| 序号 | 专利名 | 申请号 | 申请日 | 公开（公告）号 | 公开（公告）日 | 发明人 |
|---|---|---|---|---|---|---|
| 181 | Cover for an aircraft structure | US11581543 | 2006-10-16 | US20070029443A1 | 2007-02-08 | Christian Manz |
| The invention relates to nose parts of the fairing of vertical and horizontal tails and wings of an aircraft with a skin and a support structure, the skin (2) being disposed on the support structure (4, 6). The support structure is provided with a plurality of ribs (6) and a plurality of stringers (4), the plurality of stringers being arranged on the plurality of ribs to support the skin. Advantageously, an improved deformation behavior can be obtained, e.g. in the event of an impact of a bird, while the weight and cost are minimized by providing the stringers. | ||||||
| 182 | Transformable airplane | US10769125 | 2004-01-30 | US07093798B2 | 2006-08-22 | David A. Whelan; Robert H. Liebeck; Derrell L. Brown |
| A transformable airplane may be reconfigured easily and rapidly to perform any one or a combination of tanking, transport, bombing, or command and control missions as desired for a tactical situation by installing or replacing mission-specific modules as desired. A reconfigurable aircraft includes a pair of wings and an aircraft body having at least one bay defined in an interior of the aircraft body. The at least one bay is configured to accept a plurality of removably replaceable modules that configure the aircraft to perform a plurality of missions. Transport mission modules may include space and tie-downs for cargo pallets and/or palletized seating. A roll-on/roll-off ramp may be provided. Tanking mission modules may include a remote aerial refueling operator station. Bombing mission modules may include a bomb rack and a bomb ejector. ISR mission modules may include command and control stations in signal communication with phased array antennas. | ||||||
| 183 | Aircraft with forward opening inlay spoilers for yaw control | US11023949 | 2004-12-28 | US20060102802A1 | 2006-05-18 | Walter Clark |
| An aircraft comprises first and second wings positioned on opposite sides of a longitudinal axis with each of the first and second wings including an upper surface and a lower surface, wherein no control surfaces are attached to the lower surface of the wings. A first forward opening control surface is attached by a first hinge to an upper surface of the first wing and a second forward opening control surface being attached by a second hinge to an upper surface of the second wing. Each of the first and second hinges is canted with respect to a direction perpendicular to the longitudinal axis. A method of yaw control performed by the aircraft is also included. | ||||||
| 184 | Tailed flying wing aircraft | US10803307 | 2004-03-18 | US06923403B1 | 2005-08-02 | Faruk Dizdarevic; Mithad Dizdarevic |
| The “Tailed Flying Wing Aircraft” idea represents new aerodynamic concepts for large high subsonic aircraft. Large high subsonic aircraft based on these new aerodynamic concepts are having a significantly higher lift capacity and longer range, as well as a significantly lower fuel consumption of at least two times less than the aircraft based on classical fuselage concept with the same external dimensions. In addition, the aircraft based on the new concepts are having a significantly better longitudinal stability and maneuverability, as well as aerodynamic efficiency at high subsonic speed than aircraft based on “Tailless Flying Wing” concepts. The aircraft based on the “Tailed Flying Wing Aircraft” idea satisfy all safety requirements for civil aircraft. They also have simple shapes for manufacturing, hence this idea provides for new realistic advanced aerodynamic concepts for the next generations of large subsonic aircraft. | ||||||
| 185 | System, apparatus, and method for redistributing forces to meet performance goals and shock wave disturbance constraints | US10714276 | 2003-11-14 | US20050116108A1 | 2005-06-02 | John Morgenstern; James Bach; Alan Arslan |
| A system and method for configuring an aircraft for low sonic boom supersonic flight conditions includes redistributing lift of a wing by configuring the wing with one or more areas of far-field expansion ahead of areas of far-field compression. An equivalent area distribution goal curve is scaled to account for the equivalent area reduction due to excursions below to goal curve. A relaxed constraint allows the equivalent area distribution of the aircraft to be at or below the equivalent area distribution goal curve to enable multiple parameters to be configured to meet the equivalent area distribution constraint, as well as other constraints. The system and method can be adapted to aid in the design of any type of vehicle whose surfaces are subject to supersonic fluid flow, especially to reduce sonic boom. | ||||||
| 186 | Nacelle integration with reflexed wing for sonic boom reduction | US10713515 | 2003-11-11 | US06854687B1 | 2005-02-15 | John M. Morgenstern; Alan E. Arslan; Joshua P. Barbieri |
| A method for integrating an engine nacelle below the wing of a supersonic aircraft with low sonic boom capabilities includes determining the shape of a reflexed portion of the airfoil on the underside of the wing, and a corresponding shape for the upper surface of the nacelle to provide favorable interaction between the wing and the nacelle. In some configurations, the reflex and/or the nacelle are shaped to maintain positive pressure under the reflexed portion of the wing, to the trailing edge of the wing. A gull dihedral wing is designed to form a partial shroud around the nacelle. Such configurations reduce drag at the trailing edge of the wing, and the force of the positive pressure on the gull dihedral wing portion provides additional lift that partially offsets drag from the nacelle. | ||||||
| 187 | Aircraft with topside only spoilers | US10456176 | 2003-06-06 | US20040245379A1 | 2004-12-09 | Walter D. Clark |
| An aircraft with swept back wings and spoilers inlaid into the top surface near the tips of the wings. The aircraft also includes an elevator formed in the center back portion of the aircraft, which is also aft of the spoilers. It is aft to allow an auxiliary control in the elevator signal to cancel the unwanted pitch up moment caused by the spoilers only going up and being aft of the center of gravity of the aircraft. Roll is achieved with these spoilers by the direct action of the lift dumping on one side or the other and by taking advantage of the transformation of yaw into roll by the sweep back of the wings. | ||||||
| 188 | Aircraft with multipurpose lower decks and associated methods of manufacture | US10278717 | 2002-10-22 | US06772977B2 | 2004-08-10 | Paul W. Dees; Mithra M.K.V. Sankrithi |
| Transport aircraft, such as a transonic transport aircraft, having fuselages with multipurpose lower decks. In one embodiment, the fuselage is an “area-ruled” fuselage having a first fuselage portion, a second fuselage portion positioned aft of the first fuselage portion and at least proximate to a wing, and a third fuselage portion positioned aft of the second fuselage portion. The first fuselage portion can have a first dimension, the second fuselage portion can have a second dimension less than the first dimension, and the third fuselage portion can have a third dimension greater than the second dimension. The fuselage can further include an upper deck extending at least within the first and second fuselage portions, and a lower deck extending within the first fuselage portion. The upper deck can include a first passenger portion and the lower deck can include a second passenger portion, a cargo portion, or a second passenger portion and a cargo portion. | ||||||
| 189 | Aircraft with forward opening inlay spoilers for yaw control | US10353660 | 2003-01-29 | US20040144893A1 | 2004-07-29 | Walter Dennis Clark |
| An aircraft comprises first and second wings positioned on opposite sides of a longitudinal axis, a first forward opening control surface attached to an upper surface of the first wing, and a second forward opening control surface attached to an upper surface of the second wing, wherein each of the first and second hinges is canted with respect to a direction perpendicular to a longitudinal axis of the aircraft. A method of providing yaw control of an aircraft is also provided. The method comprises the steps of providing a first forward opening, canted spoiler in a top surface of a first wing of the aircraft, providing a second forward opening, canted spoiler in a top surface of a second wing of the aircraft, and operating the first and second spoilers differentially to create a yaw moment. The creation of yaw moments without any down force has application in sweptback wings where the tips are behind the center of gravity of the aircraft. The advantage is in reducing radar cross section over traditional (forward hinged, rearward opening) spoilers where there must be a spoiler on the bottom side to counter the down force created by the top spoiler. | ||||||
| 190 | AIRCRAFT WITH MULTIPURPOSE LOWER DECKS AND ASSOCIATED METHODS OF MANUFACTURE | US10278717 | 2002-10-22 | US20040075025A1 | 2004-04-22 | Paul W. Dees; Mithra M.K.V. Sankrithi |
| Transport aircraft, such as a transonic transport aircraft, having fuselages with multipurpose lower decks. In one embodiment, the fuselage is an nullarea-rulednull fuselage having a first fuselage portion, a second fuselage portion positioned aft of the first fuselage portion and at least proximate to a wing, and a third fuselage portion positioned aft of the second fuselage portion. The first fuselage portion can have a first dimension, the second fuselage portion can have a second dimension less than the first dimension, and the third fuselage portion can have a third dimension greater than the second dimension. The fuselage can further include an upper deck extending at least within the first and second fuselage portions, and a lower deck extending within the first fuselage portion. The upper deck can include a first passenger portion and the lower deck can include a second passenger portion, a cargo portion, or a second passenger portion and a cargo portion. | ||||||
| 191 | Aircraft landing gear support assemblies and associated methods of installation | US10278633 | 2002-10-22 | US06679452B1 | 2004-01-20 | Justin D. Cottet; Michael J. Meneghetti; Brett D. Whitmer |
| Landing gear support assemblies and associated methods of installation. In one embodiment, a landing gear support assembly usable with an aircraft wing includes an aft trunnion support beam having a base portion, an aft trunnion support spaced apart from the base portion, and a shear center axis extending from the base portion toward the aft trunnion support. The aft trunnion support can be at least approximately vertically aligned with the shear center axis. The base portion can be configured to be attached at least proximate to the rear wing spar with a plurality of fuse pins configured to fail and release the aft trunnion support beam from the rear wing spar when the landing gear exerts a preselected force against the aft trunnion support. | ||||||
| 192 | Lifting arrangement for aircraft fuselages | US10606096 | 2003-06-25 | US20030234321A1 | 2003-12-25 | Manuel Munoz Saiz |
| A lifting arrangement for aircraft fuselages that consists of placing longitudinal vertical or slanted fins or plates on the lower and lateral lower part of the whole fuselage, said fins forming a channel with the underside of the fuselage, including nose, fuselage and tail, open on their lower area. Further adding longitudinal horizontal or laterally slanted fins on the lateral middle or middle-to-low area of the fuselage and with a positive slope up to the nose with said fins arranged in such a way that the upper fins are projected increasingly laterally, and because of this arrangement and their slope up to the nose, the air flow is directed downward and backward. | ||||||
| 193 | High-speed aircraft and methods for their manufacture | US10146985 | 2002-05-15 | US20030213870A1 | 2003-11-20 | Mark E. Eakins; Paul M. Wojciechowski |
| A high-speed transport aircraft. In one embodiment, the aircraft includes a fuselage, delta wings, and integrated engine nacelles. The fuselage is configured to carry a payload and has a forward portion and an aft portion. The aft portion defines a generally constant-width planform and includes first, second, third, and fourth passenger seat sections, with each of the seat sections having at least two passenger seats positioned abreast at least generally normal to a longitudinal axis of the fuselage. In one aspect of this embodiment, the wings extend from the fuselage adjacent to the aft portion, and the fuselage further includes first and second rows of windows above the wings. The first row of windows are positioned in the fuselage directly adjacent the first seat section and the second row of windows are positioned in the fuselage directly adjacent the fourth seat section. | ||||||
| 194 | Variable size blended wing body aircraft | US09826031 | 2001-04-04 | US06568632B2 | 2003-05-27 | Mark A. Page; Jennifer P. Whitlock; Matthew W. Wilks |
| A blended wing body aircraft having a modular body. In one embodiment, the configuration or cargo capacity of the aircraft can be varied by adding or subtracting intermediate body structures rather than by adding or subtracting segments from the lateral sides of the aircraft body. Configuration in this manner preserves key aerodynamic parameters and permits several major components to be used in several aircraft configurations, each of which having a different cargo capacity. In another embodiment, the aircraft is formed from a plurality of laterally-extending body structures. Changes to the cargo capacity of the aircraft is accomplished through the employment of body structures that are wider or narrower. Configuration in this manner provides the aircraft with a structure that is relatively strong and efficient. While the body structures of this embodiment are not shared across a family of variously sized aircraft, the base design of the body structures is readily modifiable to adjust for an increase or decrease in width associated with a desired change to the aircraft's cargo capacity. | ||||||
| 195 | Fuel tank for lifting body re-entry vehicle | US9355 | 1998-01-20 | US6123295A | 2000-09-26 | Mark Harry Wexler; Peter Andrew Buck; Timothy D. Iwanczyk |
| An improved fuel tank for a lifting body re-entry vehicle having a particular external shape comprising four elongated lobes each having an external surface, each of the external surfaces having selected cylindrical and conical shapes, the lobes being selectively mateable to form a combined external configuration having a multiplicity of cylindrical and conical shapes conformable to at least a portion of the external shape of the vehicle. The cylindrical and conical shapes have variable radii at selected cross-sections thereof, such radii being selected for forming the external configuration. In a particular embodiment, the fuel tank has an initial portion, a midsection portion and a final portion and the cross-sectional shape of the initial portion of the fuel tank is that of two overlapping circles whose centers are positioned above one another, each of the circles being formed by two of the four lobes. In the midportion of the fuel tank, the cross-sectional shape is that of four overlapping circles whose centers are positioned to form a four-lobed closed arcuate figure. In the final portion of the fuel tank, the cross-sectional shape of the fuel tank is that of two overlapping circles whose centers are positioned aside one another, each of the circles being formed by two of the four lobes. When two such fuel tanks are placed side-by-side, the combined external surfaces closely approximate a large portion of the shape of the re-entry vehicle. | ||||||
| 196 | Multi-service common airframe-based aircraft | US756154 | 1996-11-26 | US5897078A | 1999-04-27 | Robert W. Burnham; Michael F. Fitzpatrick; Dennis A. Muilenberg; Joseph K. Schoebelen; Laurence B. Trollen |
| A modular approach to the manufacture of high performance military aircraft allows different aircraft to be manufactured at affordable cost and with high part number commonality. An aircraft so constructed includes a delta wing; a forebody section, including a cockpit, which is mounted to the front of the wing; and a propulsion system support frame mounted beneath the forebody section and the underside of the wing. The propulsion system is supported within this frame. The aircraft can also include an aftbody section mounted to the aft end of the wing, which includes a 2-D variable thrust vectoring nozzle and a pair of canted vertical tails. The forebody section includes a chin inlet below the cockpit. The wing is preferably constructed using thermoplastic welding. | ||||||
| 197 | Lifting-fuselage/wing aircraft having low induced drag | US642998 | 1996-05-13 | US5813628A | 1998-09-29 | Robert W. Hahl |
| A lifting-fuselage/wing aircraft having low drag at a selected cruise condition. The aircraft includes (a) a lifting fuselage having a cross-section constituting an airfoil in a majority of vertical planes taken parallel to the flight direction and an aspect ratio (AR.sub.f) of 0.33 to 1.10; (b) wings fixed to the fuselage having an aspect ratio (AR.sub.w) of at least 5.0; (c) a mechanism controlling aircraft attitude; and (d) a mechanism propelling the aircraft; wherein the wings and fuselage produce lift in varying proportions depending upon flight conditions as follows: (i) the aircraft has a cruise design point in which the fuselage lift coefficient (C.sub.LF) is 0.08 or less, and (ii) the fuselage lift coefficient is at least 0.50 at an angle of attack (.alpha..sub.LZo) of 10.degree., in level flight at sea level (ISA) with all movable lift enhancing devices retracted. | ||||||
| 198 | Aircraft with interchangeable fuselage | US14183 | 1987-02-11 | US4736910A | 1988-04-12 | Russell P. O'Quinn; Irven H. Culver |
| An aircraft is set forth having a fuselage (22) which terminates at a forward bulkhead (38). Secured to the fuselage (22) to complete the aerodynamic shape of the aircraft is one or a number of interchangeable, mission specific nose modules (46). A plurality of sleeves (66) is disposed on the fuselage (22) at the forward bulkhead (38) and a like number of corresponding pins (106) are positioned at the nose module (46), reception of the pins (106) into the sleeves (66) as the nose module (46) is mated to the fuselage (22) providing for first gross positional alignment and, as the pins (106) approach full insertion into the sleeves (66), fine positional alignment for interconnection. Couplers (68, 70) are included to provide connection between any electronics in the nose module (46) and monitoring/control electronics disposed on the fuselage (22) and its cockpit (26). The couplers can accommodate six degrees of malalignment to receive the other fixed portion of the coupling for interconnection thereof. Upon mating of the nose module (46) to the fuselage (22), connectors such as over center clamps (112) afix the nose module (46) to its fuselage (22). If desired, the aircraft may also be provided with interchangeable tail modules (126) which include pins (106) and couplers (68, 70) like the nose modules (46) to facilitate their interconnection to and interchange between aircraft. The interchangeability of the tail and nose modules (126, 46) between aircraft gives a small contingent of such aircraft a wide variety of mission capabilities. | ||||||
| 199 | Aircraft having improved performance with beaver-tail afterbody configuration | US402540 | 1973-10-01 | US3942746A | 1976-03-09 | Glenn T. Carter; Thomas F. Paniszczyn |
| An aircraft having a composite configuration comprising a conventional fuselage forebody portion which symmetrically and variformly blends into a relatively wide, substantially flat beaver-tail-like afterbody, with the afterbody having an integral pitch trimming camber and a composite pitch control device and air brake, hinged transversely thereacross and forming at least a part of its trailing edge. The beaver-tail afterbody is geometrically blended into and joined with the after portion of the conventional forebody through the medium of an intervening medial body defined by a geometric transition piece. The composite aircraft is further capable of fixedly accommodating any type of conventional wing configuration without the necessity for any adaptative, structural change or modification and also carries conventional propulsion units and control surface components. | ||||||
| 200 | Aircraft | US82809669 | 1969-05-20 | US3917197A | 1975-11-04 | FRANCIS ROBERT HUGH |
| A supersonic aircraft has a fuselage that is substantially of the maximum cross-sectional area until a point not far from the extreme rear end and aft of this point it terminates in a tapering streamline tail section of subsonic design, that is to say satisfactory for subsonic flight but such as would ordinarily create an excessive drag penalty in supersonic flight. With this design of subsonic tail, the drag penalty is avoided by burning fuel externally of the fuselage around a region just forward of that at which boundary layer separation would otherwise occur during supersonic flight if burning were not performed. With twin propulsion engines disposed one on either side of the fuselage, the design makes possible the installation of direct lift jet engines in the fuselage between the two propulsion engines.
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