WO1997012804A1 - Aircraft with jet flap propulsion - Google Patents
Aircraft with jet flap propulsion Download PDFInfo
- Publication number
- WO1997012804A1 WO1997012804A1 PCT/IB1995/000818 IB9500818W WO9712804A1 WO 1997012804 A1 WO1997012804 A1 WO 1997012804A1 IB 9500818 W IB9500818 W IB 9500818W WO 9712804 A1 WO9712804 A1 WO 9712804A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- plane
- control surface
- surface device
- aircraft
- blower
- Prior art date
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C39/00—Aircraft not otherwise provided for
- B64C39/12—Canard-type aircraft
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C9/00—Adjustable control surfaces or members, e.g. rudders
- B64C9/38—Jet 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
- Y02T50/30—Wing lift efficiency
Definitions
- the invention relates to an aircraft with jet flap propul ⁇ sion and as presented in the preamble of claim 1, i.e. an aircraft with an ordinary main plane or a further develop ⁇ ment hereof as presented in the preamble of claim 2:
- An aircraft, which in addition to the main plane has a fore- plane, a so-called canard plane.
- Aircraft with jet flap propulsion have been known for many years, for example from USA patent no. 2,912,189 or USA patent no. 2,961,192. Also jet flap propulsion aircraft with a foreplane have been known for years, for example from USA patent no. 3,362,659. Even aircraft where both the foreplane and the main plane use jet flap propulsion are known, cf. for example USA patent no. 3,056,566.
- jet flap principle is used to reduce the wing area of the aircraft and hereby to reduce the overall drag of the aircraft; consequently, the fuel consumpsion is reduced.
- the aircraft is using conventional landing speed, but the reduced wing area makes cruising more economical.
- blown flap, boundary layer control and propulsion are all com- bined, resulting in lower drag and better cruise perform ⁇ ance, but still making large speed range possible.
- a typi ⁇ cal wing section is thickened to the rear and a relatively short chord control surface is employed with an included trailing edge angle, which is up to two or three times that of a typical wing profile.
- the control surface has a large leading edge radius. This way a fairly large duct can be formed between the wing (or canard) beams to reduce press ⁇ ure loss in the duct.
- the compressed air is blown through a slot over the upper surface of the flap, aileron and elev- ator. This way the boundary layer is energized and laminar flow is secured over the profile surface.
- the relatively short control surface chord will ensure low surface fric ⁇ tion drag on the control surfaces and make large control surface travel possible with a simple hinge arrangement. With such a large leading edge radius for the control sur ⁇ faces, the flow can be reversed by coanda effect to get reverse thrust.
- the compressed air can also be utilized for pressurization and ventilation of the aircarft.
- fig. 1 shows an aircraft with foreplane and jet flap propulsion according to the invention
- fig. 2 shows a principal section to the fuselage of the aircraft in fig. 1,
- fig. 3A shows a section X-X in fig. 1 to the elevator part of the wing or the foreplane and it also illustrates a typical airfoil dotted for com ⁇ parison,
- fig. 3B shows a section X-X in fig. 1 to the flap part of the wing or the foreplane
- fig. 3C shows a section X-X in fig. 1 to the aileron part of the wing or the foreplane
- fig. 4 shows in principle the air duct means with means for controlling the flow in the duct.
- fig. 5A shows a theoretical version of the section shown in fig. 5C to illustrate possible airflows,
- fig. 5B shows another theoretical version of the section shown in fig. 5C to illustrate possible air ⁇ flows
- fig. 5C shows in more detail a section to the control surface device and the air slot arrangement according to the invention.
- a mass of air is blown from a slot in front of the control surfaces of the wing 18 and canard 22 to form the propul ⁇ sive force for the aircraft 1.
- the general arrangement is shown in fig. 1.
- the centre of the lift will move rearwards and therefore the canard 22 is used for longitudinal stability. Relatively, more airflow is diverted to the canard than to the wing to offset the rearward travel of the centre of the lift when power is applied, as more lift is thus ensured on the canard.
- Fig. 2 shows a section through the fuselage.
- Air intakes 2 are on each side of the fuselage with a duct through the pressure bulkhead 3 to a blower(s) 5, which may be any blower, cen ⁇ trifugal, axial or a bypass fan or bleed from a turbine engine compressor, driven by an engine(s) 6.
- the engine may be any power plant piston engine, any electrical or any future engine type.
- the compressed air goes to the spanwise duct 7 in the wing and the spanwise duct 8 in the canard via the duct 9 through the pressure bulkhead 4 in the fu ⁇ selage.
- the airflow through the ducts 7,8 or 9 can be ad ⁇ justed with the control plate 14 as shown in fig. 4.
- Figs. 3A-C show sections through the wing or canard.
- the airflow goes through the holes 10 in the rear wing (or canard) beam web through the slot 11 and will follow the upper surface of the control surface 12 by coanda effect, even with the control surface in the full down (reverse) position.
- the plane 18 or canard 22 have profile as shown in fig. 3A, with a typical airfoil 23 shown dotted for comparison.
- the control surface device 12, e.g. elevator, flaps or ailerons, is hinged with a hinge 17 just after the maximum thickness of the plane 18 or canard 22.
- the control surface device hinge 17 is positioned close to the mean line 19 of the plane 18 or the canard 22.
- the air slots or air holes 10 in the plane 18 or canard 22 for blowing the control surface device 12 are equipped with upper vanes or exten ⁇ sions 15 and lower vanes or sealing surfaces 16 for guiding the blown air to the top surface 20 of the device 12, which could be elevator, flaps or ailerons.
- a thin slot 13 in front of the control surface will ensure free travel of the surface.
- the position of the slot is optimized (see figs. 5 (A), (B) and (C)) for cruising, so that no flow or minor flow by ejector principle is secured as shown in fig. 5C.
- the arrow 27 illustrates the main airflow and the arrow 28 illustrates the airflow through the slot 13 due to the ejector principle (fig.
- Fig. 5A shows the travel 26 of the control surfaces.
- the flaps (fig. 3B) can be moved slightly up to form a reflex on the wing for high speed flight. In the full down position, the airflow from the slot 11 will follow the upper surface of the flaps to give reverse thrust.
- the control surface on the canard (fig. 3A) has over 180 de- grees travel. It is used as elevator control. The 90 degree down position gives most lift, but further movement of the surface downwards will not seriously affect the lift, but will give reverse thrust for reducing speed of flight in combination with reverse on the flaps.
- Fig. 3C shows the travel of the ailerons and 24 illustrates travel with the flaps up, and 25 illustrates travel with full flaps.
- a separate control lever (or a control wheel) will be linked to the control plates.
- the control lever By moving the control lever forward, the airflow will be restricted to the canard. In the centre position air ducts are fully open both to the canard and the wing. Moving the lever aft will restrict the airflow to the wing.
- the con ⁇ trol plates could be connected to the longitudinal elevator trim such that the last movement of the trim forward would restrict the airflow to the canard while the last movement of the trim aft would restrict airflow to the wing.
- Full forward movement of the control stick will move the canard control surface to full up position, closing the slot 11.
- the blower(s) By keeping the engine(s) in the pressurized area from the blower(s), the blower(s) will act as supercharger for the engine(s) and increase its power. Also will the heat from the cooling air from the engine(s) prevent internal duct icing and increase the propulsive thrust.
- the pressurized air from the blower(s) can also be used for pressurization and ventilation of the cabin of the aircraft and to propel airflow through the exhaust stack of a piston engine to heat the cabin.
- On smaller aircraft mirrors 21 (fig. 1) can be installed on the bottom surface of the elevator close to the inboard end. These can be used to aid the pilot in reversing the aircraft on the ground in the parking area, making it possible to see aft of the aircraft on both sides when the control stick is fully forward.
Landscapes
- Engineering & Computer Science (AREA)
- Aviation & Aerospace Engineering (AREA)
- Toys (AREA)
- Structures Of Non-Positive Displacement Pumps (AREA)
- Aerodynamic Tests, Hydrodynamic Tests, Wind Tunnels, And Water Tanks (AREA)
Abstract
Description
Claims
Priority Applications (7)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE69521152T DE69521152T2 (en) | 1995-09-29 | 1995-09-29 | AIRPLANE WITH JET DRIVE OF THE FLAP PANELS |
EP95931379A EP0852552B1 (en) | 1995-09-29 | 1995-09-29 | Aircraft with jet flap propulsion |
JP09514091A JP2000506466A (en) | 1995-09-29 | 1995-09-29 | Jet flap propulsion aircraft |
PCT/IB1995/000818 WO1997012804A1 (en) | 1995-09-29 | 1995-09-29 | Aircraft with jet flap propulsion |
AU34838/95A AU3483895A (en) | 1995-09-29 | 1995-09-29 | Aircraft with jet flap propulsion |
US09/043,712 US5992792A (en) | 1995-09-29 | 1995-09-29 | Aircraft with jet flap propulsion |
IS4696A IS1720B (en) | 1995-09-29 | 1998-03-23 | Plane with winged knuckles |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
PCT/IB1995/000818 WO1997012804A1 (en) | 1995-09-29 | 1995-09-29 | Aircraft with jet flap propulsion |
Publications (1)
Publication Number | Publication Date |
---|---|
WO1997012804A1 true WO1997012804A1 (en) | 1997-04-10 |
Family
ID=11004375
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/IB1995/000818 WO1997012804A1 (en) | 1995-09-29 | 1995-09-29 | Aircraft with jet flap propulsion |
Country Status (7)
Country | Link |
---|---|
US (1) | US5992792A (en) |
EP (1) | EP0852552B1 (en) |
JP (1) | JP2000506466A (en) |
AU (1) | AU3483895A (en) |
DE (1) | DE69521152T2 (en) |
IS (1) | IS1720B (en) |
WO (1) | WO1997012804A1 (en) |
Families Citing this family (25)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE19835191C1 (en) * | 1998-08-04 | 2000-04-20 | Daimler Chrysler Ag | Flight control device for improving the longitudinal stability of a controlled aircraft |
DE10147827A1 (en) * | 2001-09-27 | 2003-04-24 | Airbus Gmbh | Device for changing the transverse drive size of an aircraft main element, preferably with a flat trailing edge |
US7104499B1 (en) | 2002-09-25 | 2006-09-12 | Northrop Grumman Corporation | Rechargeable compressed air system and method for supplemental aircraft thrust |
US20040061025A1 (en) * | 2002-09-30 | 2004-04-01 | Cordy Clifford Bernard | Aerodynamics of small airplanes |
US7121503B2 (en) * | 2002-09-30 | 2006-10-17 | Cordy Jr Clifford B | Better balanced canard airplane with forward engine |
DE10300621B4 (en) * | 2003-01-10 | 2008-08-21 | Georg Emanuel Koppenwallner | Jet propulsion method e.g. for a glider |
US20050127239A1 (en) * | 2003-08-25 | 2005-06-16 | Srivastava Varad N. | Flying work station |
US6970773B2 (en) * | 2004-03-10 | 2005-11-29 | Utah State University | Apparatus and method for reducing induced drag on aircraft and other vehicles |
DE102004049504A1 (en) * | 2004-10-11 | 2006-04-13 | Airbus Deutschland Gmbh | Wing for aircraft has a rear auxiliary lift flap coupled to main wing and able to lie against main wing in retracted position and form air gap with it when extended |
US7367532B2 (en) * | 2005-01-31 | 2008-05-06 | John Libby | High lift longitudinal axis control system |
US7883060B2 (en) * | 2006-12-14 | 2011-02-08 | Utah State University | Apparatus and method for twisting a wing to increase lift on aircraft and other vehicles |
JP4699487B2 (en) | 2007-05-25 | 2011-06-08 | 三菱重工業株式会社 | Noise reduction structure of high lift generator, wing and high lift generator |
US8191820B1 (en) | 2007-12-11 | 2012-06-05 | Northrop Gurmman Corporation | Flying wing aircraft |
US8292220B1 (en) * | 2009-03-19 | 2012-10-23 | Northrop Grumman Corporation | Flying wing aircraft with modular missionized elements |
CN102616369A (en) * | 2011-01-28 | 2012-08-01 | 北京航空航天大学 | Method and device for enforcing canard spanwise pulse blowing indirect vortex control technology |
US20150265936A1 (en) * | 2014-03-21 | 2015-09-24 | Dan Canobbio | Multipurpose recreational toy for converting a balloon to an item used in sports |
US10464668B2 (en) | 2015-09-02 | 2019-11-05 | Jetoptera, Inc. | Configuration for vertical take-off and landing system for aerial vehicles |
AU2016338383A1 (en) | 2015-09-02 | 2018-03-22 | Jetoptera, Inc. | Fluidic propulsive system |
US11001378B2 (en) | 2016-08-08 | 2021-05-11 | Jetoptera, Inc. | Configuration for vertical take-off and landing system for aerial vehicles |
USD868627S1 (en) | 2018-04-27 | 2019-12-03 | Jetoptera, Inc. | Flying car |
CA3068569A1 (en) | 2017-06-27 | 2019-01-03 | Jetoptera, Inc. | Configuration for vertical take-off and landing system for aerial vehicles |
DE102018001247A1 (en) * | 2018-02-16 | 2019-08-22 | Dieter Lang | Thrust reversal on the fuselage with wing profile |
CN112654558B (en) * | 2018-05-29 | 2024-07-23 | 杰托普特拉股份有限公司 | Streamlined fuselage with boundary suction fluid propulsion element |
US11299284B2 (en) * | 2019-12-11 | 2022-04-12 | Zhenkun Wang | Airplane providing enhanced aviation and a method to enhance aviation thereof |
CN114056551B (en) * | 2022-01-12 | 2022-04-01 | 中国空气动力研究与发展中心低速空气动力研究所 | Virtual wing belly flap and wing body fusion airplane, constant air blowing method and variable-angle air blowing method |
Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR1244434A (en) * | 1958-09-18 | 1960-10-28 | Power Jets Res & Dev Ltd | Improvements to aerodynes and piloting systems for aerodynes |
US2961192A (en) * | 1953-04-08 | 1960-11-22 | Power Jets Res & Dev Ltd | Jet propelled aircraft |
US3056566A (en) * | 1959-02-17 | 1962-10-02 | Power Jets Res & Dev Ltd | Jet propelled aircraft |
US3362659A (en) * | 1965-07-06 | 1968-01-09 | Razak Charles Kenneth | Method and apparatus for landing jet aircraft |
Family Cites Families (11)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US3127129A (en) * | 1964-03-31 | petrie | ||
US2479487A (en) * | 1946-01-28 | 1949-08-16 | Goembel William Philip | Jet propelled airplane with wing discharge slot |
US2912189A (en) * | 1955-12-29 | 1959-11-10 | Pouit Robert | Jet propelled aircraft with jet flaps |
US2920844A (en) * | 1957-04-12 | 1960-01-12 | North American Aviation Inc | Aircraft boundary-layer control system |
US2978207A (en) * | 1958-09-18 | 1961-04-04 | Power Jets Res & Dev Ltd | Aircraft with jet flaps |
US3100094A (en) * | 1960-11-21 | 1963-08-06 | Ii Roger W Griswold | Sweptwing jet flow control means |
US3774864A (en) * | 1971-07-19 | 1973-11-27 | Lockheed Aircraft Corp | Cargo aircraft having increased payload capacity versus weight |
US3724784A (en) * | 1971-09-10 | 1973-04-03 | Us Air Force | Wing with thrust augmentor |
GB1443333A (en) * | 1972-08-12 | 1976-07-21 | Mtu Muenchen Gmbh | Aircraft having apparatus for augmenting the lift of the aircraft |
CA1227780A (en) * | 1983-07-22 | 1987-10-06 | John D. Sibley | Compound helicopter and powerplant therefor |
US4615499A (en) * | 1983-08-12 | 1986-10-07 | The Boeing Company | Wing slat anti-ice air duct system |
-
1995
- 1995-09-29 JP JP09514091A patent/JP2000506466A/en not_active Withdrawn
- 1995-09-29 US US09/043,712 patent/US5992792A/en not_active Expired - Lifetime
- 1995-09-29 AU AU34838/95A patent/AU3483895A/en not_active Abandoned
- 1995-09-29 EP EP95931379A patent/EP0852552B1/en not_active Expired - Lifetime
- 1995-09-29 DE DE69521152T patent/DE69521152T2/en not_active Expired - Fee Related
- 1995-09-29 WO PCT/IB1995/000818 patent/WO1997012804A1/en active IP Right Grant
-
1998
- 1998-03-23 IS IS4696A patent/IS1720B/en unknown
Patent Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US2961192A (en) * | 1953-04-08 | 1960-11-22 | Power Jets Res & Dev Ltd | Jet propelled aircraft |
FR1244434A (en) * | 1958-09-18 | 1960-10-28 | Power Jets Res & Dev Ltd | Improvements to aerodynes and piloting systems for aerodynes |
US3056566A (en) * | 1959-02-17 | 1962-10-02 | Power Jets Res & Dev Ltd | Jet propelled aircraft |
US3362659A (en) * | 1965-07-06 | 1968-01-09 | Razak Charles Kenneth | Method and apparatus for landing jet aircraft |
Also Published As
Publication number | Publication date |
---|---|
IS4696A (en) | 1998-03-23 |
DE69521152T2 (en) | 2001-11-15 |
AU3483895A (en) | 1997-04-28 |
US5992792A (en) | 1999-11-30 |
JP2000506466A (en) | 2000-05-30 |
EP0852552B1 (en) | 2001-05-30 |
DE69521152D1 (en) | 2001-07-05 |
EP0852552A1 (en) | 1998-07-15 |
IS1720B (en) | 1999-07-06 |
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