WO2002057135A1 - Aeronef integre et/ou modulaire a grande vitesse - Google Patents

Aeronef integre et/ou modulaire a grande vitesse Download PDF

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Publication number
WO2002057135A1
WO2002057135A1 PCT/US2001/002368 US0102368W WO02057135A1 WO 2002057135 A1 WO2002057135 A1 WO 2002057135A1 US 0102368 W US0102368 W US 0102368W WO 02057135 A1 WO02057135 A1 WO 02057135A1
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WO
WIPO (PCT)
Prior art keywords
wing
aircraft
fuselage
aft
inlet
Prior art date
Application number
PCT/US2001/002368
Other languages
English (en)
Inventor
Chester P. Nelson
Gerhard E. Seidel
Original Assignee
The Boeing Company
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 The Boeing Company filed Critical The Boeing Company
Priority to PCT/US2001/002368 priority Critical patent/WO2002057135A1/fr
Publication of WO2002057135A1 publication Critical patent/WO2002057135A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
    • B64D27/02—Aircraft characterised by the type or position of power plants
    • B64D27/16—Aircraft characterised by the type or position of power plants of jet type
    • B64D27/20—Aircraft characterised by the type or position of power plants of jet type within, or attached to, fuselages
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C30/00—Supersonic type aircraft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D11/00—Passenger or crew accommodation; Flight-deck installations not otherwise provided for
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C2211/00—Modular constructions of airplanes or helicopters
    • 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
    • Y02T50/40—Weight reduction

Definitions

  • the disclosed embodiments relate to highly integrated and/or modular high-speed aircraft configurations and methods for designing such configurations.
  • Figure 1A illustrates a supersonic transport aircraft configuration having a narrowed fuselage.
  • Figure IB illustrates subsonic/transonic transport aircraft having a narrowed fuselage.
  • Figure 2 is a side isometric view of a supersonic transport aircraft having an integrated propulsion system and aft body in accordance with an embodiment of the invention.
  • Figure 3 is a partially schematic, rear isometric view of the aircraft shown in Figure 2 in accordance with an embodiment of the invention.
  • Figures 4A-C are top, front, and side views, respectively, of the aircraft shown in Figures 2 and 3 in accordance with an embodiment of the invention.
  • Figure 5 is a partially schematic, cross-sectional side elevational view of a propulsion system integrated with an aircraft aft body in accordance with an embodiment of the invention.
  • Figure 6A is a plot illustrating the total cross-sectional area and cross-sectional area of selected components of an aircraft having an integrated propulsion system in accordance with an embodiment of the invention.
  • Figure 6B illustrates a comparison of waisted and non-waisted fuselage configurations in accordance with an embodiment of the invention.
  • FIG. 6C illustrates alternative non-waisted passenger seating arrangements in accordance with other embodiments of the invention.
  • Figure 7 illustrates a comparison of predicted take-off gross weights and noise levels corresponding to aircraft in accordance with embodiments of the invention.
  • Figure 8 is a partially schematic, top isometric view of an aft portion of a high-speed aircraft configuration having outwardly canted tails in accordance with an embodiment of the invention.
  • Figure 9 is a partially schematic, top isometric view of an aft portion of a high-speed aircraft configuration having inwardly canted tails in accordance with an embodiment of the invention.
  • Figure 10 illustrates a high-speed transport aircraft having an integrated aft-mounted propulsion system in accordance with another embodiment of the invention, superimposed on an aircraft having a non- integrated propulsion system.
  • Figures 11A-C are partially schematic, cross-sectional side elevational views of an engine integrated with a high-speed aircraft aft body in accordance with another embodiment of the invention.
  • Figure 12 is a front right isometric view of a near-sonic transport aircraft in accordance with an embodiment of the invention.
  • Figure 13 is a front left isometric view of the near-sonic transport aircraft shown in Figure 12 in accordance with an embodiment of the invention.
  • Figure 14 is a rear isometric view of the near-sonic transport aircraft shown in Figures 12 and 13 in accordance with an embodiment of the invention.
  • Figure 15 illustrates top, front, and side views of the near-sonic transport aircraft shown in Figures 12-14 in accordance with an embodiment of the invention.
  • Figure 16A illustrates data comparing predicted block times for conventional subsonic aircraft and a near-sonic transport aircraft in accordance with an embodiment of the invention.
  • Figure 16B illustrates data comparing predicted ranges for conventional subsonic aircraft and a near-sonic transport aircraft in accordance with an embodiment of the invention.
  • Figure 17 illustrates a near-sonic transport aircraft having an integrated propulsion system with inlets positioned above the wing in accordance with another embodiment of the invention.
  • Figure 18 is a top isometric view of a supersonic business jet having a propulsion system integrated with an aft body in accordance with an embodiment of the invention.
  • Figures 1A and IB and the related description refer to aircraft having non-integrated propulsion systems.
  • Figures 2-1 IB and the related description refer to supersonic aircraft having aft-mounted, integrated propulsion systems in accordance with embodiments of the invention.
  • Figures 12-17 and the related description refer to near-sonic aircraft having aft- mounted, integrated propulsion systems in accordance with further embodiments of the invention.
  • Figure 18 and the related description refer generally to supersonic business jets having aft-mounted, integrated propulsion systems in accordance with still further embodiments of the invention.
  • Figure 1A illustrates top isometric and bottom isometric views of a supersonic cruise aircraft 100a.
  • the aircraft 100a can include a fuselage 102a, delta wings 104a, a propulsion system 106a suspended from the wings 104a, and an aft-tailed pitch control arrangement 107.
  • the aircraft 100a can include a tail-less or canard pitch arrangement.
  • the longitudinal distribution of the exposed cross-sectional area of the aircraft, and the longitudinal distribution of the planform area tend to dominate the transonic and supersonic wave drag (i.e., the increase in drag experienced beyond about Mach 0.85 due to air compressibility effects).
  • the fuselage 102a can be long, thin, and "area-ruled" to reduce the effects of wave drag at supersonic speeds.
  • the fuselage 102a can have a mid-region that is narrower than the forward and aft portions of the fuselage (i.e., a "waisted" configuration) to compensate for the increased cross- sectional area resulting from the presence of the wings 104a.
  • the reduced cross-sectional area of the fuselage 102a may also compensate for the cross- sectional area of the propulsion system 106a.
  • the propulsion system 106a can include four engine nacelle pods 108a mounted beneath the wing 104a to minimize adverse aerodynamic interference drag and to separate the rotating machinery of the engines from the main wing spar and the fuel tanks located in the wing.
  • Noise suppressor nozzles 110a are typically cantilevered well beyond a trailing edge 112a of the wing 104a, and can accordingly result in large cantilever loads on the wing 104a.
  • Figure IB illustrates a configuration for a high-speed transonic cruise transport aircraf 100b having a fuselage 102b, swept wings 104b, and podded engine nacelles 106b suspended from the wings 104b.
  • the fuselage 102b has a significantly narrowed or waisted portion proximate to a wing/body junction 105 to avoid increased drag in a manner generally similar to that described above with reference to Figure 1A.
  • This configuration may suffer from several drawbacks, including increased structural weight, increased risk of flutter loads, and a reduced payload capacity.
  • Figure 2 is an isometric view of a supersonic aircraft 200 having an integrated nozzle and aft body in accordance with an embodiment of the invention.
  • the aircraft 200 can be configured to transport about 300 passengers at a cruise Mach number of about 2.4.
  • the aircraft 200 can have other payload capacities and other cruise Mach numbers.
  • FIG 3 is a partially schematic, top isometric view of the aircraft 200 shown in Figure 2, and Figures 4A-C illustrate top, front, and side elevational views of the aircraft shown in Figures 2 and 3.
  • an embodiment of the aircraft 200 can include a fuselage 202, a delta wing 204, and dual propulsion systems 206 integrated with an aft body 214.
  • the fuselage 202 can have a generally elliptical cross-sectional shape to more readily accommodate a twin-aisle seating configuration.
  • the fuselage 202 can have other shapes, such as a circular cross-sectional shape.
  • the fuselage 202 can taper continuously from a mid region to an aft region to improve the drag characteristics of the aircraft 200, as described in greater detail below.
  • the wing 204 can have a generally delta-shaped configuration, such as a triple-delta configuration shown in Figures 3 and 4A.
  • the wing 204 can have a single or double-delta configuration, or a continuously curved ogive or ogee configuration.
  • the aircraft can further include forward-mounted, canted canards 228 and vertical tails 230.
  • the tails can have other configurations, as will be described in greater detail below with reference to Figures 8 and 9.
  • the propulsion systems 206 can include engines 216 positioned in relatively long nacelles 218 (Figure 4C).
  • the nacelles 218 can include inlets 220 having S-shaped inlet ducts and positioned below the wing 204.
  • the nacelles 218 can further include exhaust ducts or nozzles 222 positioned at or above the wing 204.
  • the relative positions of the inlet 220 and the exhaust nozzle 222 can be reversed, as described in greater detail below with reference to Figure 17.
  • the inlets 220 and the exhaust nozzles 222 can be positioned well aft of conventional locations.
  • the inlet duct 220 can be positioned aft of the 30% wing chord location.
  • the exhaust nozzles 222 can be positioned well aft of a trailing edge 224 of the wing, and near or above the chord line of the wing at the trailing edge 224.
  • the engines 216 can be positioned behrnd a main wing box 226, and can extend aft of the wing trailing edge 224 as described in greater detail below with reference to Figure 5.
  • Figure 5 is a partially schematic, cross-sectional side elevational view of a rear portion of the aircraft 200 and the aft body 214.
  • the maximum cross-sectional area of the nacelle 218 can be positioned behind the main wing box 226 so that the nacelle 218 is at least partially hidden behind the front of the wing.
  • the nacelle 218 and the engine 216 can also be positioned well aft of the payload or cabin region 232 of the aircraft 200.
  • landing gear 234 can be stowed toward the rear of the cabin region 232 and forward of the nacelle 218.
  • a landing gear fairing 235 can be positioned to house the landing gear 234, and can be located in a region where the fuselage 102 is tapering, forward of the nacelle 218.
  • Another fairing 236 can smoothly blend the upper portion of the nacelle 218 with an upper surface 238 of the wing.
  • the increase in the cross- sectional area created by the nacelle 218 (and, in one embodiment, the landing gear fairing 235) can coincide with a decrease in the cross-sectional area of the fuselage 202 to form a smooth total area distribution having a low net frontal area. Accordingly, this configuration can reduce the potential for a significant drag rise at near-sonic speeds when compared with configurations having other propulsion system locations.
  • Figure 6A illustrates an example of an area distribution corresponding to a configuration in accordance with an embodiment of the invention.
  • Figure 6B illustrates a seating arrangement for the fuselage 202 in accordance with an embodiment of the invention. For purposes of comparison, Figure 6B also illustrates a fuselage 202a having approximately the same seating capacity but in a waisted configuration.
  • Figure 6C illustrates two further embodiments of fuselages 202b and 202c having non-waisted configurations.
  • the aft body 214 of the aircraft 200 can include flat regions or "beaver tails" 240 inboard of each exhaust nozzle 222.
  • the flat regions 240 can provide structural support for the nacelles 218 and can form an integral horizontal stabilizer.
  • the flat regions 240 can be integrated with the aft body 214 and can generate a portion of the total airplane lift, which can react against a portion of the static weight and inertial load of the engines 216.
  • the aft body 214 can further include movable elevator surfaces 242 that can be used in combination with outboard wing elevons 244 and the canards 228 to provide longitudinal (i.e., pitch axis) trim and control functions.
  • the use of three surfaces can allow operation over a wide range of center-of-gravity conditions that can otherwise be difficult or impossible to accommodate on configurations having large, heavy engines mounted toward the rear of the aircraft, i one embodiment, the canards 228, elevons 244 and elevators 242 can be simultaneously deflected to produce lift on all three surfaces and lift the center of gravity of the aircraft 200.
  • the elevators 242 can be integrated with the exhaust nozzles 222 to provide for thrust vectoring, as will be described in greater detail below with reference to Figures 10 and 11.
  • the tails 230 can be vertical and can be mounted on the same structural members that support the engines 216.
  • a single tail can be mounted directly to the fuselage 202 proximate to the aft body 214.
  • An advantage of mounting the tails proximate to the engines 216 is that the same structure can support the engines 216 and the tails 230, potentially reducing the overall weight of the aircraft 200.
  • One feature of an embodiment of the aircraft 200 described above with reference to Figures 2-6C is that by integrating the propulsion systems 206 with the aft body 214 of the aircraft 200, the effect on the cross-sectional area of the fuselage can be reduced when compared with other engine installation configurations. Accordingly, the fuselage 202 need not be narrowed at its center, which can have an adverse effect on payload capacity, structural characteristics and sonic boom characteristics.
  • FIG. 2-6C Another advantage of an embodiment of the aircraft 200 described above with reference to Figures 2-6C is that the overall length of the propulsion system 206 can be increased relative to other configurations, without adversely affecting the area ruling described above and without substantially increasing the cantilever loads aft of the wing trailing edge 224. Accordingly, both the inlet 220 and nozzle 222 can be treated with acoustic panels or other noise-reduction devices to reduce the environmental impact of noise generated by the aircraft 200.
  • Figure 7 illustrates predicted data for aircraft of the type described above with reference to Figures 2-6C, comparing noise levels for aircraft with and without aft-mounted integrated propulsion systems.
  • an aircraft having no aft-mounted, integrated propulsion system increases in maximum take-off weight from 753,500 pounds to 796,800 pounds when the noise level at throttle cutback (after takeoff) is reduced from 5 dB to 7 dB below FAR Part 36 Stage III noise rules.
  • an aircraft having an aft-mounted, integrated propulsion system increases in weight from 652,109 pounds to 672,411 pounds to reach a noise level of 10 decibels below the noise rules at cutback, and 6 decibels below the noise rules for sideline (end of runway at takeoff) noise levels.
  • an aircraft configuration in accordance with an embodiment of the invention can be more robust than other configurations from a noise standpoint because noise levels can be reduced by a greater margin without resulting in as great an increase in aircraft weight.
  • Still another feature of an embodiment of the aircraft 200 described above with reference to Figures 2-6C is that at least a portion of the nacelle 218 is "hidden" behind the wing 204 and integrated with the wing 204. Accordingly, the aircraft 200 can accommodate engines 216 having a larger diameter (for higher thrust and/or a higher engine bypass ratio) than non- integrated configurations, without a significant aerodynamic penalty.
  • integrating the nacelles 218 can reduce the exposed wetted area of the nacelles 218 and accordingly, the overall skin friction of the aircraft.
  • the S-shape of the inlet duct 220 can shield the region external to the aircraft from forward-propagating noise generated by the engine fan and/or other engine components.
  • Another feature of integrating the nacelle 218 with the aircraft wing 204 and aft body 214 is that this arrangement can more efficiently support the engines 216.
  • the engines 216 need not be cantilevered or suspended beneath the wing 204, and the nozzle 222 can be integrated with the aft body 214, rather than being cantilevered behind the wing 204.
  • one advantage of this feature is that the nozzle 222 can be made longer (allowing for increased acoustic treatment) without substantially increasing the structural loads generated by the nozzle.
  • the nozzle 222 can be lengthened by about 150 inches compared to arrangements having underslung wing-mounted nacelles.
  • Still another feature of an embodiment of the aircraft 200 described above with reference to Figures 2-6C is that it can include a flat region or "beaver tail" 240 at the aft body 214.
  • a flat region or "beaver tail" 240 can increase the overall chord length of the inboard wing, thereby reducing the thickness to chord ratio (and accordingly, reducing drag) or allowing for an increased wing box depth.
  • the flat portion 240 can distribute a portion of the aerodynamic lift over the aft body and thereby reduce the wing box structural load.
  • Still another advantage of the aft flat region 214 is that it can, in combination with a delta wing planform shape, reduce or delay high angle of attack pitch-up instability problems when compared to other configurations lacking this feature.
  • the delta wing planform shape can create sufficient lift to reduce or eliminate the need for lift enhancing devices, such as leading and/or trailing edge slotted and/or unslotted flaps. Accordingly, the mechanical complexity of the wing can be reduced when compared with conventional configurations.
  • the fuselage 202 need not be waisted or reduced in cross-sectional area to accommodate the presence of the wing 204 and/or the propulsion system 206. Accordingly, a shorter, larger diameter fuselage can be used to enclose the same number of passenger seats. The shorter fuselage can reduce the overall weight of the aircraft and can improve the ride quality of the aircraft, compared with aircraft having longer (and more flexible) fuselages.
  • the aircraft 200 can have features different than those described above with reference to Figures 2-6C.
  • the inlet can have a generally elliptical shape (as shown in Figure 4B) or, alternatively, the inlet can have a rectangular or "D" shape. In other embodiments, the inlet can have a circular shape. In some embodiments, it may be advantageous to reduce the height to width ratio of the inlet so as to more completely integrate the inlet with the aircraft.
  • Each inlet can provide air to a single engine, or alternatively, each inlet can provide air to multiple engines, as described in greater detail below with reference to Figure 10.
  • the inlets 220 can have moveable internal surfaces for supersonic applications or, alternatively, the inlets can have a fixed geometry, for example, when installed in subsonic aircraft, such as those described below with reference to Figures 12-17.
  • the exhaust nozzle can have an ejector-suppressor configuration with fixed or variable geometry.
  • the wing can have a leading edge sweep angle of greater than about 38 degrees outboard of the nacelles 218 and a sweep angle greater than about 50 degrees inboard of the nacelles 218. In other embodiments, the wing sweep can have other values.
  • the aircraft can have still further configurations.
  • an aircraft 800 in accordance with an embodiment of the invention can have an integrated aft body 814 generally similar to the aft body 214 described above with reference to Figures 2-6C.
  • the aircraft 800 can also include tails 830 that are canted outwardly.
  • the aircraft 800 can include an aft body 814 having inwardly canted tails 930.
  • the particular configuration chosen for the tails can depend upon the aerodynamic and control characteristics of other features of the aircraft.
  • Figure 10 is a partially schematic top-plan view of an aircraft 1000 having podded nacelles 1018 and an aft body 1014 in accordance with another embodiment of the invention.
  • the plan view of the aircraft 1000 is superimposed on a plan view of an aircraft 100a (generally similar to that shown in Figure 1A) having a non-integrated propulsion system.
  • the aircraft 1000 can include a fuselage 1002 and two podded nacelles 1018, with each nacelle having an inlet 1020 mounted beneath the fuselage 1002 and/or the aft body 1014.
  • Each inlet 1020 can provide air to two engines 1016.
  • the aircraft 1000 can include nozzles 1022 that incorporate elevons 1042 to vector the thrust produced by the engines 1016.
  • the elevon 1042 can be positioned directly aft of the engine 1016 and beneath an upstream nozzle upper flap 1043.
  • the positions of the elevon 1042 and upper flap 1043 can be adjusted to control the area of an upstream nozzle throat 1045, depending upon the speed of the aircraft.
  • the setting shown in Figure 11A can correspond to a typical supersonic cruise condition.
  • the setting shown in Figure 11C can correspond to a typical subsonic cruise condition, and the setting shown in Figure 1 IB can correspond to a typical take-off condition.
  • the nozzle 1022 can have other configurations.
  • the upper flap 1043 can be extended to provide additional thrust vectoring.
  • thrust vectoring can be provided in the yaw and/or roll directions, as well as in the pitch plane.
  • Figure 12 illustrates a front right isometric view of a near-sonic aircraft 1200 having an aft-mounted, integrated propulsion system in accordance with another embodiment of the invention.
  • Figure 13 illustrates a left front side isometric view of the configuration shown in Figure 12.
  • Figure 14 illustrates a right rear isometric view of the configuration shown in Figures 12 and 13.
  • Figures 15A-C illustrate a plan view, side view and front view of the configuration, respectively.
  • the aircraft 1200 can include a fuselage 1202, wings 1204 and nacelles 1218 integrated in an aft body 1214 in a manner generally similar to that described above with reference to Figures 2-6C.
  • each nacelle 1218 can include an inlet 1220 mounted beneath the wing 1204 and an exhaust nozzle 1222 that extends above an upper surface 1238 of the wing.
  • the aircraft 1200 can further include tails 1230 that are canted slightly inwardly (as shown in Figure 15B) or canted outwardly or positioned vertically in alternate embodiments.
  • the aircraft 1200 can further include canards 1228 that, in cooperation with elevators 1242 and elevons 1244, can control the pitch attitude of the aircraft in a manner generally similar to that described above with reference to Figures 2-6C.
  • the aircraft 1200 can have a cruise speed of near-sonic velocities.
  • the cruise speed can be from about Mach 0.85 to 0.99 in one embodiment and, in one specific aspect of this embodiment, the cruise speed can be from Mach 0.95 to 0.98.
  • the aircraft 1200 can include many of the features described above with reference to the aircraft 200. Accordingly, the aircraft 1200 can realize many or all of the benefits described above with reference to Figures 2-6C.
  • the fuselage 1202 of the aircraft can be tapered at its aft region to provide for a uniform overall area distribution, when combined with the integrated aft body 1214.
  • the nacelle 1218 and engine 1216 can be at least partially hidden by the wing 1204, as described above, and the aft integration of the engines 1216 can provide for more efficient structural support of the nacelles 1218 and increased inlet and nozzle duct lengths, which can accommodate increased noise treatment.
  • the nacelle 1218 can accommodate engines having bypass ratios of from about 5 to about 9, or other bypass ratios typical of subsonic cruise transport aircraft.
  • the aerodynamic fineness ratio of the inboard wing can be improved (or the wing box depth increased) and high lift systems, such as complex leading and trailing edge flap and slot systems can be reduced and/or eliminated.
  • the delta wing plan form and the aft body can be integrated to reduce or delay high angle of attack pitch-up instability problems.
  • Figure 16A graphically illustrates the range and block time for a configuration in accordance with an embodiment of the invention, compared with two conventional configurations.
  • block time refers to the time interval between the removal of wheel blocks prior to aircraft pushback for take-off, and the placement of blocks after landing.
  • Figure 16A compares the predicted block time for an 8,500 nautical mile trip performed by an aircraft in accordance with an embodiment of the invention (indicated by letter “A"), relative to two conventional subsonic transport aircraft (labeled "B” and "C").
  • Predictions for an aircraft in accordance with an embodiment of the invention indicate up to a 15% reduction in block time when compared to conventional, subsonic cruise transport aircraft.
  • the reduction can have other values.
  • the reduction can translate to a proportional decrease in cash airplane-related operating costs (CAROC) such as crew costs, fuel costs, etc.
  • CAROC cash airplane-related operating costs
  • Figure 16B illustrates the predicted range (indicated by letter "A") of an aircraft in accordance with an embodiment of the invention, compared to the range for two conventional subsonic transport aircraft (indicated by letters "B" and "C").
  • an aircraft in accordance with an embodiment of the invention can have a range of up to 15% greater than conventional subsonic transport aircraft.
  • the aircraft can have other ranges.
  • the aircraft can be configured to transport from about 200 to about 300 passengers up to about 11,000 nautical miles.
  • An advantage of such a configuration is that the aircraft can fly anywhere in the world, non-stop, in less than 20 hours flying time.
  • an aircraft 1700 can include a fuselage 1702, delta wings 1704 and a pair of engine nacelles 1718, each having an inlet 1720 mounted proximate to the upper surface 1738 of the wing 1704.
  • the engines (not visible in Figure 17) and exhaust nozzles 1722 can be positioned at or above the wing upper surface 1738 and/or can extend beneath the wing upper surface 1738 and/or beneath the wing lower surface 1739.
  • Each nacelle 1718 can include an inlet diverter 1721 or scoop to remove boundary layer air developed over the wing 1704 forward of the inlet 1720.
  • the boundary layer air can form a portion of the bypass air passing into the engine fan. Accordingly, the fan can create a vacuum to keep the boundary layer attached to the wing forward of the inlet and through the inlet scoop 1721.
  • the inlet 1720 can provide to the engine core air that is generally free of the influences of the boundary layer, so that the engine can operate at a high level of efficiency and reliability, hi an alternate embodiment, the inlet scoop 1721 can dump the boundary layer air overboard, or can be supplemented with or replaced by an active boundary layer control system that energizes and/or removes the inlet boundary layer upstream of the inlet 1720.
  • an aircraft having an aft-mounted, integrated propulsion system can have other configurations.
  • Figure 18 illustrates a supersonic business jet 1800 having a fuselage 1802, wing 1804, canards 1828, and tails 1830.
  • the aircraft 1800 can further include two engine nacelles 1818, each housing one engine and integrated into an aft body 1814 in a manner generally similar to that described above with reference to the larger supersonic commercial transports and near-sonic commercial transports.
  • an embodiment of a supersonic business jet 1800 can include many of the features (and can realize all or many of the advantages) described above with reference to the foregoing configurations.
  • the aircraft can have additional configurations.
  • the aircraft can be sized similarly to a small, medium, or large-sized business jet up to a passenger capacity of 500 seats or more.
  • the aircraft can have a sustained cruise Mach number of from about .9 up to about Mach 2.7 or higher.
  • the aircraft can be configured to include two engines, four engines, or other numbers of engines in alternate embodiments.
  • the aircraft can be configured for long-range bombing or reconnaissance missions.
  • selected components of the aircraft can have a modular arrangement.
  • selected components of the aircraft can be combined with other components in a manner that depends on whether the aircraft is configured for subsonic or supersonic operation.
  • the aircraft can have a generally fixed cabin, canard, tail, and inboard wing configuration that is common to both a subsonic and supersonic aircraft.
  • the outboard wing, the nose and the nacelles can be selected for a given aircraft on the production line (or substituted after the aircraft has been manufactured) depending upon whether the aircraft is intended for subsonic or supersonic cruise.
  • An advantage of this feature is that many components (such as the cabin, canard, tails, and/or inboard wing section) can be common to both subsonic and supersonic aircraft. Accordingly, both subsonic and supersonic aircraft can be more efficiently manufactured and maintained.

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Abstract

La présente invention concerne un aéronef (1200) intégré et/ou modulaire à grande vitesse et un procédé de conception associé. L'aéronef (1200) peut avoir un nombre de Mach de croisière supersonique ou quasi-supersonique. Dans une forme de réalisation, l'aéronef peut comporter un corps arrière (1214) pourvu d'une aile delta (1204) et un fuselage (1202) effilé vers l'arrière afin de définir une distribution continue de la surface de l'avant vers l'arrière. Un moteur, des tuyères d'entrée et de sortie peuvent être intégrés dans le corps arrière de manière à se trouver au moins partiellement cachés derrière l'aile (1204).
PCT/US2001/002368 2001-01-19 2001-01-19 Aeronef integre et/ou modulaire a grande vitesse WO2002057135A1 (fr)

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2910434A1 (fr) * 2006-12-26 2008-06-27 Airbus Sas Fuselage d'aeronef
FR2947244A1 (fr) * 2009-06-25 2010-12-31 Airbus Aeronef subsonique

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USRE35387E (en) * 1985-04-09 1996-12-03 Dynamic Engineering, Inc. Superfragile tactical fighter aircraft and method of flying it in supernormal flight
US4767083A (en) * 1986-11-24 1988-08-30 The United States Of America As Represented By The Administrator Of The National Aeronautics And Space Administration High performance forward swept wing aircraft
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US5842666A (en) * 1997-02-21 1998-12-01 Northrop Grumman Coporation Laminar supersonic transport aircraft

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Publication number Priority date Publication date Assignee Title
FR2910434A1 (fr) * 2006-12-26 2008-06-27 Airbus Sas Fuselage d'aeronef
WO2008096073A2 (fr) * 2006-12-26 2008-08-14 Airbus Fuselage d'aéronef
WO2008096073A3 (fr) * 2006-12-26 2008-10-02 Airbus Fuselage d'aéronef
JP2010514616A (ja) * 2006-12-26 2010-05-06 エアバス 航空機の胴体
US8336823B2 (en) 2006-12-26 2012-12-25 Airbus Aircraft fuselage
RU2481236C2 (ru) * 2006-12-26 2013-05-10 Эрбюс Фюзеляж летательного аппарата
FR2947244A1 (fr) * 2009-06-25 2010-12-31 Airbus Aeronef subsonique

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