Abstract: An aircraft having a central fuselage, a first side fuselage positioned immediately adjacent to and independent of the central fuselage, and a second side fuselage positioned immediately adjacent to and independent of the central fuselage located on the opposite side of the first side fuselage is disclosed. All of the engines powering the aircraft are located either on the wings outboard of the side fuselages or in the rear of the aircraft aft of the wings. Further, the aircraft may include wings positioned laterally from both side fuselages which may be partially retracted during flight.

Abstract: A flight control system comprises trailing edge airfoil members pivotally mounted at the trailing edge of each wing of an aircraft and selectively movable on a laterally extending axis between raised and lowered positions for imparting rolling motion to the aircraft. Leading edge airfoil members mounted adjacent the leading edge on each of the wings are movable transversely of the leading edge between a retracted position generally coextensive with the leading edge and an extended position protruding from the leading edge for imparting countervailing aerodynamic forces on the wings to counteract the effects of aeroelastic wing deformation caused in response to operation of the trailing edge airfoil members by increasing the angle of attack of the wing and lift producing surface area of the wing. A pair of actuator mechanisms are mounted on a wing box member at laterally spaced locations for moving the leading edge airfoil members between the retracted and extended positions.

Abstract: A powered parachute or pendulum flying machine which includes a mechanism for shortening the chord length of the parachute wing, a mechanism for shortening the distance between the upper and lower airflow surfaces of the parachute wing, and a mechanism for adjusting position of the pilot module relative to the wing so as to adjust the center of gravity of the powered parachute. The mechanism for shortening chord length includes a tube running along the trailing edge of the parachute wing and control lines running from the tube to the pilot module. Pulling in the lines draws the tube forwardly and shortens the chord length. Preferably at the same time as the chord length is decreased, wing height is decreased by the mechanism for shortening the distance between the upper and lower airflow surfaces. Such is accomplished by collapsing a wall disposed between the upper and lower airflow surfaces to the pilot module.

Abstract: A supersonic flight aircraft having a longitudinally forwardly extending fuselage having an axis in the direction of flight, and a wing, and which comprises the wing extending generally laterally relative to the axis, and having a leading edge angled forward or rearwardly relative to a normal to the axis at an angle , and the wing having leading edge sharpness defined by upper and lower wing surfaces, which taper toward the leading edge to define an angle .delta., closely proximate the leading edge at all spanwise locations; the angle and sharpness .delta.

Abstract: A wing with a wing span (b) has a main part (1), which has a substantially closed surface with respect to the flow (v) and is provided at its free end with an end section in the form of a wing grid. The wing grid has at least two parallel-staggered winglets (2). The wing grid as part of the wing span (b) takes over the intended profile circulation at the attachment point to the main part and subdivides that circulation approximately uniformly over the winglets. The same lift is produced in the end section with the at least two winglets. Thus, for the wing the spanwise lift distribution is more regular and the induced resistance is decreased. An upper or lower limit for the action is obtained as a function of whether, as a result of the fixed wing grid for the entire wing, a rectangular circulation distribution is produced or only for the part of the overall span replaced by the wing grid.

Abstract: 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.

Abstract: An expandable section (12) is provided for an aircraft (10) which includes a movable rigid aircraft section (18) which is attached to the fixed aircraft structure (16) by an elastomeric transition section (14) which permits the movable aircraft section (18) to move between a retracted configuration and an expanded configuration to increase the volume of a cavity within the aircraft. The elastomeric transition section includes elastomeric material (20) having a plurality of holes (22) therethrough. Flexible rods (28, 32) are secured either to the aircraft structure (38) or the movable aircraft section (18) and extend through the holes to permit the elastomeric transition section to expand, contract and bend as necessary to accommodate the movement of the movable aircraft section (18). In one application, the movable aircraft section (18) can form the doors (40, 42) of a weapons bay.

Abstract: An aircraft having an elliptical fuselage and low skin friction drag. 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, an aspect ratio (AR.sub.f) of 0.33 to 1.10, a forebody having a substantially elliptic cross-section in all planes taken normal to the flight direction, and a substantially elliptic planform leading edge;(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.

Abstract: A body configuration for improving the fluid-dynamic performance efficiency of aircraft and watercraft comprises a generally conical upper segment (54) and a generally conical lower segment (56) that are joined at a common base plane (53), achieved by inverting the conical lower segment (56). The slopes of the conical surfaces are determined by the prescribed planform of the craft or vehicle and by the height of the conical segments wherein the height of the conical upper segment (h.sub.u) is less than and typically two-thirds that of the conical lower segment (h.sub.L). Although not limited to elliptical planforms, a generally circular planform (52) is preferred for a vertical takeoff and landing aircraft operating in the subsonic flight regime and an elliptical planform (68), with a large aspect ratio for takeoff and low-speed flight, then rotating to a low-aspect-ratio orientation for supersonic flight operation, is preferred for supersonic transport and single-stage-to-orbit type aircraft.

Abstract: A short take off and landing (STOL) aircraft is optimized for STOL performance and flight at minimum airspeed. The aircraft includes leading edge wing slats that are extended and retracted under the direct manual control of the pilot. The aircraft further includes an aileron/flap mixing mechanism that automatically droops the ailerons when the flaps are lowered. A flap bellcrank, which pivots to lower the flaps, carries a pair of pulleys. Aileron control cables, that actuate an aileron bellcrank to raise and lower an aileron, are threaded around and between the two pulleys. When the flap bellcrank pivots to lower the flap, the pulleys vary the positions of the aileron control cables relative to each other to pivot the aileron bellcrank and thereby lower the aileron. The aileron control cables remain independently movable to maintain pilot control over the bank and roll of the aircraft.

Abstract: An apparatus and method of stabilizing unstable shock waves on the surface of a body induce shock waves to form prematurely at a particular location on a surface of the body and fix that location such that shock waves will form consistently and persistently at that location on the surface of the body. Boundary layer flow separates from the surface of the body at that location and can be prevented from reattaching to the surface. Shock wave oscillations due to interactions with the separated boundary layer flow are prevented, thereby minimizing vibrations induced in the body. The apparatus has a flow accelerating surface and a discontinuity in the accelerating surface. The accelerating surface causes local fluid flow over the surface of the body to accelerate and prematurely and consistently form a shock wave at the point where the discontinuity is located.

Abstract: A leading edge flap (16) for supersonic transport airplanes is disclosed. In its stowed position, the leading edge flap forms the lower surface of the wing leading edge up to the horizontal center of the leading edge radius. For low speed operation, the vortex leading edge flap moves forward and rotates down. The upward curve of the flap leading edge triggers flow separation on the flap and rotational flow on the upper surface of the flap (vortex). The rounded shape of the upper fixed leading edge provides the conditions for a controlled reattachment of the flow on the upper wing surface and therefore a stable vortex. The vortex generates lift and a nose-up pitching moment. This improves maximum lift at low speed, reduces attitude for a given lift coefficient and improves lift to drag ratio. The mechanism (27) to move the vortex flap consists of two spanwise supports (24) with two diverging straight tracks (64 and 68) each and a screw drive mechanism (62) in the center of the flap panel (29).

Abstract: An apparatus and method of stabilizing unstable shock waves on the surface of a body induce shock waves to form prematurely at a particular location on a surface of the body and fix that location such that shock waves will form consistently and persistently at that location on the surface of the body. Boundary layer flow separates from the surface of the body at that location and can be prevented from reattaching to the surface. Shock wave oscillations due to interactions with the separated boundary layer flow are prevented, thereby minimizing vibrations induced in the body. The apparatus has a flow accelerating surface and a discontinuity in the accelerating surface. The accelerating surface causes local fluid flow over the surface of the body to accelerate and prematurely and consistently form a shock wave at the point where the discontinuity is located.

Abstract: Several innovative systems for an aircraft, and aircraft incorporating them, are disclosed. Features include inboard-mounted engine(s) with a belt drive system for turning wing-situated propellers; compound landing gear integrating ski, pontoon and wheel subcomponents; pivotal mounting armatures for landing gear and/or propellers which provide a plurality of possible landing gear and/or propeller configurations; and a compound wing structure featuring extendable wing panels that permit the wing span of the aircraft to be nearly doubled while in flight. Aircraft incorporating such features will enjoy several safety advantages over conventional multi-engine aircraft and will be capable of modifications during flight which permit landings on any of snow, hard surfaces (runways) and water.

Abstract: An aerodynamic lifting and control surface comprising an external box structure that encloses an internal grid whose members are parallel to the box structure. The external box structure comprises four panels connected at their comers by spring hinges. When the hinges are unconstrained, the external box structure is compressed into a flat, thin parallelogram shape. The internal grid comprises a plurality of plates connected to each other and to the external box structure by flexible hinges. Control apparatus for use with an aerodynamic vehicle is also disclosed. The control apparatus comprises at least one aerodynamic lifting and control surface that is coupled to an actuator disposed within the vehicle and connected to the aerodynamic lifting and control surface for rotating it.

Abstract: A canard wing surface for aircraft, especially supersonic aircraft, which can be lowered and retracted flush into the fuselage of the aircraft when no longer needed. The canard is hinged to an extendible platform at or near its upper edge, so that a raising mechanism on the platform can raise the canard from a position integral with the skin of the fuselage to a fully extended position as a curved wing. The platform is extended to allow the canard to clear the fuselage, and may be rotated to adjust the angle of attack of the canard from nearly flat, for the transition to high-speed flight, to a range of low-to-medium angles of attack when used as a lift surface during takeoff and landing, to nearly vertical for use as a speed brake during the landing roll. If desired, multiple canard surfaces can be used on an aircraft, arranged along the fuselage.

Abstract: An articulated wing has a fore wing portion and after wing portion connected to an articulate axis support structure which extends along the length of the wing and separates the two wing portions. Control actuators separately connect the fore and after wing portions to the articulate wing support structure in order to provide separate angular positioning capabilities for the two wing portions. Further, the articulate wing support structure itself may be rotated with respect to the mechanism it is attached to. These and other flexible controls over the wing attitude and size allow the wing to provide a number of force vector amplitudes as well as directions for any given fluid flow direction and velocity.

Abstract: A segmented variable sweep wing for an aircraft has a plurality of wing segments. A structural device movably affixes the wing segments to the fuselage of the aircraft adjacent each other at their root areas. The structural device moves the segments conjointly to a power position where the segments are perpendicular to the fuselage and spaced from each other. The structural device also moves the segments conjointly to a cruise position wherein the segments are swept back at an angle with the fuselage and in abutment with each other thereby forming a unitary continuous surface airfoil.

Abstract: An on-demand wing vortex control system includes a pair of retractable pas which extend forward through slots in the leading edges of the strake and main wing at their junction. When not in use, the device is retracted in a stowed position, thus having zero impact on the cruise efficiency and observability characteristics designed into the aircraft. The panels extend forward from the strake and wing, providing an added leading edge airfoil surface when in the deployed position. Both panels are slideably and rotatably affixed to the aircraft. A front panel is affixed to and supported within the strake, while a rear panel is affixed and supported within the main wing. The planform of each panel is symmetrically identical, and the movements of the panels are mechanically coordinated so that the exposed planform shape represented by the combined overlapping panels are symmetrical about a line which bisects the strake/wing junction angle.

Abstract: A wing which is extendable from an airborne body. The wing includes a base spar which is actuatable through the operation of a power element, a nose spar which has one of the end sections thereof supported for pivotal movement about a bearing axis located on the airborne body and at least one lamella or sheet metal element which extends at least approximately in parallel with the nose spar in every angular position thereof, which has one end section thereof pivotably supported on the base spar by means of a lamella axis. A stabilizing element is supported for pivoting about a connecting axis at the second end section of the nose spar which is distant from the first end section, and extends through contact or positioning elements at the second end section of the at least one lamella element distant from the associated lamella axis.

Abstract: A fluidfoil (78) for use in guiding fluid-borne vehicles has first and second bodies (82, 80) arranged in telescoping relation and collectively defining the leading and trailing edges (18, 20) of the fluidfoil so that the chord length (24) of the fluidfoil is variable. The bodies (82, 80) are rotatable about a shaft (16) defining an axis (14) in fixed positional relation to the leading edge (18), and the fluidfoil (78) is operable under the influence of a relatively moving, surrounding fluid medium (22) to assume an angle of attack which depends on chord length (24).

Abstract: A Variable Geometry Remotely Piloted Vehicle (VG-RPV) has a main fuselage portion supporting at one end main wing panels and a forward fuselage portion. In the stowed position, the main wings and forward fuselage portion are laterally adjacent the main fuselage. This provides compact volume of small dimensions for stowage inside a canister. When deployed for flight, the wings are inclined at a large angle to the main fuselage, and a fuselage forebody is positioned upstream of the main fuselage, to establish a vehicle center of gravity adjacent to the deployed wings. Folding panels are mounted on chordwise hinges at the tip of the main wing panels. These panels overlap the main wing panels in the stowed configuration, inside the canister or on deck, and extend the span and area of the deployed main panels in the flight configuration. In-flight deployment is provided to launch the VG-RPV with a reduced span and area with the folding panels placed under the main panels.

Abstract: The presented invention gives methods to construct two types and three kinds of variable area aircraft or kite wings. The wings share a common method of increasing or decreasing in area through fixed fuselage or fixed wing spars and opposing travel, travelling wing spars to which spars may be attached described airfoil forms or plates. Doubled back and threaded about these fixed and travelling spars are flexible, strong and laterally stable wing membranes cut in patterns to match the extensible framework of the fixed and travelling spars. The wing varies in area when the travelling spars are mechanically `gear train` actuated and the as yet un-utilized portion of the wing membrane is drawn from the internal wing stowage space. This unfurling process is reversible, the wing membrane may also be drawn back into the internal wing stowage space. The invention also gives a method to construct wingtip aelerons suitable for one of the two presented types of variable area wing.

Abstract: A fixed wing aircraft that can be converted to an automotive vehicle, comprising a generally rectangular planform fuselage having four wheels as in conventional automobile practice, and a telescopic wing which retracts into a housing in the roof of the fuselage. Telescopic horizontal and vertical stabilizers are provided at the rear end of the fuselage, as well as a retractable pusher propeller that is driven by an engine mounted on the front end of the fuselage. Both the propeller and the rear wheels are connected by a transmission box to the engine, so that either can be driven to operate the vehicle as an aircraft or as an automobile. On take-off, the rear wheels are partially retracted so as to place the aircraft at a proper angle of attack at the same time that the elevators are raised by pulling back on the control wheel. The control wheel is also connected to both the front wheels and the ailerons, and when turned 90.degree.

Abstract: A telescopic airfoil comprising a plurality of short wing sections, each consisting of skin and rib, with tubular spar sections attached to the rib. Each spar section is adapted to telescope with respect to the next adjoining spar section toward the root end of the airfoil. Alternate spar sections are rotatable, and intermediate spar sections are held stationary, with the end portions of adjacent spar sections overlapping, and low-friction threads connecting the overlapping spar portions. The threads at opposite ends of each spar section are of opposite hand so that rotation of the rotatable spar sections causes the entire group to be drawn together into a housing at the root end of the wing. In this way, the wing span can be reduced to less than 30% of the full span, while during extension and retraction, the spars retain their full load-carrying capability.

Abstract: An unfurlable sheet is normally stored within a hollowed fillet existing between the fuselage of an aircraft and a confronting edge of the aircraft wing. When the surface area of the wing is to be increased, the sheet is unfurled so that it becomes coplanar with the edge of the wing and the confronting surface of the fuselage. By unfurling the sheet during a "deep stall" condition, the downward vertical velocity of the aircraft may be appreciably diminished.

Abstract: An aircraft has a geometrically transformable pilot compartment, and further parts including a fuselage boom, wings and tail, wherein at least one of these parts are movable between an unfolded position in which it is ready for flying and a folded position in which it is accommodated in the pilot compartment.

Abstract: An aircraft trailing edge flap assembly including a main flap and an aft flap are repositioned by a dual arm rotary actuator. One arm of the rotary actuator repositions the main flap by driving a carriage assembly along a linear track. The other arm of the rotary actuator repositions the aft flap by driving a bell crank assembly which is operatively connected to an aft flap support member extending downward from the aft flap. The aft flap support member is operatively connected to a main flap support member which extends downwardly and rearwardly from the rear portion of the main flap to operatively connect with a mounting member extending downwardly and rearwardly from the track so that the track mounting member supports the majority of aerodynamic load forces applied to the flap assembly. Both arms of the rotary actuator rotate together through a predetermined arc so that the aft flap and main flap remain in a nested configuration.

Abstract: An airfoil sail system for a boat having a mast is disclosed. The airfoil sail system includes a front airfoil which is pivotal about an axis defined by the mast. The front airfoil has leading and trailing edges, and is generally symmetrical about a vertical plane extending between its leading and trailing edges. A rear airfoil is also provided which has leading and trailing edges. The rear airfoil is generally symmetrical about a vertical plane extending between its leading and trailing edges. A base member having a traveller is provided for operatively coupling the front and rear airfoils so that rotation of the front airfoil about its axis effects a counter-rotation of the rear airfoil to permit adjustment of the camber of the airfoil sail system.

Abstract: This invention is an improved airfoil in the form of a plurality of controllable winglets which are used to reduce the stall characteristics of wing tips and to give them better lift capabilities. This is accomplished through relatively simple and yet highly efficient controls.

Abstract: A self-erecting wing structure for increased missile performance and maneuverability without significant sacrifice of payload space includes a wing pivotally attached to an air frame in a retracted position in which the wing is both rotated about its spanwise axis relative to an erected position and pivoted forward alongside the air frame. Rotational components enable passing air to swing the wing to the erected position when it is released from the retracted position during flight. A secondary wing surface is included that automatically deploys to increase wing area.

Abstract: This invention relates to a tandem or multi-winged aircraft wherein a primary wing system is so designed and equipped that it is capable of being actuated in a manner to bring about a shift in the neutral point of the craft relative to its center of gravity and wherein a secondary wing system located ahead of the primary one and movable fore and aft relative to the latter is deployed and angled during its excursion so as to effectively counteract the neutral point shift that would be brought about by deploying the primary wing system alone thereby maintaining the neutral point at approximately its former location in at least both the cruise mode as well as the high-lift mode preferred for landing and take-off.

Abstract: A support and actuating system for large Fowler-type flaps on the trailing edge of an aircraft wing. Each flap is vertically and laterally supported at diagonally opposite corners, and the remaining leading-edge corner is vertically supported and laterally free to permit smooth and simple actuation. The flap is constructed to be torsionally stiff to eliminate need for conventional multiple flap tracks and support at the remaining trailing-edge corner. Elimination of some or all external tracks on the wing tracks provides a clean low-drag wing when the flaps are retracted in cruising flight, while enabling simple deployment of unusually large flaps for increased lift during landing, takeoff, and other low speed conditions. The flap system is useful on straight or rearwardly swept wings, and is particularly adapted to forwardly swept wings.

Abstract: An airplane airframe having wings connected to the fuselage by spars of smaller cross section than the wings. Movable winglets may be provided at the outboard ends of the wings. The fuselage may be an airfoil shaped lifting body structure with longitudinal splines at its edges. The splines may be movable in flight, and may be provided with flaps which are also movable in flight so that the splines can be readjusted to alter the aerodynamic characteristics of the airframe during flight. The undersurface of the fuselage may include cambers symmetrical about the center plane of the fuselage.

Abstract: This invention relates to area changing trailing edge flaps for airfoils such as wings. This invention provides a roller retractable flexible sheet flap, which when deployed is supported by deployed airfoil mounted flap side support member(s), to which the side edge(s) of the flexible sheet flap are attached by a slide fastener. Slotted and blown flap variants of the invention, as well as othe variants, are also described and claimed.

Abstract: A lightweight, man carrying aircraft including a skeletal fuselage assembly in combination with a primary arc-shaped lifting airfoil having variable camber, incidence angle, and pitching moment and a secondary stabilizing airfoil of a tubular, ring-like configuration. The arc-shaped primary airfoil is superior to traditional low speed airfoil forms due to its high aerodynamic efficiency, inherent design simplicity and strength. The ring-tail assembly, offering marginal aerodynamic lift, contributes significantly to the in-flight stability and safety of the aircraft. Both airfoil members are independently controllable and constructed of a fabric or like skin material which is fitted over a wing assembly and tensioned into an operable airfoil form by the aerodynamic forces of the air during flight. Typically, the wing assemblies are supported and maintained by a lightweight, tubular fuselage structure to which is affixed the propulsion system, control mechanisms and ground support assemblies.

Abstract: The invention relates to aircraft wings, wherein the fairing element between the leading edge of a wing and the fuselage comprises a streamlining flap movable between a folded position in which it is housed in a recess in the fairing element and forms a part of the leading edge and the part adjacent the lower surface of said fairing element, and an extended position in which it ensures continuity of the leading edge between the fuselage and the high-lift spoiler likewise in extended position. Moreover, there is a communication between the housing of the streamlining flap and the housing of the high-lift spoiler so that, when these two flap elements are in their extended positions, the air penetrating in the housing of the streamlining flap disposed on the lower surface side emerges through the housing of the high-lift spoiler disposed on the upper surface side, with the result that there is an increased upper surface blowing.

Abstract: An aircraft having, for example, a tailplane (4, 5) at least part of which is movable with reference to a fuselage (1) to effect control requires the control effect to be enhanced in a certain control position. Accordingly, fixed vanes (8, 9) are provided on the fuselage forward of the tailplane to form a substantially continuous leading edge root extension only when the tailplane is in a given control position.

Abstract: An airplane is disclosed which has a pair of fixed, outwardly extending delta wings extending laterally from a fuselage, a set of initial flaps pivotably attached to the rear of the fixed wings, a set of dependent flaps pivotably attached to the rear of the initial flaps, and a variable positionable concomitant stablizer located at the rear of the dependent flaps forming the rear of the delta wings during the high-speed configuration capable of achieving independence from the fixed wings upon actuation of the flap system; the above components all locked together to form the delta wing during high-speed flight with an actuator which also serves as a stress supporter for the flap system during its actuation.

Abstract: An aircraft sustentation system is disclosed which consists of one pair of fixed swept primary wings attached to the fuselage of the aircraft, and one pair of pivotal swept transverse wings attached to the fuselage of the aircraft in a manner where all leading edges, trailing edges, and lateral angles of both sets of wings are parallel or exceed a parallel relationship to each other, the pivotal transverse wings possessing transverse wing collars capable of accepting accessory and/or landing gear supports or wells; and the pivotal transverse wings utilizing actuation mechanisms capable of canting, laterally tilting, and variable sweeping the transverse wings in a manner where the swept transverse wing leading edges approach or contact the trailing edge of the primary wing or primary wing flap with a parallel relationship during the low-speed high-lift configuration.

Abstract: A wing leading edge high-lift generating device in the form of a spanwise slat segment having both an upper and a lower surface, faired into an airfoil configured leading edge of a relatively stationary portion of the wing therebehind and movable with respect thereto by a downwardly extending hinge arm pivotally related to a downwardly extending hinge bracket from the wing within a fairing structure which also includes an actuator between the hinge arm and bracket for biasing the hinge arm connected to the leading edge device away from and downwardly with respect to the hinge bracket of the wing about the pivotal connection therewith.

Abstract: An upper and lower member are joined together near the tip. They are hinged near the front and back on the top member. This allows the wings to be opened for high speed, when cruising, and to be closed for take off and landing at a low speed. The exact size and shape of the moveable sections will be dictated by the size of the wing and the distance between the upper and lower wings where they join the fuselage. When the wing reaches a certain speed the drag forces will become more demanding creating a faster movement through the air passages causing a suction at the front of the wings. The ram affect on the front and the suction affect in the back will accomplish two things. It will dissipate the drag that tries to build up at the trailing edge and eliminate the pile up of air at the leading edges of the wing. The air passageways between the wings, when in the open position, will have to be the same size all of the way through the passageways.

Abstract: The present variable airfoil assembly has an adjustable airfoil member pivotally mounted in the top of a fixed airfoil member for adjustment between a fully lowered position (for minimum wind resistance) and different raised positions in which it projects up above the top surface of the fixed airfoil member to control the lift and drag. A minimum clearance between the fixed and adjustable airfoil members is provided at the front end of the adjustable airfoil member over a range of its pivotal adjustments. The variable airfoil assembly is capable of increasing the lift of the airfoil, then lowering stalling speed, and it may either replace flaps or be used in conjunction with flaps. Higher cruise speeds can be achieved as well as good low speed performance.

Abstract: A variable span wing in which a movable wing segment is externally mounted to slide along the trailing edge of the stationary main wing. The movable wing segment is extended beyond the span of the main wing at subsonic flight and retracted to the same span at supersonic flight. Extension (or retraction) on one side only provides roll control. Retraction subsonic speeds is utilized to achieve improved ride qualities and a reduction in wing loads at high load factors.

Abstract: A wing, for aircraft of cropped, arrow-type planform with thin leading and side edges, having a pivotable tip to alter the crop angle of the wing during flight. Increasing the crop angle causes the wing side edge to become a trailing edge which reduces the strength of the side edge vortex flow. Decreasing the crop angle causes opposite results, in particular the side edge is now a leading edge and can generate a leading edge vortex flow. The wing constitutes a roll control device for aircraft of the stated design particularly effective at higher angles of attack.

Abstract: A passenger car deriving all or a part of its motive power from the wind through a system of one or more rigid vertical airfoils symmetrically aligned with respect to the fore-and-aft axis of the car. The relative wind velocity acting on the airfoil system under typical conditions produces a force tending to propel the car forward. The production of this sailing force occurs automatically, without requiring any adjustment of the airfoil system. The sailing force can be increased by having a tall airfoil system, which retracts to a lesser height for convenience in garaging or for safety in high winds. The wind-derived sailing force can significantly improve the fuel economy of a car using this invention, and in some applications of the invention, it can enable the car to cruise at a respectable speed in average wind conditions on wind power alone.

Abstract: A folding airfoil for an aircraft in which the wing or stabilizer airfoil n be folded and contained entirely within the fuselage of the aircraft. The airfoil comprises a series of elongated sheet metal channel sections of generally C-shaped cross section with the cross sectional dimension of successive channels decreasing so that each can nest entirely within an adjacent channel.

Abstract: An aircraft of supersonic transport configuraton featuring thrust vectoring in conjunction with wing apex segments used as canard surfaces during take-off, landing, and low-speed flight. The angle of incidence of the wing apex segments, when the segments are functioning as canard surfaces, is variable with respect to the aircraft angle of attack. The wing apex segments furthermore form a portion of the main wing panel swept leading edge when not functioning as canard surfaces. The combination of thrust vectoring and deployable wing apex segments results in increased aircraft range and improved low-speed longitudinal stability while providing acceptable take-off length capabilities.

Abstract: The stowable airfoil structure is a tapered, high aspect ratio, retractable and foldable wing for aircraft which provides minimum aerodynamic drag during launch and minimum space for ground storage. The airfoil utilizes a forward leading edge box section to which is attached a plurality of spanwise channels hinged together for movement in a chordwise direction. Retraction of these elements takes place by the utilization of suitable actuators so as to move the hinged elements forwardly in a nested position thereby substantially reducing the width of the wing or airfoil which is then folded to lie along side the fuselage of an aircraft.

Abstract: Spacecraft having space shuttle capabilities and aircraft having supersonic and subsonic flight capabilities which utilize swinging horizontal tail halves to generally reduce the landing speeds and the required runway lengths, to enable landings of space shuttles or conventional airfields, and to improve the landing safety in favor of the crews, the passengers, and the airfield abutters.