Aircraft lift arrangement

Field of the Invention: In aircraft lift systems.

Description of the Related Art: At present, aircraft fuselages have the drawback that they do not make use of side winds to provide lift, and they also offer significant side resistance and do not produce the majority of the lift of the fuselage. Aircraft lift arrangements which make no use of side winds to provide lift are known for example from the prior art documents EP-A-0 827 905 and DE-A-198 106 87 . That is all reduced in part with this invention.

Description of the invention.- The aircraft lift arrangement consists of a stretched, flattened fuselage which produces the lift both during forward movement and in side winds, the bottom of which is preferably flat and the top rounded, with narrow lengthened wings used mainly to carry the engines and provide the flight control surfaces, the nose inclined with a positive leading angle, the bottom surface flat and the top rounded, and the tail sloping downward, its lower surface flat and the top rounded, to prevent release of the limit layer in upper areas, with large leading angles. The landing gear is moved rearward somewhat to allow greater nose pitch up attitude during takeoff and landing.

Said narrow, lengthened wings can be fitted forward, in the centre or rearward: in the latter case, they can carry the stabilizers and elevators.

Except at the nose and tail, the whole fuselage has a constant transverse cross-section which is a flattened oval, flattened trapezoid or circle segment and with rounded corners or edges, to reduce the effect of side wind and to produce lift in such winds.

The fuselage may be slightly curved lengthwise and the front of the nose and the rearmost part of the tail are inclined so as to tend to align the slipstream.

The flattened design of the fuselage for side wind conditions can also be used for the same purposes with the roughly round fuselages of conventional aircraft, making them a more flattened design.

The unions between surfaces must be rounded.

Operation: the slipstream meets the lower surface of the fuselage to create lift with large leading angles so that part of the air flows to the upper rounded surface and leaves the fuselage at the tail. Side wind or better still its component is exploited by giving a small positive lateral leading angle to provide the corresponding lift.

BRIEF DESCRIPTION OF THE DRAWINGS

• Figure 1 shows a side, schematic view of an aircraft with the arrangement of the invention.
• Figure 2 shows a schematic top view of the aircraft of the invention.
• Figure 3 shows a side schematic view of a variant of the invention.
• Figure 4 shows a side, schematic view of another variant of the invention.
• Figure 5 shows a side, schematic view of a fuselage with the slipstream lines.
• Figure 6 to 10 show various transverse cross-sections of different fuselages.

DETAILED DESCRIPTION OF THE INVENTION

Figure 1 consists of the fuselage 1, the narrow lengthened and rearward wing 2, the upper curved fuselage surface 3, the bottom surface flat fuselage surface 4, the front, flat inclined surface 5 between the upper tip of the nose 7 and the bottom part 8, the rear curved surface 6 between the upper zone 9 and the bottom tip of the tail 10, the rearward landing gear 11, the winglet 12 and the control surface 13.

Figure 2 consists of the fuselage 1, the narrow lengthened and center wing 2, the upper curved fuselage surface 3, upper tip of the nose 7 and the curved surface 6 between the upper zone 9 and the bottom tip of the tail 10, the control surface 13 and 15.

Figure 3 consists of the fuselage 1, the upper curved fuselage surface 3, the bottom curved fuselage surface 4, the front flattened and inclined surface 5 between the upper tip of the nose 7 and the bottom part 8, the rear curved surface 6 between the upper zone 9 and the bottom tip of the tail 10, with the fuselage curved lengtwise.

Figure 4 consists of the fuselage 1, the upper curved fuselage surface 3, the bottom curved fuselage surface 4, the front flattened and inclined surface 5 between the upper tip of the nose 7 and the bottom part 8, the rear flattened or curved surface 6 between the upper zone 9 and the bottom tip of the tail 10, with the fuselage curved lengtwise, the front part of the nose and the rear part of the tail have an inclination that is aligned with the ram air flow.

Figure 5 consists of the fuselage 1, it can be notice that the air flow meets the tip of the nose 7 and surrounds the fuselage leaving it at the tail 10, it causes the downward displacement of the flow and thus the fuselage react upward.

Figure 6 shows a flattened, trapezoid transverse cross-section fuselage with their edges rounded and its upper surface 3 and 4 flattened.

Figure 7 shows the circle segment transverse cross-section of the fuselage formed by the upper 3 and the lower 4 surfaces.

Figure 8 shows the circle segment transverse cross-section of the fuselage formed by the upper 3 and lower 4 surfaces, with their side edges 17 and 18 rounded.

Figure 9 shows the roughly oval transverse cross-section of the fuselage with the upper 3 and lower 4 surfaces, with their side edges 17 and 18 rounded.

Figure 10 shows the fuselage of the figure 12 laterally inclined in such a way that the side winds or its component meets the edge 18 of the fuselage leaving it at the edge 17, creating lift L that allows using a lower power and thus reducing fuel consumption and a side resistance D that is lower than in conventional aircrafts.

The arrows indicate the airflow with reference to the aircraft fuselage.

Advantages: it is the only system that exploits the side winds or better still their transverse component to provide the corresponding lift and providing most of the lift in the fuselage, all that in a simple and inexpensive way.