Dual flap sections are supported by linkage, first for chordwise movement of the forward flap section rearwardly from the wing and for chordwise movement of the rear flap section rearwardly from the forward flap section, and then for tilting of the two flap sections conjointly to increase their angle of incidence relative to the wing. The forward flap section is supported by motion-amplifying compound linkage for effecting chordwise movement of the forward flap section relative to the wing, and the rear flap section is supported by motion-amplifying compound linkage from the forward flap section for effecting chordwise movement of the rear flap section relative to the forward flap section. Control mechanism for both motion-amplifying compound linkages is connected to the wing and is movable first to actuate the linkages primarily for shifting the two flap sections chordwise rearwardly from the wing and then primarily to tilt the foward and rear flap sections conjointly to increase their angle of incidence.

Airplane wing trailing-edge flap-mounting mechanism

The thrust control apparatus of the present invention is employed on an aircraft having a wing and a turbofan engine mounted on a strut extending downwardly and forwardly from the wing. The thrust control apparatus includes (a) a rearwardly opening turbine engine nozzle for directing primary turbine exhaust effluent rearwardly from the engine, (b) a fan and an annular fan duct surrounding the forward portion of the turbine engine, (c) a primary fan air duct being coupled to the annular fan air duct, extending upwardly and rearwardly from the annular fan duct, and terminating in a separate rearwardly opening fan air nozzle for directing the secondary fan effluent rearwardly from the engine, and (d) a first auxiliary duct being coupled to the primary fan air duct, extending upwardly therefrom, and terminating in an upwardly opening auxiliary fan air nozzle for directing fan air flowing through the first auxiliary duct upwardly in front of the aircraft wing. During cruise operation, a valve associated with the coupling between the primary duct and the first auxiliary duct is positioned to close the first auxiliary duct, allowing all of the fan effluent to be exhausted through the fan air nozzle. Upon approach to landing, the valve associated with the coupling of the primary duct and the first auxiliary duct is adjusted to a position where it bifurcates the fan effluent between the primary duct and the first auxiliary duct. At the same time the engine throttle is advanced, calling for the turbofan engine to generate near maximum r.p.m. A plurality of vanes in the first auxiliary nozzle directs the fan effluent flowing through the first auxiliary duct upwardly and rearwardly over the upper airfoil surface of the wing. Upon touchdown of the aircraft on the landing field, the valve associated with the coupling between the primary duct and the first auxiliary duct closes the primary duct diverting the entire flow of fan effluent through the first auxiliary duct. At the same time the plurality of vanes in the first auxiliary nozzle are shifted to direct the fan effluent upwardly and forwardly relative to the engine and the wing, thus reversing the flow direction of the fan effluent and providing a reverse thrust component to brake the aircraft.

Thrust control apparatus for obtaining maximum thrust reversal in minimum time upon landing of an aircraft

A high lift vertical takeoff and landing aircraft has first and second fuselages connected by a central airfoil. Jet engines at the leading edge of the airfoil expel propulsive streams simultaneously over top and bottom surfaces of the foil. Extendable flaps are utilized at a trailing edge of the airfoil with a horizontal control blade being attached to the leading edge of the foil. The control blade is within the jet's propulsive stream to permit proportioning of the stream above and below the airfoil. An extendable augmenter wing is attached between the fuselages aft and above the main airfoil to permit airflow in this region to be directed downwardly, accelerating the flow and providing additional lift. The main airfoil is positioned so that the fuselage walls extend above and below the foil. Lateral flow of the main engine exhaust is restrained by these walls. Above the wing the walls and airfoil create a venturi to speed airflow and decrease pressure. Below the wing the walls and extended flaps dam exhaust and ambient flow to create a high pressure region. Outboard wings provide seconary lift and reduce main wing loading. A canard is attached between the fuselages to provide pitch control. Both top and bottom canard surfaces are blown by forward mounted engines or exhaust ducts to add lift to the aircraft and to permit upward tilting of the aircraft during takeoff and landing. Tilting the aircraft permits the resultant of the engine thrust and wing lift vectors to be vertical.

High lift aircraft

In a commercial aircraft with a main deck (2) and a lower deck (5, 6), at least one passenger cabin (16, 16’) is also provided on the lower deck. The fuselage diameter lies on the order of a wide-body aircraft, and an energy-absorbing deformation structure (22, 23, 24) is arranged underneath the lower deck cabin. The invention proposes to arrange the wings (7) on the aircraft fuselage in accordance with the shoulder wing configuration, and to arrange the landing gear (10) outside on the fuselage such that the landing gear bays are spaced apart from one another by a certain distance that is defined by the positioning of the bottom longeron spars (9). This may provide that the lower deck volume situated underneath the main deck can be optimally utilized for payloads. The lower deck areas may also be interconnected in such a way that a significant useful width of the passage between the landing gear bays is achieved.

Commercial aircraft with a main deck and a lower deck

A bipartite, full span airplane flap system having an inboard flap portion and an outboard flap portion, wherein the outboard flap portion includes an integrated aileron mounted on its substantially equivalent spanwise length.

High lift longitudinal axis control system

A short takeoff and landing (STOL) aircraft employing turbofan engines and a wing and flap arrangement to provide propulsive lift, a high lift capability, and a steeper landing approach flight path. Improvements in these characteristics are achieved by a particular positioning of the engine fan and primary exhaust efflux flow relative to the wing and by locating the flaps for operation in consort with the engine-derived gaseous flow and the wing.

Harold F Kleckner

Papers

Turbofan-powered stol aircraft