Abstract: Deltoid Main Wing idea provides for several innovative aerodynamic configurations for large subsonic and supersonic civil and military aircraft including “T-tailed Deltoid Main Wing” configuration that allows for design of high-subsonic jumbo jet passenger aircraft with a capacity between 200 and 700 passengers whose outer dimensions fit within 80 m box on class VI airports while having more than twice lower fuel consumption per unit of payload when compared to the present classical-concept aircraft with the same passenger capacity, while further allowing for design of all-size and all-purpose, high-lift-capacity, and long-range unmanned aircraft.

Abstract: An aircraft structure is provided. The aircraft structure for an aircraft includes a fuselage, front wings, rear small wings, vertical winglets, and four levels. The fuselage has a cross-section of substantially a half circle fuselage shape. Being is wide enough to provide lifting force, and includes four levels separated by multi partition structure. The front wings are disposed horizontally in front portions of the fuselage. The rear small wings are disposed horizontally in rear portions of the fuselage. The vertical winglets are disposed at the wingtips of the rear small wings. The first level disposed at a bottom of the four levels includes a fuel tank storages and a plurality of landing gear bays. The second level disposed at a middle of the four levels includes cargo bay. The third level may comprise a top cockpit and a plurality of passenger cabins. The fuselage provides major portion of lifting force and the wings provides steering force, and lifting force.

Abstract: According to the invention, the nose cone (2.I) of the aircraft is modified so as to increase the lifting resultant (R?).

Abstract: A lifting body aircraft suitable for atmospheric flight and/or as a reentry vehicle. The craft has a substantially flat upper surface, a lower surface with a doubly convex first section and a flat sloping second section. Chines may be provided between the upper and lower surfaces. The doubly convex first section allows the craft to have its center of gravity forward of its longitudinal center line. The flat sloping second half of the lower surface and the substantially flat upper surface form the aft end of an airfoil. A pair of vertical stabilizers enhance stability and include rudders which, along with a pair of elevons, provide steerage. The craft may glide or it may have an engine or rockets for thrust. The result is an extremely stable lifting body design that is well suited for launch or conventional take off, insertion, orbital operations, reentry, atmospheric flight, and conventional landings.

Abstract: An aircraft structure is provided. The aircraft structure for an aircraft includes a fuselage, front wings, rear delta wings, vertical winglets, and three levels. The fuselage has a cross-section of substantially rectangular flat shape, being is wide enough to provide lifting force, and includes three levels separated by multi-partition structure. The front wings are disposed horizontally in front portions of the fuselage. The rear delta wings are disposed horizontally in rear portions of the fuselage. The vertical winglets are disposed at wingtips of the rear delta wings. The first level disposed at a bottom of the three levels includes a cargo bay and a plurality of landing gear bays. The second level disposed at a middle of the three levels includes fuel tank storages. The third level may comprise a top cockpit and a plurality of passenger cabins. The fuselage provides major portion of lifting force and the wings provides steering force.

Abstract: A stealth transporter aircraft having a rhomboid airframe with a dihedral bottom surface and a top surface designed as an airfoil. The rhomboid cross-sectional configuration of the airframe gives it increased lift, stealth characteristics, and enhanced load bearing capacity. The aircraft does not have conventional wing structure and its dihedral bottom surface allows it to make wheels-up emergency landings on water and hard runway surfaces with greater pilot survivability. A rigid central tubular area extending nearly the full length of the airframe is configured for passengers, luggage, munitions, and/or equipment and provides a backbone for the aircraft. The aircraft further has rear engines, a large fuel carrying capability, and may also undergo primarily interior modifications for function as a space plane or air-to-air fueling tanker. A vortex spoiler on the side edges of the airframe is also preferred, which eliminates trails while in high altitude flight.

Abstract: An aircraft fuselage structure is described for a flying-wing aircraft, having a central area of slight curvature and side areas of greater curvature, which forms a pressure body and has an outer skin and structure reinforcements which support the outer skin. According to the invention, the structure reinforcements contain three-dimensional truss bending supports which extend over the area of light curvature and comprise first straps, which run close to the outer skin 9, and second straps, which run at a distance from the outer skin, and are connected to one another by coupling elements.

Abstract: Lofting of a Blended Wing Body air vehicle is accomplished by first determining the required payload volume of the air vehicle. The payload volume is then analyzed to determine a list of corner points of the payload volume. The list of points is passed to a Loft Module as keep-out points and a body portion of the blended wing body is established using a faceted minimum volume which encloses all of the provided keep-out points. A trapezoidal wing shape and size is then determined to accommodate aerodynamic performance requirements. A leading edge of the body portion and trapezoidal wing leading edge are trimmed and a trailing edge of the body portion and trapezoidal wing trailing edge are blended. A leading edge elevation is established and with leading edge radius as an input all other point coordinates and all tangents and remaining curvatures to smoothly enclose the payload volume in a first set of aerodynamic sections are defined.

Abstract: Methods and apparatus for aircraft according to various aspects of the present invention operate in conjunction with a fuselage and a wing. The fuselage may be configured to generate lift in response to airflow over the fuselage. In addition, the fuselage may have at least one hole defined therethrough. A spar may be disposed through the hole and extend into at least a portion of the wing and at least a portion of the fuselage. The spar may connect the fuselage to the wings.

Abstract: 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.

Abstract: A method of air transport includes improved reliability and safety of passengers and cargo transported by an aircraft having three fuselages. The method includes locating a cockpit of the aircraft at a forward portion of the first fuselage and isolating the cockpit from a remaining portion of the aircraft. The cockpit is then shielded and independently pressurized from the remainder of the aircraft by controls housed in the cockpit. The method further includes distributing passengers and cargo among the three fuselages, such as by locating dangerous or suspicious passengers or cargo in the second and third fuselages away from the cockpit. Also, dangerous or suspicious passengers or cargo may be located in the second and third fuselages and, thereby, isolated from the remaining passengers and cargo.

Abstract: An aircraft which includes elements providing air circulation and directing the circulation along a housing. Different operational stages of the aircraft such as take off and level flight are achieved by using the same functionally inter-connected elements. The circulation is achieved by fan elements that allow adjusting the blow direction and the blowing force of the flow. A stagnation point (SP) associated with the circulation is also formed if necessary below the housing and the aircraft can be steered by controlling the circulation and the position of the stagnation point (SP).

Abstract: A process for landing a tailless aircraft having a nose, wings that produce lift, a nose landing gear with a shock strut, and main landing gear, comprises the steps of allowing the nose landing gear shock strut to compress after touchdown to a point where the nose of the aircraft has lowered sufficiently to reduce the lift of the wings. The process further includes the step of controlling the rate of rebound of the nose landing gear shock strut such that the nose of the aircraft remains lowered in order to prevent the aircraft from becoming airborne after touchdown.

Abstract: 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.

Abstract: A lifting body aircraft suitable for atmospheric flight and/or as a reentry vehicle. The craft has a substantially flat upper surface, a lower surface with a doubly convex first section and a flat sloping second section. The doubly convex first section allows the craft to have its center of gravity forward of its longitudinal center line. The flat sloping second half of the lower surface and the substantially flat upper surface form the aft end of an airfoil. A pair of vertical stabilizers enhance stability and include rudders which, along with a pair of elevons, provide steerage. The craft may glide or it may have an engine or rockets for thrust. The result is an extremely stable lifting body design that is well suited for launch or conventional take off, insertion, orbital operations, reentry, atmospheric flight, and conventional landings.

Abstract: 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.

Abstract: 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.

Abstract: The invention relates to aircrafts, in particular to aircrafts, which are embodied in a passenger, cargo or cargopassenger variants thereby making it possible to improve performance characteristics by improving the aerodynamic properties thereof. The inventive aircraft having a carrying fuselage comprises a wing, an engine, and a fuselage whose width considerably exceeds the height thereof. A lower surface of the basic and the tail parts of the fuselage have a caved-in form in a cross-section thereof. A lower surface of the flattened front part of the fuselage is arranged at an attack angle with respect to the longitudinal horizontal plane of the aircraft. In addition, the front part of the aircraft has a curvilinear form in the plan view, which successively passes from the narrow front part to the basic large part of the fuselage.

Abstract: An aircraft capable of supersonic flight comprises a body portion including a fuselage, a wing, and an engine nacelle mounted below the wing. The aircraft may also include a high-mounted aft, tail. The area/lift distribution of the body portion is tailored to reduce sonic boom disturbance. The body portion further includes a blunt nose and a gull dihedral wing configuration that further reduces sonic boom disturbance and eases constraints on area/lift distribution tailoring. The gull dihedral wing or tail is configured to carry lifting force to its trailing edge to create an expansion at the aft end of the aircraft that reduces aft sonic boom ground shock strength. The volume of the mid-portion of the fuselage can be reduced above the wing to create a sloped surface that generates an expansion fan over the wings.

Abstract: 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.

Abstract: 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.

Abstract: Aircraft engine nacelles and methods for structurally attaching them to aircraft structures, such as aircraft wings. In one embodiment, an aircraft engine nacelle is attached to a wing between a trailing edge region of the wing and an aft deck region of the wing. In one aspect of this embodiment, the engine nacelle includes a forward portion having first and second structural attach points offset from each other in a first direction at least generally perpendicular to a central axis of the engine nacelle. The first and second structural attach points can be configured to fixedly attach the engine nacelle to the wing at least proximate to the trailing edge region. In another aspect of this embodiment, the engine nacelle includes a side portion having at least a third structural attach point offset from the first and second structural attach points in a second direction at least generally parallel to the central axis.

Abstract: An aircraft capable of supersonic flight comprises a body portion including a fuselage, a wing, and an engine nacelle mounted below the wing. The aircraft may also include a high-mounted aft, tail. The area/lift distribution of the body portion is tailored to reduce sonic boom disturbance. The body portion further includes a blunt nose and a gull dihedral wing configuration that further reduces sonic boom disturbance and eases constraints on area/lift distribution tailoring. The gull dihedral wing or tail is configured to carry lifting force to its trailing edge to create an expansion at the aft end of the aircraft that reduces aft sonic boom ground shock strength. The volume of the mid-portion of the fuselage can be reduced above the wing to create a sloped surface that generates an expansion fan over the wings.

Abstract: A blended wing body aircraft having a modular body having a body that includes 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.

Abstract: Lifting arrangement for lateral aircraft surfaces that consists of numerous lateral flutings, grooves, splines, flutes or riblets parallel to each other, arranged on the lateral surfaces of fuselages, fin units, pylons and gondolas of aircraft with a downward slope from the nose to the tail, with the flow of air passing through such flutings, grooves, etc., towards the rear and downwards, generating lifting by reaction, using small planes or fins to support the engines and flight control fins.

Abstract: A partial blended wing body airplane configuration combining the advantages of a pure blended wing configuration with the advantages of conventional aircraft design. A blended tri-body airplane configuration wherein three pressurized body elements are connected by and blended with a pressurized centerwing element. The sidebodies and centerbody are blended into the wing structure, producing a multi-body airplane whose body sections are interconnected utilizing wing payload carrying sections.

Abstract: An aircraft including a fuselage, a compound tilting wing (CTW) and aircraft engines mounted on the aircraft. The CTW includes a leading edge wing portion and a tilting main wing portion. The leading edge wing portion and the tilting main wing portion each include a leading edge, a trailing edge, a chord, a lower surface and an upper surface. The tilting main wing portion is pivotally mounted on the fuselage for rotation from a cruise flight position to various low flight speed positions. In the cruise flight position, the tilting main wing portion fits conformably with the leading edge wing portion forming an aerodynamically single wing. In one embodiment, two aircraft engines are mounted on a fixed leading edge wing portion and two aircraft engines are mounted on the tilting main wing portion.

Abstract: The present invention is direct to an aircraft fuselage lift arrangement which includes an elongated vertically flattened oval cross section fuselage having a longitudinal axis; an upper longitudinal axis along the upper most portion of the fuselage and parallel to the longitudinal axis, a lower longitudinal axis parallel to the longitudinal axis and along the length of the bottom of the fuselage. The fuselage having a conical nose portion at one end and a conical tail portion at its opposite end. The nose portion of the fuselage having an upwardly inclined front wall extending upwardly from the bottom of the fuselage to at least the upper longitudinal axis of the fuselage. The tail portion of the fuselage having a downwardly declining rear wall extending from the upper longitudinal axis to the bottom of the fuselage. The fuselage also having a main landing gear.

Abstract: A hypersonic aircraft producing a shock wave during hypersonic flight. The shape of the shock wave changes depending upon changes in Mach speed and angle of attack, the latter of which can vary significantly with flight dynamic pressure. The aircraft includes a body, a pair of wings coupled to the body (or a wing-body) having leading edges, and a deflectable flap system operably coupled to the hinge line of each of the pair of wings. The flap system is positionable in a plurality of positions relative to the pair of wings so as to achieve a generally optimal position capable of maintaining attachment of the shock wave along the leading edge of the flap system at hypersonic speeds. A controller is further operably coupled to the deflectable flap systems for determining the optimal position and outputting a signal that drives the flap system.

Abstract: A blended wing body aircraft having a modular body having a body that includes 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.

Abstract: Boarding device for aircraft and flying wings equipped with such a device. The boarding device consists of at least one tunnel (20) connected to the outside of the aerodynamic shell (12) of the aircraft. More precisely, the tunnel is attached to the trailing edge of the fairing (12) and it extends aft approximately parallel to the longitudinal axis of the aircraft. A door (22) closes off the opening between the passenger cabin (10) and the tunnel (20). The rear part (26) of the tunnel (20) is articulated and/or detachable. In order to evacuate the passengers in an emergency, the front, fixed part of the tunnel (24) can be fitted with an inflatable escape slide or an articulated floor.

Abstract: 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.

Abstract: An aircraft and method of manufacture therefor are provided. A fuselage is formed of composite materials and in at least two sections, each section having an integral, internal longeron spanning a length of the sections. The sections are connected by slidingly engaging a male dovetail connector on a longeron of one section with a female dovetail connector on a longeron of another section. Outer edges of the sections of the fuselage have tongue-and-groove connectors that engage to fasten the edges of one section to the edges of another section as the sections are slidingly connected. Fasteners are inserted through the longerons, and other fasteners are inserted through the connectors of the outer edges.

Abstract: 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.

Abstract: An aircraft lift arrangement that consists of fine fins which are parallel among themselves and slightly curved, arranged attached along the sides of the aircraft fuselage, beginning at the front and running downward toward the rear, with a positive angle of attack and with the additional of small thin wings to provide lateral stability and to carry the engines, flaps and ailerons.

Abstract: A high altitude low flying platform hull, including a laminar flow airfoil, a first slab side, a second slab side, a first fin and a second fin. The laminar flow airfoil has a nose, the nose has a nose leading edge. The first slab side has a first slab side leading edge and a first slab side trailing edge. The first slab side has a serpentine or s-shaped first slab side leading edge. The second slab side has a second slab side leading edge and a second slab side trailing edge. The second slab side has a serpentine or s-shaped second slab side leading edge. The first slab side and second slab side mate to the laminar flow airfoil. The first slab side leading edge and second slab side leading edge intersect the nose leading edge. The first slab side trailing edge extends upward to create the first fin, and the second slab side trailing edge extends upward to create the second fin.

Abstract: An aircraft lift arrangement that has a fuselage, wings, a nose, a tail and a landing gear and comprises 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 the upper areas, with large leading angles. The landing gear is moved rearward somewhat to allow greater nose pitch up attitude during takeoff and landing.

Abstract: The enhanced aerodynamic profile of the invention consists of a profile consisting of three sections: a front or leading edge of two sides or plates forming an acute dihedral angle with the vertex facing forward, a central section formed by two parallel sides or plates, and a rear section or trailing edge formed by two sides or plates at an acute dihedral angle with the vertex facing rearward, where the unions on the lower or upper surfaces are suitably rounded, where the front section is a fin or cone turning on an axis which divides it into two unequal parts, the rear part being larger, said fin or cone has the lower surface of its rear section inclined, adapting with another which is inclined in the upper front part of the central section, said fin with positive leading angles is automatically oriented with the direction of the slipstream.

Abstract: The development of polymer composite liquid oxygen (LOX) tanks is a critical step in creating the next generation of launch vehicles. A composite LOX tank will weigh significantly less than conventional metal tanks. This benefit of reduced weight is critical to enable future launch vehicles to meet required mass ractions. The high strength and low weight of a composite tank allows for a lighter weight craft and/or higher payload capacity which results in lower costs per pound to place an object in orbit. The unique, nontraditional idea described here is to use resin-based composite materials to make such a composite tank or other oxygen carrying component such as a feedline. Polymer composites have traditionally been regarded as being more flammable than metals and therefore deemed not oxygen compatible. However, a hybrid composite material may provide the optimal balance of oxygen compatibility and mechanical performance that would make composite oxygen tanks feasible.

Abstract: A measurement-based method to control and optimize the performance of an airborne vehicle. The stability and control of the vehicle is modified to induce a response in the airborne vehicle as reflected by a plurality of response signals. Excitations signals having multi-term sinusoidal waveforms are generated and applied to control signals controlling one or more control effectors. A time domain response of each of the state variables, response signals, and control signals arising from the application of the excitation inputs to the control signals is then measured. These time domain responses are then transformed into frequency domain models. The effectiveness and vehicle stability and control derivatives may then be identified from the frequency domain models of the state variables, response signals, and control signals.

Abstract: In accordance with the present invention, there is provided an aerodynamic control device for integrated use with an aircraft having an inboard lifting member. The inboard lifting member having a leading edge, a pair of opposing distal edges and a trailing edge. The control device is provided with a movable outboard member which extends substantially about the leading, distal and trailing edges of the inboard lifting member and is spaced apart therefrom. The outboard member is provided with a leading edge portion, a pair of opposing distal edge portions, and a trailing edge portion. The leading, distal, and trailing edge portions are movable in relation to the inboard lifting member to form an airfoil surface extending about the inboard lifting member and the outboard member for achieving aerodynamic control of the aircraft.

Abstract: An aircraft is composed of two elongated inflated, flexible tubes diverging from each other from a nose of the aircraft toward a trailing edge. First and second membranes span the upper and lower surfaces of the tubes respectively to provide upper and lower airfoil surfaces. One of the two membranes is connected to a length of cable extending from the tip end of one tube to the tip end of the other at the trailing edge. Trim is provided by a fixed flap composed of flexible membrane stretched between the cable and another, parallel cable. The nose ends of the tubes are secured to a propulsion motor-mounting plate assembly at the nose end of the aircraft, and the opposite ends of the tubes are secured to plates at the ends of the trailing edge. The cables are secured to the plates at the ends of the trailing edge, and these plates are also used to support horizontal stabilizers.

Abstract: A wing in combination with a fuselage having a body which is elongated in the direction of flight, the wing having physical parameters [comprising a wing having a relatively unswept and sharp leading edge, smooth convex chordwise contour over a majority of its surface from the leading edge, and a thickness to chord ratio of about 2% or less as a spanwise average, beyond a spanwise distance from the fuselage centerline of not more than about C/2.beta. on each side of the body, where .beta.=.sqroot.M.sup.

Abstract: The device for lift and to reduce forward resistance of aircraft consists of a converging input duct of truncated-cone-shaped or truncated-pyramid-shaped, arranged lengthwise inside the fuselage and inclined to the longitudinal axis, with the larger opening coinciding with the front fuselage contour or periphery of maximum cross-section, and reducing in bore backwards so that its generatrix or lower side coincides with the lower surface of the fuselage parallel to the aircraft's longitudinal axis and the generatrix or upper edge forms an acute angle with the aircraft's longitudinal axis. The narrowest end of the duct discharges into the input of the turbofan, UHD, etc. type drive engines which discharge through a rear outlet duct facing backwards with the rear end curved slightly downward.

Abstract: In accordance with the present invention, there is provided a variable camber delta-shaped aircraft. The aircraft is provided with an integrated fuselage/wing generally defining the aircraft and having longitudinal and lateral axes. The fuselage/wing has a forward section which is rotably attached to an aft section about the lateral axis. The aircraft is further provided with an aerodynamic lifting surface which is disposed about the fuselage/wing and defined by a camber. The forward section has a downwardly deflected position when rotated relative to the aft section. The forward and aft sections are cooperatively formed to increase the camber of the lifting surface when the forward section is in the deflected position.

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: Improvement to aircraft and high speed vehicles, consisting of setting the vehicle nose in an upward inclination with a flat wall on the bottom which, running from the underside of the fuselage, is inclined forward until its upper zone. The inclined wall exploits the frontal incident air to create lift and, because of the angle which it forms, frontal drag is the same as that of a conventional vehicle fuselage, having the tail inclined downward with a flat wall in the upper part running from the top of the fuselage and sloping backwards as far as its bottom area, to exploit the suction of the rear air to create major lift and, because of its angle, the tail drag is the same as that of a conventional vehicle.

Abstract: A re-entry vehicle includes a flare-stabilized cylindrical body with a center of gravity displaced from a centerline to define a windward side of the body upon re-entry. The body orients at an angle of attack between the centerline and a velocity vector to generate a lift vector. An actuator moves the lift vector relative to the velocity vector to control the descent of the re-entry vehicle.

Abstract: A supersonic ground vehicle having a housing configured from a pair of back-to-back symmetric housing components, and a shock-reflecting surface which extends in the direction of travel of the housing and which aerodynamically interacts with the housing to form a supersonic biplane, thereby substantially reducing aerodynamic pressure drag.

Abstract: The improvement to aircraft or high-speed vehicles in this invention comprises an elongated uniform fuselage with a flattened rectangular, oval or circular transverse cross-section, to take a form whose side view is a rhomboid with the longer sides horizontal and in which the inclined flat frontal surface is a ramp beginning in front at the top, dropping along and inclined backward until meeting the base, the inclined surface of the tail is parallel to the front surface, that is, with the rear surface beginning at the top, dropping along and inclined backward until meeting the base having the unions between the other, non-lateral surfaces suitable rounded.