced to subsonic operating positions.
  • Actuators for positioning the flaps are mounted within the afterbodies, eliminating drag or special housings normally associated with nozzle actuation systems.
  • the flaps are pivotally mounted on the afterbodies and v the pivotal mountings, in combination with the afterbodies, provide a structural hoop for the cantilevered afterbodies.
  • FIG. 1 is a simplified outline illustration of an engine mounted on the wing of an aircraft with a propulsion-nozzle, embodying the present invention
  • FIG. 2 is a simplified perspective view, with portions broken away, of the exhaust nozzle seen in FIG. I;
  • FIG. 3 is an elevation, partially in section, illustrating the supersonic mode of operation of this nozzle
  • FIG. 4 is a partial end view of the nozzle as seen in FIG. 3;
  • FIG. 5 is an elevation, partially in section, illustrating the subsonic mode of operation of the nozzle
  • FIG. 6 is a partial and view of the nozzle in its subsonic mode of operation
  • FIG. 7 is an elevation, partially in section, illustrating the reverse thrust mode of operation of the nozzle
  • FIG. 8 is a partialend view of the nozzle in its reverse thrust mode
  • FIG. 9 is a simplified half section of an alternative nozzle construction
  • FIG. 10 is a simplified, half section of another alternative nozzle construction
  • FIG. 11 is a more detailed, longitudinal section, through a portion of the nozzle
  • FIG. 12 is a further enlarged, longitudinal section, illustrating in greater detail an actuator seen in FIG. 11;
  • FIG. 13 is a section, taken on line XIII-XIII in FIG. 12;
  • FIG. 14 is a section on an enlarged scale, taken on line XIV-XIV in FIG. 11;
  • FIG. 15 is a section taken on line XV-X V in FIG. 14;
  • FIG. I6 is a section similar to FIG. 15, illustrating an alternate actuator position
  • FIG. 17 is a section, taken on line XVII-XVII in FIG. 14;
  • FIG. 18 is a view, taken on line XVIII-XVIII in FIG. 17;
  • FIG. 19 is a perspective view, with portions broken away, of another alternate nozzle construction.
  • FIG. I diagrammatically illustrates the installation of a podmounted gas turbine engine employing a propulsion nozzle embodying the present invention.
  • An aircraft wing I0 is shown, in section, with a pylon I2 providing the structural connection to a generally cylindrical pod I4.
  • a typical supersonic inlet 16 is formed at the forward end of the pod by an inlet spike I8.
  • the remaining energy of the hot gas stream is converted to a propulsive force by a nozzle 28 which will be described in greater detail.
  • the nozzle 28 is of the convergent-divergent type employing a central plug 30. As is better illustrated in FIG, 2, the nozzle 28 comprises a plurality of fixed, angularly spaced afterbodies 32. A flap 34 is pivotally mounted, at 35, between each adjacent pair of afterbodies, leading to flaps 38 which form the convergent portion of the nozzle 28. I
  • the outer surfaces of the afterbodies 32 are formed as aerodynamic continuations of the nacelle, maintaining substantially the same diameter.
  • the inner surfaces of the afterbodies form fixed, divergent nozzle surfaces 40.
  • the afterbodics 32 overlie the convergent nozzle flaps 38 as theyextend upstream. for attachment to the engine casing.
  • the inner surfaces of the flaps 34 are aligned with the divergent nozzle surfaces 40 of the afterbodies 32, thus providing,
  • FIGS. 3 and 4 further illustrate the supersonic mode of operation of this nozzle.
  • the hot gas stream dischargedfrom the engine or gas generator, enters the convergent portionof the nozzle, formedby the flaps 38 and plug 30, andis then expanded against the plug and the divergent portion of thenozzle, formed by the flaps 34 and afterbodies 32. It will also be seen that secondary air is ejected over the outer surfaces of the flaps 38.
  • FIGS. 5 and 6 illustrate the subsonic mode of nozzle opera-;;.
  • the flaps 38 have been pivoted to adjust the convergent discharge exit area for reduced flight velocity,.consistent with the cycle requirements of the engine.
  • the flaps 34 are pivoted to the approximate positions shown in FIG. 5.
  • This tertiary air forms an aerodynamic surface which controls flow of the hot gas stream and prevents its overcxpansion or, at least. minimizes such ovcrcxpansion and consequent loss of propulsion efficiency.
  • the aerodynamic effect of the tertiary air is enhanced by the flow of secondary air between the convergent nozzle flaps 38 and the ramps 36. This secondary air flow also prevents the outer surfaces of the flaps 38 from inducing an undesirable drag effect.
  • the nozzle 28, as thus described, is highly efficient in both supersonic and subsonic flight regimes.
  • the preferred use of a plug in the nozzle minimizes overall nozzle length, and this minimizes the length of the flaps 34 for a given expansion ratio. Not only do the flaps have a low weight and small angle of movement, but further there are a minimum number of flaps that are translated in transitioning between supersonic and subsonic operation. All of this minimizes the complexity and power requirements of the actuator system, later described, for controlling movement of the flaps 34.
  • flaps 34 Another factor to be noted in connection with the flaps 34 is that their thin airfoil shapes minimize losses in the tertiary airflow, thereby optimizing the nozzle for subsonic operation.
  • a further advantage of the described nozzle is its reverse thrust capabilities. That is, simply pivoting the flaps 34 beyond their subsonic positions provides blockage for the hot gas stream. The gas stream is thus deflected laterally and forwardly along the undersides of the flaps 34 for discharge between the afterbodies 32, as seen in FIG. 7.
  • the spacing between the end of each rump 36 and the pivot point for the associated flap 34 automatically provides discharge openings for hot gas flow while the angle of the flaps 34 properly directs the hot gas flow to produce reverse thrust.
  • the need for thrust reverser cascades is thus eliminatedin most, if not all, cases.
  • the flaps 34 preferably have wedgeshaped wings 42. These wings provide substantially complete blockage of the hot gas stream in the reverse thrust mode, as
  • FIG. I0 illustrates another alternate nozzle construction wherein the convergent nozzle flaps 38 form the downstream portions of ramps 36'. This construction would be used where secondary airflow requirements over the outer surfaces of these flaps were eliminated or minimal. Otherwise, this nozzle has the same functional capabilities as described in connection with the embodiments of FIGS. l9.
  • the nozzle 28 may comprise a ringlike casting 46 (FIG. 11) bolted to and forming a part of the engine frame structure.
  • the ramps 36 are formed integrallywiththering and the upstream ends of the afterbodies 32(see also FlG. I3).”Thje remaining, cantilevered portions of the afte'rbodies “may then be bolted or otherwise secured to this ring structure,
  • the radial height of the afterbodies is sufficient to accommodate actuators 48 and 50 which are respectively employed to position the flaps 38 and 34. By so mountingthese actua tors, they are removed from any fluid flow stream, and thus a potential source of energy loss is eliminated.
  • Theflaps 38 are slightly narrower than the afterbodies and the spaces thercbctwcen.
  • a flap 38 is pivotally mounted on the frame 46 beneath each afte'hod and each intervening space.
  • Half-round bars 51 (FIG. I2) are used forthis purpose to retain the rounded ends of these flaps in curved seats 52, secured to the frame 46.
  • the flaps are interconnected by seals, comprising female sealing members 54 (FIG. 13), secured to the flaps between the spaces, and male sealing members 56, secured to the flaps beneath the aftcrbodies.
  • each actuator 48 is mounted by trunnions 58 on a spherical shell 60, which, in turn, is mounted on a tube 61, opening onto the inner surface of the afterbody 32.
  • the piston rod 62 of each actuator receives a pin 64 secured to the adjacent flap 38.
  • the hydraulic system for controlling movement of the actuators may be of conventional design to regulate flow of hydraulic fluid to position the flaps 38 in accordance with the desired operating conditions of the engine.
  • Each flap 34 comprises an appropriately ribbed, frame structure including an integral cross shaft 66.
  • a face spline 68 is formed at the opposite ends of the shaft 66.
  • a hollow bellcrank 70 has a corresponding face spline engaging the face spline 68.
  • Differentially threaded screws 72 hold these face splines in engagement and securely attach the bellcranks 70 to the opposite ends of the shaft 66.
  • the bellcranks 70 are journaled in afterbody bushings 74 having flanges 76 which the bellcranks 70 engage to take force loads in an axial direction.
  • the bellcranks 70 are connec ed by pins 78 to .the.;piston rods 80 of the actuators 50.
  • Each actuator cylinder has integral trunnions 82 which are pivotally received at the junc ture between the frame casting 46 and the afterbody castings 47. It will be seen that pressurization of the-actuators 50 to ex tend the piston rods 80 causes the downstream ends of the flaps 34 to pivot inwardly. I y l a 1 While the broader aspects of the invention are not necessarily so limited. it is preferred that the flaps 34 pivot simultaneously for axisymmetric thrust characteristics of the no'zzle.
  • a bevel gear segment 84 is secured to the end face of each bellcrank 70 and meshes with thegearsegment secured to the adjacent bellcrank.
  • This geared connection between the flaps plus commonpressurizationpressures for the several actuators 50 assure the I desired simultaneous movement of the flaps 34.
  • the hydraulic system'for the several actuators may be of conventional design to regulate fluid so as to properly position the flaps 3'4 for a desired engine operating condition.
  • the described actuation system has severaladv'antages in employing actuator inputs to oppositeends of the shaft 66,
  • flap mounts tie the afterbodies together with a structural hoop.
  • This arrangement minimizes the cantilevered force loadings that would otherwise have who carried from the aftcrbodies into the ringlike frame structure 46 and the consequent increased weight of both the frame and the afterbodies.
  • This structural hoop also minimizes any tendency of the downstream ends of the flaps 34 and afterbodies 32 to spread apart and the resultant thrust losses in a supersonic flight regime. As can be seen from FIG. 14, such losses are also minimized by the provision of honeycomb seals 86 on the side faces of the flaps 34.
  • the flap 34 is positioned between the afterbodies 32 with a cover plate 88 removed from the outer surface of the afterbody.
  • the hollow screw 72 is threaded fully into the bellcrank sothat the internal threads of the bellcrank register with the groove 90 between the two sets of threads on'the'screw 72. v;
  • This preassembly is then inserted through the opening in the i afterbody and the bellcrank inserted into thebushing .74.
  • the bellcrank is rotated into proper angular position'relative to the flap 34, and the teeth of the face splines are brought into preliminary registration.
  • the threads of the screw 72 are engaged with;,the threads of the flap 34 and bellcrank 70.
  • Thescrew 72 has internalsplines 9 2 which receive a torquing tool that would be introduced through the end of the bellcrank.
  • the torquing tool would berotated bya torque face splines and 'the bushingflange 76.
  • the remaining assembly steps, including later attachmentof the bevel gear segmems'sa to the bellcranks' 70, should be readily apparent.
  • the frame 46 also'comprises an outer plenumichamber 102 FIGS; 11 and 12) which is appropriately connected to a so "do of c'oolingair; again compressor discharge air'would be a al'source.
  • the plenum 102 eittends throug' h the afterbfodies 3211p to a valving arrangementincorporated into the b'ellcranks 70.
  • This plenum is sealed at thea'ctua'tors'48 by ribs 104 which engage the spherical shell 60i
  • the plenum is also sealed at eachactuator (FIG; 15) by'actuatorrilis-l 05 enerical'shell 106;com os'ns yrenned drrtne frame gaging a sph 46'aiid the'afterbody castings 47.
  • Cooling air is thus ducted through thep count 02; beneath the actuators so to slots 10s nemesis a saw- 40' receives the inner end "of the bellcrank l regime, slotsllo, in eachbellcrank70fregister 108. Cooling arrows flows from the plenum It) crank 70. From there the airfldw splits'with” ,through the screw 72 and flap shaftdtl tdth "flap 34 and th'eremaihing airpas'ses ing 12in the gear segrrint 84 and then raisins interior of the afterirody astin gs"4 7.
  • the inner surfaces of the afterbo dy castin "yalsp be formedas separatethihshee pa nels would be providedtwit hfsrnall hole ducted thereto, and dischargedthe'refro 7, 315,5 coolin gfilmonthe ties e pes Th a s. rrans m' miis the coding airflow.througha relatively'h a Qo'fthef flaps 34 consistent wit ivenj enginejcycle.
  • a propulsion nozzle comprising,
  • afterbodies projecting downstream from said convergent portion, said afterbodies being angularly spaced from each other about the axis of said convergent nozzle portion, said afterbodies having inner surfaces which are divergently tapered from a nozzle throat at the downstream end of said convergent portion,
  • secondary flap means disposed in the spaces between said afterbodies and extending from said throat to the downstream ends of adjacent inner surfaces of the after- ;bodies, said secondary flaps forming, in combination with isaid afterbodies, a divergent nozzle portion for expansion of said gas stream to a supersonic velocity, said secondary lflaps being displaceable to positions in which their upstream ends introduce air, at said throat, along their inner surfaces and their downstream ends move inwardly, the combination of which reduces the nozzle discharge area for propulsion with subsonic and reduced supersonic gas stream velocities.
  • the outer surfaces of the afterbodies are generally parallel to the nozzle axis and extend upstream of the convergent nozzle portion and ramp means respectively between said afterbodies incline inwardly from the upstream portions of the outer surfaces of the afterbodies to facilitate the introduction of air along the inner surfaces of said secondary flap means when said flap means are so displaced.
  • said secondary flap means are in the form of single, relatively thin airfoils disposed respectively between each adjacent pair of afterbodies, and said secondary flaps are pivoted intermediate their respective ends, relative to said afterbodies to provide for said flap means displaceability and the ramp means extend to the upstream ends of said secondary flaps when said secondary flaps are aligned with the inner surfaces of said afterbodies.
  • the secondary flap means comprise single flaps disposed respectively between each adjacent pair of afterbodies
  • said flaps have outer surfaces generally aligned with the outer surfaces of said afterbodies and the outer surfaces of the secondary flaps extend to the upstream ends of said ramp means when the inner surfaces of the secondary flaps are aligned with the inner surfaces of the afterbodies.
  • the convergent nozzle portion comprises a plurality of primary flaps pivotable to vary the discharge area of the convergent noule portion
  • the convergent nozzle portion comprises a plurality of pri mary flaps pivotal to vary the discharge area of the con vergent nozzle portion,
  • a propulsion nozzle as in claim 2 in further combination with a pod which provides a housing for an engine generating the high energy gas stream, and wherein,
  • the outer surfaces of said afterbodies are formed as aerodynamic continuations of said pod.
  • a propulsion nozzle as in claim I further comprising,
  • a plug forming an annular discharge nozzle area in combination with said convergent portion and said afterbodies and secondary flap means, said plug being convergently tapered in a downstream direction.
  • said secondary flap means comprise single flaps disposed respectively between each adjacent pair of afterbodies, which secondary flaps are displaceable to positions in which their downstream ends engage said plug to divert the gas stream laterally and forwardly from the nozzle to provide reverse thrust.
  • the flaps have tapered wings underlying said afterbodies and providing a complete blockage of the gas stream to thereby obtain maximum reverse thrust energy.
  • the outer surfaces of the afterbodies are generally parallel to the nozzle axis and extend upstream of the convergent nozzle portion and ramp means between each afterbody are inclined inwardly from the upstream portions of the outer surfaces of the afterbodies to facilitate the introduction of air along the inner surfaces of said secondary flaps when said flaps are so displaced for propulsion with subsonic and reduced supersonic gas stream velocities and, further, to facilitate lateral discharge of the high energy gas stream when the secondary flaps are displaced to engage said plug to divert the gas stream laterally.
  • the secondary flap means comprise single flaps disposed respectively between each adjacent pair of afterbodies means are provided for pivotally mounting the secondary flaps, intermediate their lengths, on said afterbodies to provide for displacement thereof and actuator means are housed within said afterbodies for controlling pivotal movement of said flaps.
  • the secondary flap actuator means comprise individual actuators respectively connected to opposite sides of each of said flaps through the pivotal mounting means.
  • the secondary flaps have shaft means extending between the pivotal mounting means of each afterbody and the pivotal mounting means are axially locked between the flaps and the afterbodies to form a transverse, structural hoop minimizing the tendency of the afterbodies to spread outwardly when loaded by the forces of the hot gas stream.
  • the actuator means comprise a pair of actuators mounted within each afterbody and the pivotal mounting means comprise a bellcrank having a face spline connection with each end of the shaft means of each secondary flap,
  • said bellcranks being journaled within said afterbodies and respectively connected to the actuators within the afterbodies, 4
  • said bellcranks further having flanges preloaded into engagement with structural portions of the afterbodies as part of the referenced structural hoop.
  • a geared interconnection is provided between the bellcranks within each afterbody to assure simultaneous pivotal movement of said secondary flaps.
  • a cooling air plenum chamber is provided in each afterbody and the pivotal mounting means include valve means for directing cooling air to the secondary flaps when the secondary flaps are positioned for expansion of the gas stream at supersonic velocity, said valve means automatically shutting off cooling airflow to the secondary flaps when the secondary flaps are pivoted for propulsion with reduced gas stream velocities.
  • a propulsion nozzle as in claim 17 further comprising,
  • a plug forming an annular discharge nozzle in combination 1 with said convergent portion and said afterbodies and said secondary flaps, said plug being convergently tapered in a downstream direction,
  • said secondary flaps being pivotable by the same actuator means to positions in which their downstream ends engage said plug to divert the gas stream laterally and forwardly from the nozzle to provide reverse thrust, and further wherein,
  • valve means automatically introduce cooling air into the secondary flaps when the secondary flaps are so pivoted for reverse thrust.
  • the pivotal mounting means comprise a bellcrank connected to each side of each secondary flap, said bellcranks being journaled within the respective adjacent afterbodies and connected to said actuator means and said bellcranks and afterbodies have cooperative slots forming valve means for so regulating cooling airflow.
  • the convergent nozzle portion is formed by a plurality of primary flaps with individual flaps being pivotably mounted respectively beneath each afterbody and in alignment with said secondary flaps,
  • actuator means mounted within each afterbody and connected to the respective flaps therebeneath to thereby vary the discharge area of the convergent nozzle portion.
  • a propulsion nozzle as in claim 12 further comprising,
  • said secondary flaps being pivotable by the same actuator means to positions in which their downstream ends engage said plug to divert the gas stream laterally and forwardly from the nozzle to provide reverse thrust.
  • the upstream portions of the afterbodics are formed by a cylindrical frame structure and structural hoop means interconnect the afterbodies downstream of said cylindrical frame structure to minimize the cantilever loadings of said afterbodies on said frame structure.
  • the structural hoop means comprise a relatively thin airfoil interconnection between the extreme downstream ends of said afterbodies.
  • said secondary flaps are pivotally mounted on said afterbodies and said pivotal mountings comprise said hoop structure through said afterbodies.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Turbine Rotor Nozzle Sealing (AREA)
  • Control Of Turbines (AREA)
  • Nozzles (AREA)
US841247A 1969-07-14 1969-07-14 Propulsion nozzles Expired - Lifetime US3598319A (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
US84124769A 1969-07-14 1969-07-14

Publications (1)

Publication Number Publication Date
US3598319A true US3598319A (en) 1971-08-10

Family

ID=25284397

Family Applications (1)

Application Number Title Priority Date Filing Date
US841247A Expired - Lifetime US3598319A (en) 1969-07-14 1969-07-14 Propulsion nozzles

Country Status (6)

Country Link
US (1) US3598319A (fr)
JP (1) JPS4818799B1 (fr)
BE (1) BE753298A (fr)
DE (1) DE2034466A1 (fr)
FR (1) FR2060042B1 (fr)
GB (1) GB1311292A (fr)

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3897001A (en) * 1974-06-12 1975-07-29 Gen Electric Nozzle and auxiliary inlet arrangement for gas turbine engine
US3971534A (en) * 1973-12-28 1976-07-27 The Boeing Company Method of and apparatus for controlling flow attachment to the wing and flap surfaces of an upper surface blowing type aircraft
US4181260A (en) * 1977-03-17 1980-01-01 General Electric Company Hydraulic actuation ring
US20040216446A1 (en) * 2001-09-19 2004-11-04 Centre National De La Recherche Scientifique - Cnrs, A Corporation Of France Device for controlling propulsive jet mixing for aircraft jet engines
US20160169108A1 (en) * 2014-12-15 2016-06-16 United Technologies Corporation Stepped fairing modulated exhaust cooling
US10161311B2 (en) 2013-12-23 2018-12-25 General Electric Company Aircraft with injection cooling system and injection cooling system
US10850830B2 (en) * 2018-02-16 2020-12-01 Dieter Lang Thrust reversal on aircraft fuselage with a wing profile

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2887854B1 (fr) * 2005-06-30 2008-08-08 Airbus France Sas Nacelle pour aeronef et aeronef muni d'au moins une telle nacelle

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2846164A (en) * 1955-11-22 1958-08-05 Snecma Vertical take-off and landing aircraft
US2926489A (en) * 1954-05-18 1960-03-01 Havilland Engine Co Ltd Adjustable propulsion nozzles
US2970432A (en) * 1958-01-22 1961-02-07 Westinghouse Electric Corp Jet engine thrust reversing nozzle
GB895331A (en) * 1960-03-04 1962-05-02 Rolls Royce Improvements in or relating to jet propulsion nozzles
US3279182A (en) * 1965-06-07 1966-10-18 Gen Electric Thrust reverser
US3346193A (en) * 1964-10-01 1967-10-10 United Aircraft Corp Supersonic ejector type exhaust nozzle
US3432100A (en) * 1966-04-20 1969-03-11 Snecma Ejecting nozzle for propellers provided with a plurality of driving streams and,more particularly,two driving streams

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB940979A (en) * 1959-02-03 1963-11-06 Rolls Royce Improvements relating to jet propulsion nozzles for gas turbine engines

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2926489A (en) * 1954-05-18 1960-03-01 Havilland Engine Co Ltd Adjustable propulsion nozzles
US2846164A (en) * 1955-11-22 1958-08-05 Snecma Vertical take-off and landing aircraft
US2970432A (en) * 1958-01-22 1961-02-07 Westinghouse Electric Corp Jet engine thrust reversing nozzle
GB895331A (en) * 1960-03-04 1962-05-02 Rolls Royce Improvements in or relating to jet propulsion nozzles
US3346193A (en) * 1964-10-01 1967-10-10 United Aircraft Corp Supersonic ejector type exhaust nozzle
US3279182A (en) * 1965-06-07 1966-10-18 Gen Electric Thrust reverser
US3432100A (en) * 1966-04-20 1969-03-11 Snecma Ejecting nozzle for propellers provided with a plurality of driving streams and,more particularly,two driving streams

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3971534A (en) * 1973-12-28 1976-07-27 The Boeing Company Method of and apparatus for controlling flow attachment to the wing and flap surfaces of an upper surface blowing type aircraft
US3897001A (en) * 1974-06-12 1975-07-29 Gen Electric Nozzle and auxiliary inlet arrangement for gas turbine engine
US4181260A (en) * 1977-03-17 1980-01-01 General Electric Company Hydraulic actuation ring
US20040216446A1 (en) * 2001-09-19 2004-11-04 Centre National De La Recherche Scientifique - Cnrs, A Corporation Of France Device for controlling propulsive jet mixing for aircraft jet engines
US7174718B2 (en) * 2001-09-19 2007-02-13 Centre National De La Recherche Scientifique-Cnrs Device for controlling propulsive jet mixing for aircraft jet engines
US10161311B2 (en) 2013-12-23 2018-12-25 General Electric Company Aircraft with injection cooling system and injection cooling system
US20160169108A1 (en) * 2014-12-15 2016-06-16 United Technologies Corporation Stepped fairing modulated exhaust cooling
US10087884B2 (en) * 2014-12-15 2018-10-02 United Technologies Corporation Stepped fairing modulated exhaust cooling
US10850830B2 (en) * 2018-02-16 2020-12-01 Dieter Lang Thrust reversal on aircraft fuselage with a wing profile

Also Published As

Publication number Publication date
GB1311292A (en) 1973-03-28
BE753298A (fr) 1970-12-16
JPS4818799B1 (fr) 1973-06-08
FR2060042B1 (fr) 1974-08-09
FR2060042A1 (fr) 1971-06-11
DE2034466A1 (de) 1971-02-04

Similar Documents

Publication Publication Date Title
US6845606B2 (en) Variable cycle propulsion system with gas tapping for a supersonic airplane, and a method of operation
US3879941A (en) Variable cycle gas turbine engine
US3841091A (en) Multi-mission tandem propulsion system
US6983588B2 (en) Turbofan variable fan nozzle
EP1430212B1 (fr) Inverseur de poussee a tuyere convergente
US5269139A (en) Jet engine with noise suppressing mixing and exhaust sections
US4043508A (en) Articulated plug nozzle
US3779010A (en) Combined thrust reversing and throat varying mechanism for a gas turbine engine
US7010905B2 (en) Ventilated confluent exhaust nozzle
US20160010589A1 (en) Two-part gas turbine engine
US5054285A (en) Thrust reverser for turbofan engine
JPS6157461B2 (fr)
US3598319A (en) Propulsion nozzles
US4696159A (en) Gas turbine outlet arrangement
US4713935A (en) Vectorable nozzles for aircraft
US20020190159A1 (en) Variable cycle propulsion system with compressed air tapping for a supersonic airplane
US3647020A (en) Jet propulsion apparatus and operating method
US5107675A (en) Gas turbine engine
US5150571A (en) Device for exposing or shutting off a turbo-engine on the intake air side of the engine
US3310951A (en) Jet propulsion engines for aircraft
GB2203494A (en) Jet propulsion fluid duct
EP0091786B1 (fr) Tuyères de turbomachines à section variable
GB2242172A (en) Gas turbine engine.
JPH0762465B2 (ja) アイドル時のスラストを低減できる排気ノズル及び方法
Barrett Recent Developments in Vectored‐Thrust Turbofans